Vehicle body top rear end structure, vehicle body assembly and vehicle

Abstract

The utility model relates to the field of vehicle bodies, in particular to a vehicle body top rear end structure, a vehicle body assembly and a vehicle, the vehicle body top rear end structure comprises an integrally formed component body, and the component body comprises two side wall rear upper inner plates which are oppositely arranged; the top cover middle cross beam and the top cover rear cross beam are arranged between the two side wall rear upper inner plates, and an annular frame is defined by the top cover middle cross beam, the top cover rear cross beam and the top ends of the two side wall rear upper inner plates. The integrated level is high, and the vehicle collision safety can be improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body, specifically to a rear-end structure of the top of a vehicle body, a vehicle body assembly, and a vehicle. Background Technology

[0002] The rear side panel structure is a critical component of the vehicle body structure. Connecting the body and roof, it significantly impacts the vehicle's structural strength, rigidity, and NVH (noise, vibration, and harshness) performance, playing a vital role in occupant protection. Simultaneously, the roof crossbeam is a critical component in the load transfer path during side collisions and roof impacts. If the roof crossbeam becomes unstable and deforms during a side collision, the load transfer path will be interrupted. This could result in excessive intrusion of the side structure into the vehicle's interior at both the speed and magnitude, rapidly encroaching on the occupants' survival space and threatening their lives.

[0003] Traditional rear side panel structures are primarily constructed from C-pillar reinforcement plates, upper C-pillar reinforcement plates, D-pillar reinforcement plates, inner C-pillar panels, inner D-pillar panels, and various reinforcing components welded together. The roof crossbeam is welded after the side panel assembly. This complex welding process involving multiple parts and processes significantly increases costs during product development and extends debugging time. Furthermore, the complex interlocking relationships between components lead to excessively long dimensional chains and discontinuous structures at key attachment points, among other issues. Additionally, the greater the number of components, the more weak points the vehicle body has, severely impacting body strength and NVH performance at the rear.

[0004] Meanwhile, with increasingly stringent requirements for fuel efficiency and carbon emission reduction, the demand for lightweight vehicles is also constantly rising. Traditionally, most of the side and rear components are manufactured using stamping processes, resulting in a large number of parts in the vehicle body with low integration, failing to meet the demands for overall vehicle lightweighting.

[0005] With the continuous advancement of automotive technology, the opening and closing methods of car doors have also diversified. Currently, the market offers various door types such as "scissor doors," "gull-wing doors," and "suicide doors" to meet consumer demands. Among these, the unique and eye-catching "gull-wing doors" are increasingly favored by users.

[0006] While the gull-wing door design has a unique visual impact, it also presents some significant design challenges. Because the gull-wing door hinges are located on the roof, which bears most of the weight, the gull-wing door design places high demands on the rigidity and strength of the roof beams.

[0007] To address the aforementioned issues, related technologies utilize integrated C- and D-pillar reinforcement plates, which can simultaneously strengthen the structural strength of both the C-pillar and D-pillar inner panels. This reduces the number of molds, inspection tools, and fixtures, streamlines the production process, improves material utilization, and can, to some extent, lower manufacturing and development costs while also enhancing the precision of the reinforcement plate assembly. However, it still falls short of meeting the demands for vehicle lightweighting, as issues such as complex inter-component fit relationships, excessively long dimensional chains, and discontinuous structures at key attachment points persist. Utility Model Content

[0008] The purpose of this utility model is to provide a rear-end structure of the vehicle roof, a vehicle body assembly, and a vehicle, which has a high degree of integration and can improve vehicle collision safety.

[0009] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0010] In a first aspect, the present invention provides a vehicle body top rear end structure, which includes an integrally formed component body. The component body includes two side upper rear inner panels arranged opposite to each other, and a top cover middle crossbeam and a top cover rear crossbeam arranged between the two side upper rear inner panels. The top cover middle crossbeam, the top cover rear crossbeam and the top ends of the two side upper rear inner panels together form an annular frame.

[0011] Furthermore, the top cover has a crossbeam with an installation part that overlaps and is fixed to the top cover longitudinal beam, and the top cover longitudinal beam has gull-wing door installation points on the left and right sides of the middle.

[0012] Furthermore, in the width direction of the vehicle, the mounting portion is located in the middle of the crossbeam of the roof; the mounting portion includes a base plate, a first side plate extending upward along the left and right edges of the base plate, and a second side plate extending upward along the rear edge of the base plate, the base plate, the first side plate and the second side plate together forming a mounting space adapted to the end of the longitudinal beam of the roof.

[0013] Furthermore, the outer side of the rear upper inner plate of the side panel is provided with several first reinforcing ribs.

[0014] Furthermore, the outer side of the rear upper inner plate of the side enclosure is provided with a first chamber with an outward opening, and the first reinforcing rib is arranged in a mesh pattern within the first chamber.

[0015] Furthermore, the lower side of the crossbeam in the top cover and / or the rear crossbeam of the top cover is provided with several second reinforcing ribs.

[0016] Furthermore, the lower side of the crossbeam in the top cover and / or the rear crossbeam of the top cover is provided with a second chamber with an opening facing downward, and the second reinforcing ribs are arranged in a mesh pattern in the second chamber.

[0017] Furthermore, the component body is a one-piece die-cast aluminum alloy part.

[0018] Secondly, this utility model provides a vehicle body assembly, which includes the aforementioned vehicle body top rear end structure.

[0019] Thirdly, this utility model provides a vehicle that includes the aforementioned body assembly.

[0020] This utility model has the following unexpected beneficial effects:

[0021] 1. The component body of this utility model is integrally molded. By adopting an integral molding design, the overall rigidity and connection strength of the rear side panel of the vehicle body are improved, thereby enhancing the vehicle's NVH performance and collision performance. Simultaneously, the integration of components in the rear top region of the vehicle body effectively increases the integration of parts, reduces cost input and debugging time during product development, and effectively improves the overall vehicle lightweighting level. Furthermore, the integrally molded component reduces the assembly work of the rear top components, greatly improving manufacturing efficiency and reducing production costs. Moreover, since the connection between components does not need to be considered, the dimensional matching stability of the rear top of the vehicle body can be guaranteed.

[0022] 2. The top of the integrally molded component body of this utility model, consisting of the top cover middle crossbeam, the top cover rear crossbeam, and the top of the two side upper inner plates, forms a ring frame. This creates a force transmission path between the top cover crossbeam and the rear of the side panels, effectively ensuring the uniformity of force distribution. Furthermore, compared to traditional stamping structures, integral die casting effectively improves the bending and torsional resistance of the top cover crossbeam, thereby enhancing the overall vehicle's bending and torsional stiffness.

[0023] 3. This utility model improves the overall rigidity of the integrated vehicle roof rear end structure by providing several first reinforcing ribs on the lower side of the crossbeam in the roof and / or the rear crossbeam of the roof, and several second reinforcing ribs on the outer side of the upper inner panel of the side panel. It also optimizes the force transmission path at the rear of the vehicle. During a frontal, offset, or rear-end collision, the first and / or second reinforcing ribs effectively transmit force along the continuous force transmission ribs on the rear end structure of the vehicle roof, effectively reducing the risk of interrupted force transmission leading to bending deformation of parts and preventing the gull-wing doors from opening properly. Furthermore, the first and / or second reinforcing ribs effectively enhance the deformation resistance of the rear end structure of the vehicle roof, effectively absorbing the force generated by the collision and further improving vehicle safety during operation.

[0024] 4. The first reinforcing rib and / or the second reinforcing rib of this utility model are in the form of a mesh structure. When subjected to impact force or load, the load can be dispersed and released through the mesh-like staggered reinforcing ribs, which further strengthens the structural strength of the integrated vehicle body top rear end structure.

[0025] 5. The main body of this utility model is an integral die-cast aluminum alloy component, which effectively reduces the weight of the rear structure of the vehicle top. It has a simple structure, reasonable design, and is easy to manufacture. Attached Figure Description

[0026] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model.

[0027] Figure 1 A schematic diagram of the structure of the component body described in this utility model is shown;

[0028] Figure 2 A schematic diagram of the arrangement of the first reinforcing rib of this utility model is shown;

[0029] Figure 3 A schematic diagram showing the connection between the component body and the top cover longitudinal beam of this utility model is shown.

[0030] In the figure, 1—component body, 2—upper inner panel of the side wall, 3—middle crossbeam of the top cover, 4—rear crossbeam of the top cover, 5—installation part, 51—base plate, 52—first side plate, 53—second side plate, 6—first reinforcing rib, 7—second reinforcing rib, 8—longitudinal beam of the top cover, 81—gull-wing door installation point. Detailed Implementation

[0031] The embodiments of this utility model will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be understood that the preferred embodiments are only for illustrating this utility model and not for limiting the scope of protection of this utility model.

[0032] In one embodiment, see Figure 1 As shown, this utility model provides a rear end structure of the vehicle body top, which includes an integrally formed component body 1. The component body 1 includes two side upper rear inner panels 2 arranged opposite to each other, and a top cover middle crossbeam 3 and a top cover rear crossbeam 4 arranged between the two side upper rear inner panels 2. The top cover middle crossbeam 3, the top cover rear crossbeam 4 and the top ends of the two side upper rear inner panels 2 together form an annular frame.

[0033] The central crossbeam 3 of the roof is located at a relatively forward position, while the rear crossbeam 4 of the roof is located closer to the rear of the vehicle. Together with the rear upper inner panel of the side panel, they form a ring frame. This frame not only enhances the structural strength of the roof but also helps to disperse and absorb impact forces from the sides, thereby improving the vehicle's safety performance.

[0034] This invention, through a one-piece molding design, improves the overall rigidity and connection strength of the rear side panel of the vehicle body, thereby enhancing the vehicle's NVH performance and collision performance. Simultaneously, integrating components from the rear roof area effectively increases component integration, reduces development costs and debugging time, and significantly improves overall vehicle lightweighting. Furthermore, the one-piece molding reduces assembly work for rear roof components, greatly improving manufacturing efficiency and lowering production costs. The elimination of considerations for component connections ensures dimensional stability of the rear roof area, reducing potential failure risks due to loose connections or fatigue, further enhancing the overall performance and reliability of the vehicle body, and laying a solid foundation for the safe and stable operation of modern automobiles.

[0035] From a mechanical perspective, the ring-frame structure allows for a uniform distribution of forces across all components, forming a stable stress system and significantly enhancing the strength and rigidity of the entire vehicle's roof rear structure. Furthermore, compared to traditional stamping structures, one-piece die-casting effectively improves the bending and torsional resistance of the roof crossbeams, thereby increasing the overall vehicle's bending and torsional stiffness. For example, in the event of a side collision, the rear upper inner side panel 2 can withstand the impact force from the side and transfer it to the roof middle crossbeam 3 and the rear roof crossbeam 4. Through the overall action of the ring-frame, the impact force is rapidly decomposed and transferred to the entire vehicle structure, preventing severe deformation or damage to localized areas due to excessive stress. This reduces the impact on the passenger compartment and minimizes damage, thus providing more reliable safety protection for passengers.

[0036] In a preferred embodiment, see Figure 1 and Figure 3 As shown, the top cover has a mounting part 5 on the crossbeam 3 that overlaps and is fixed to the top cover longitudinal beam 8, and the top cover longitudinal beam 8 has gull-wing door mounting points 81 on the left and right sides of the middle.

[0037] The installation part 5 enables the roof longitudinal beam 8 to be stably connected and fixed to the roof cross beam 3, which enhances the overall rigidity of the roof structure and ensures that the roof longitudinal beam 8 can be accurately positioned in the predetermined installation position, thus facilitating subsequent assembly work.

[0038] The roof longitudinal beam 8 extends along the length of the roof, providing additional support and stability for the roof. In this preferred embodiment, the roof longitudinal beam 8 is not only connected to the roof crossbeam 3 via the mounting part 5, but also has gull-wing door mounting points 81 on its left and right sides.

[0039] Gullwing doors are a unique and eye-catching door design that allows the doors to open upwards, resembling bird wings. Gullwing door mounting points 81 are located on the roof longitudinal beams 8, ensuring the safe and stable installation of these special doors onto the vehicle body. These mounting points must not only consider the weight of the door and its opening mechanism but also ensure that no damage is caused to the vehicle body structure during opening and closing.

[0040] In summary, by setting the mounting part 5 on the crossbeam 3 of the roof and connecting it with the longitudinal beam 8 of the roof, and by setting the gull-wing door mounting point 81 on the longitudinal beam 8 of the roof, not only is the overall performance and stability of the rear structure of the roof improved, but the vehicle is also provided with the ability to install special doors, thereby meeting consumers' dual needs for vehicle personalization and functionality.

[0041] Further, see Figure 1 As shown, in the width direction of the vehicle, the mounting part 5 is located in the middle of the crossbeam 3 in the roof, which helps to reduce the impact of torsional forces generated during vehicle operation on the roof structure and improves the overall stability and durability.

[0042] The mounting portion 5 includes a base plate 51, a first side plate 52 extending upward along the left and right edges of the base plate 51, and a second side plate 53 extending upward along the rear edge of the base plate 51. The base plate 51, the first side plate 52, and the second side plate 53 together form a mounting space adapted to the end of the top cover longitudinal beam 8. When the top cover longitudinal beam 8 is placed in the mounting space, the top cover longitudinal beam 8 can fit tightly against the first side plate 52 and the second side plate 53, thereby ensuring a stable connection. In addition, the mounting space can provide a certain tolerance range to accommodate minor differences in the manufacturing process and ensure smooth installation.

[0043] Since the mounting section 5 and the roof crossbeam 3 are integrally formed, the connection between them is very strong. At the same time, through the precisely designed mounting space, the roof longitudinal beam 8 can be firmly fixed inside the mounting section 5, thus forming a more stable overall roof structure.

[0044] In a preferred embodiment, see Figure 1 and Figure 2 As shown, the outer side of the rear upper inner plate 2 of the side panel is provided with several first reinforcing ribs 6.

[0045] The rear upper inner panel 2 of the side panel is an important component of the vehicle body structure. Located on the side of the vehicle body, it provides necessary support for the roof and body. The first reinforcing rib 6 is installed on the outer side of the rear upper inner panel 2, which effectively increases its bending and torsional resistance, thereby improving the overall strength of the vehicle body structure.

[0046] The placement of the first reinforcing rib 6 helps guide stress along a specific path, increasing the force transmission area and thus optimizing the stress distribution in the rear upper inner panel 2 of the side wall. This reduces stress concentration in the structure and lowers the safety risks caused by fatigue failure. Furthermore, in a side collision, the rear upper inner panel 2 needs to withstand impact forces from the side and protect passenger safety. The placement of the first reinforcing rib 6 increases the impact resistance of the rear upper inner panel, reducing the risk of vehicle body deformation or damage due to a collision.

[0047] The shape, number, and position of the first reinforcing rib 6 can be adjusted according to specific design requirements. Through reasonable layout and design, structural performance can be maximized without adding excessive weight.

[0048] In summary, by providing several first reinforcing ribs 6 on the outer side of the rear upper inner panel 2 of the side wall, this preferred embodiment not only enhances the strength and stability of the rear structure of the vehicle roof, but also optimizes stress distribution, improves impact resistance, and enhances overall rigidity. At the same time, the design flexibility ensures that the structure can adapt to the needs of different vehicle models and configurations.

[0049] Further, see Figure 1 As shown, the outer side of the rear upper inner plate 2 of the side enclosure has a first chamber with an outward opening, and the first reinforcing rib 6 is arranged in a mesh pattern in the first chamber.

[0050] When subjected to impact or load, the first reinforcing ribs 6, arranged in a mesh pattern, can disperse and mitigate the load, further strengthening the structural strength of the unibody roof rear end structure. The design of the first chamber and the mesh-like first reinforcing ribs 6 can be adjusted according to the specific vehicle model and configuration requirements. By changing the shape and size of the chamber and the layout of the reinforcing ribs, different structural performance requirements can be achieved to meet diverse market demands.

[0051] In a preferred embodiment, see Figure 2 As shown, the lower side of the crossbeam 3 in the top cover and / or the rear crossbeam 4 of the top cover is provided with several second reinforcing ribs 7.

[0052] For example, the lower sides of the middle crossbeam 3 and the rear crossbeam 4 of the roof are provided with several second reinforcing ribs 7. The provision of the second reinforcing ribs 7 effectively increases the bending and torsional resistance of the middle crossbeam 3 and the rear crossbeam 4 of the roof. The second reinforcing ribs, together with the original first reinforcing ribs (if already provided), form a more stable support network, significantly improving the rigidity of the entire roof structure.

[0053] On the one hand, by rationally arranging the second reinforcing rib 7, stress can be further guided along a predetermined path, thereby optimizing the stress distribution in the middle crossbeam 3 and the rear crossbeam 4 of the roof. This helps reduce stress concentration in the structure, extends the service life of the structure, and reduces the safety risks caused by fatigue failure. On the other hand, by adding the second reinforcing rib 7, the impact resistance of the middle crossbeam 3 and the rear crossbeam 4 of the roof can be significantly enhanced, reducing the risk of roof deformation or collapse due to collisions and providing passengers with a safer riding environment.

[0054] The shape, quantity, and position of the second reinforcing rib 7 can be adjusted according to specific design requirements. Through reasonable layout and design, structural performance can be maximized without adding excessive weight. This design flexibility ensures that the structure can adapt to the needs of different vehicle models and configurations.

[0055] Furthermore, the lower side of the middle crossbeam 3 and / or the rear crossbeam 4 of the top cover is provided with a second chamber with an opening facing downward. The second reinforcing rib 7 is arranged in a mesh pattern in the second chamber. The mesh-arranged second reinforcing rib 7 can more effectively transfer and disperse stress, thereby significantly improving the bending and torsional resistance of the middle crossbeam 3 and the rear crossbeam 4 of the top cover.

[0056] For example, multiple second reinforcing ribs 7 are distributed in a diamond-shaped mesh.

[0057] In a preferred embodiment, the component body 1 is an integral die-cast aluminum alloy part.

[0058] Aluminum alloys have a much lower density than traditional steel, thus components made of aluminum alloys can significantly reduce vehicle weight. This lightweight design helps improve fuel economy, reduce emissions, and enhance handling and acceleration performance. Despite their lower density, aluminum alloys possess sufficient strength to meet the mechanical performance requirements of automotive components. Through appropriate alloy composition design and heat treatment processes, the strength and toughness of aluminum alloys can be further improved, ensuring the reliability of component body 1 under complex operating conditions.

[0059] Aluminum alloys have excellent corrosion resistance, effectively resisting erosion from harsh environments such as rain and salt spray. This helps extend the service life of component body 1 and reduces maintenance and replacement costs.

[0060] Integrated die casting is an advanced manufacturing process that integrates multiple components into a single unit, reducing the need for welding, riveting, and other connection processes. This not only simplifies the production process and reduces manufacturing costs but also improves the integrity and precision of the component body 1.

[0061] The unibody die-casting technology of aluminum alloys allows designers greater flexibility in the shape and size of the component body 1 while maintaining structural strength. This helps optimize the vehicle's aerodynamic performance, improve fuel economy, and enhance driving stability.

[0062] Aluminum alloy is a recyclable material with a recycling rate of over 90%. Therefore, components made of aluminum alloy have a smaller environmental impact during disposal, which aligns with the concept of sustainable development.

[0063] Furthermore, the aluminum alloy component body 1 has a wall thickness of 3~5mm, which, while ensuring load-bearing rigidity, helps to achieve the fluidity and accessibility of liquid metal during die casting.

[0064] In one embodiment, the present invention provides a vehicle body assembly, which includes the aforementioned vehicle body top rear end structure.

[0065] In one embodiment, the present invention provides a vehicle that includes the above-described body assembly.

[0066] The above embodiments are merely preferred embodiments provided to fully illustrate the present utility model, and the protection scope of the present utility model is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present utility model are all within the protection scope of the present utility model.

Claims

1. A rear-end structure for the top of a vehicle body, characterized in that: The component body (1) is integrally formed. The component body (1) includes two side upper inner panels (2) arranged opposite to each other, and a top cover middle crossbeam (3) and a top cover rear crossbeam (4) arranged between the two side upper inner panels (2). The top of the top cover middle crossbeam (3), the top cover rear crossbeam (4) and the top of the two side upper inner panels (2) together form an annular frame.

2. The vehicle body roof rear end structure according to claim 1, characterized in that: The top cover has a crossbeam (3) with an installation part (5) that overlaps and is fixed to the top cover longitudinal beam (8). The top cover longitudinal beam (8) has gull-wing door installation points (81) on the left and right sides of the middle.

3. The vehicle body roof rear end structure according to claim 2, characterized in that: In the width direction of the vehicle, the mounting part (5) is located in the middle of the crossbeam (3) in the top cover; The mounting part (5) includes a base plate (51), a first side plate (52) extending upward along the left and right sides of the base plate (51), and a second side plate (53) extending upward along the rear edge of the base plate (51). The base plate (51), the first side plate (52) and the second side plate (53) together form a mounting space that is adapted to the end of the top cover longitudinal beam (8).

4. The vehicle body roof rear end structure according to claim 1, characterized in that: The outer side of the rear upper inner plate (2) of the side wall is provided with several first reinforcing ribs (6).

5. The vehicle body roof rear end structure according to claim 4, characterized in that: The outer side of the upper inner panel (2) of the side enclosure is provided with a first chamber with an outward opening, and the first reinforcing rib (6) is arranged in a mesh pattern in the first chamber.

6. The vehicle body roof rear end structure according to claim 1, characterized in that: The top cover has several second reinforcing ribs (7) on the underside of the middle crossbeam (3) and / or the rear crossbeam (4).

7. The vehicle body roof rear end structure according to claim 6, characterized in that: The lower side of the crossbeam (3) of the top cover and / or the rear crossbeam (4) of the top cover is provided with a second chamber with an opening facing downward, and the second reinforcing rib (7) is arranged in a mesh pattern in the second chamber.

8. The vehicle body roof rear end structure according to claim 1, characterized in that: The component body (1) is an integral die-cast aluminum alloy part.

9. A vehicle body assembly, characterized in that: Includes the vehicle body roof rear end structure as described in any one of claims 1 to 8.

10. A vehicle, characterized in that: Includes the vehicle body assembly as described in claim 9.

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