Vehicle body structure and vehicle

Abstract

The utility model relates to the technical field of vehicle body structures, in particular to a vehicle body structure and a vehicle. The vehicle body structure comprises a vehicle body threshold, a front longitudinal beam and a connecting frame connected between the vehicle body threshold and the front longitudinal beam. An inserting groove is formed in the side, facing the vehicle body threshold, of the connecting frame, a front longitudinal beam connecting part is arranged at the front end of the vehicle body threshold, and the front longitudinal beam connecting part is inserted into the inserting groove. According to the vehicle body structure, the connecting frame is arranged between the vehicle body doorsill and the front longitudinal beam, the vehicle body doorsill and the connecting frame are fixedly connected in an inserted mode through the inserting groove formed in the connecting frame, the front longitudinal beam connecting part of the vehicle body doorsill can abut against the bottom plate of the inserting groove, and therefore stable supporting is formed in the front-back direction of a vehicle; the rear end of the front longitudinal beam can be fixedly connected with the connecting frame in a screwing, welding or inserting mode so that reliable connection between the front longitudinal beam and the vehicle body threshold can be achieved, and the connection reliability between the vehicle body threshold and the front longitudinal beam can be improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle body structure technology, and in particular to a vehicle body structure. Additionally, this utility model also relates to a vehicle. Background Technology

[0002] In existing vehicle body structures, components such as door sills and front longitudinal beams are typically made of steel and are fixed together using methods such as plugging and welding. However, with the development of new materials technologies, lightweight composite materials such as carbon fiber are being widely used in the manufacture of vehicle body structural components.

[0003] In some split-type vehicle body structures, the sills made of composite materials and the front longitudinal beams with steel cavity structures are connected by splicing. Due to the manufacturing process, under high impact, the impact force from the front longitudinal beams cannot be effectively transferred to the composite material sill structure, resulting in insufficient load-bearing capacity, poor force transmission performance, and the component's performance failing to meet the vehicle body strength requirements. With a small overlap area at the splicing point and a lack of welding reinforcement, the risk of separation and detachment at the connection point is extremely high in the event of a frontal or offset collision. Utility Model Content

[0004] In view of this, the present invention aims to propose a vehicle body structure to improve the connection reliability between the vehicle body sill and the front longitudinal beam.

[0005] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0006] A vehicle body structure includes a vehicle body sill, a front longitudinal beam, and a connecting frame connecting the vehicle body sill and the front longitudinal beam; the connecting frame has a slot on the side facing the vehicle body sill, and the front longitudinal beam connecting part is provided at the front end of the vehicle body sill, and the front longitudinal beam connecting part is inserted into the slot.

[0007] Furthermore, the vehicle body sill is made of composite material, and the connecting frame is made of metal material; the vehicle body sill and the connecting frame are co-cured, so that the front longitudinal beam connecting part is embedded in the slot.

[0008] Furthermore, the vehicle body door sill is integrally hot-pressed using carbon fiber composite material or fiber reinforced composite material, and the connecting frame is an aluminum alloy die-casting part.

[0009] Furthermore, the wall panel of the slot is screwed onto the front longitudinal beam connection by fasteners.

[0010] Furthermore, the vehicle body sill adopts a box structure, and a metal insert is provided on the inner wall of the cavity inside the front longitudinal beam connection part, and the fastener is screwed and fixed to the metal insert.

[0011] Furthermore, the end plate of the front longitudinal beam connection is bonded to the bottom plate of the slot.

[0012] Furthermore, the root of the wall panel located below the front longitudinal beam connection is thickened towards the outer side of the slot.

[0013] Furthermore, the bottom plate of the slot has a plug-in portion on the side facing the front longitudinal beam, the plug-in portion extends toward the front longitudinal beam and is inserted into the inner cavity of the front longitudinal beam.

[0014] Furthermore, the insertion part includes an insertion plate that overlaps the plate body of the front longitudinal beam, and the insertion plate is provided with a connection hole for fixing the plate body.

[0015] Compared with the prior art, this utility model has the following advantages:

[0016] The vehicle body structure of this utility model, by setting a connecting frame between the vehicle body sill and the front longitudinal beam, uses slots set on the connecting frame to realize the insertion and fixing of the vehicle body sill and the connecting frame. The connecting part of the front longitudinal beam of the vehicle body sill can abut against the bottom plate of the slot, thereby forming a stable support in the front-rear direction of the vehicle. The rear end of the front longitudinal beam can be fixed to the connecting frame by means of screwing, welding or plugging, so as to realize a reliable connection between the front longitudinal beam and the vehicle body sill, which is beneficial to improving the connection reliability between the vehicle body sill and the front longitudinal beam.

[0017] (2) The vehicle sill is made of composite material, which can greatly reduce the weight of the sill itself and thus improve the lightweight design level of the vehicle; the connecting frame is made of metal material, which can ensure that the connecting frame has good structural strength and also makes the connection between the connecting frame and the front longitudinal beam more flexible. When the vehicle sill is made of composite material, the co-curing process is used to embed the front longitudinal beam connecting part into the slot of the connecting frame, which can greatly improve the connection strength and assembly accuracy between the connecting frame and the vehicle sill.

[0018] (3) The use of carbon fiber composite materials or fiber reinforced composite materials has the characteristics of excellent structural performance and light weight; the use of aluminum materials to make the connecting frame ensures good structural strength and assembly performance, while also having good lightweight characteristics compared with steel components, which is conducive to improving the overall lightweight design level of the vehicle.

[0019] (4) By opening through holes in the wall panel of the slot, and using fasteners such as bolts and screws to pass through the through holes and screw them onto the side shell of the front longitudinal beam connection, the connection stability between the connecting frame and the vehicle sill can be further strengthened, and the probability of separation or breakage between the connecting frame and the vehicle sill during a collision of the vehicle structure can be reduced.

[0020] (5) The vehicle body sill adopts a box structure. The cavity inside the vehicle body sill can greatly reduce its own weight and effectively save the raw materials required for its preparation. A metal insert is set on the inner wall of the cavity at the front end of the vehicle body sill. The fasteners of the wall plate of the connecting slot are screwed into the screw holes on the metal insert, which can greatly improve the connection strength of the fasteners on the vehicle body sill and avoid problems such as slippage and shell breakage when directly screwed into the side shell due to insufficient thickness of the side shell itself.

[0021] (6) While inserting the front longitudinal beam connector into the slot, the end plate is bonded to the bottom plate of the slot with an adhesive to form an adhesive layer between the bottom plate and the end plate, which can further improve the reliability of the front longitudinal beam connector in the slot.

[0022] (7) Given that the cross-section of the front longitudinal beam is usually rectangular, the cross-section of the front longitudinal beam connection is also usually designed to be rectangular. Accordingly, the wall panels of the slot include an upper wall panel, a side wall panel, and a lower wall panel that are connected at the ends. Among them, thickening the root of the lower wall panel located below the front longitudinal beam connection can effectively enhance the structural strength of the bottom of the connecting frame. At the same time, it will also increase the height of the base plate to accommodate the connection and assembly requirements between the larger front longitudinal beam and the connecting frame.

[0023] (8) An insertion part is provided on the side of the connecting frame facing the front longitudinal beam to realize the insertion and fixing of the connecting frame and the front longitudinal beam, which can ensure the stability of the connection between the front longitudinal beam and the connecting frame. Based on the above insertion situation between the front longitudinal beam connecting part and the slot, the front longitudinal beam and the vehicle sill are inserted into the connecting frame from the front and rear sides respectively to form a splicing assembly structure. This not only realizes the reliable fixing between the front longitudinal beam and the vehicle sill, but also, with the connecting frame as the connection medium, the insertion method is adopted on both sides, which greatly improves the force transmission stability between the front longitudinal beam and the vehicle sill in the front-rear direction of the vehicle.

[0024] (9) The plug-in part adopts the form of a plug-in plate, which overlaps with and is fixed together with the plate of the front longitudinal beam, thus further ensuring the reliability of the connection between the connecting frame and the front longitudinal beam.

[0025] Another objective of this invention is to provide a vehicle employing the body structure described herein. The vehicle of this invention possesses the technical advantages of the aforementioned body structure. Attached Figure Description

[0026] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of this utility model. The illustrative embodiments and descriptions of this utility model are used to explain this utility model. The directional terms such as front / back, up / down, etc., used therein are only used to indicate relative positional relationships and do not constitute an improper limitation of this utility model. In the drawings:

[0027] Figure 1 This is a three-dimensional structural diagram of the vehicle body structure described in the embodiment of this utility model;

[0028] Figure 2 This is a three-dimensional structural diagram of the vehicle body structure described in an embodiment of the present utility model from another perspective;

[0029] Figure 3 This is a schematic diagram showing the disassembled structure of the vehicle body sill and connecting frame according to an embodiment of the present utility model;

[0030] Figure 4 This is a three-dimensional structural diagram of the connecting frame described in an embodiment of the present utility model;

[0031] Figure 5 for Figure 4 The diagram shows the structure of the other side of the connecting frame;

[0032] Figure 6 This is a schematic diagram showing the disassembled structure of the front longitudinal beam connection and metal insert of the vehicle sill as described in this embodiment of the utility model.

[0033] Figure 7 for Figure 1 The diagram shows a top view of the vehicle body structure.

[0034] Figure 8 for Figure 7 A schematic diagram of the cross-sectional structure of the part shown in AA.

[0035] Explanation of reference numerals in the attached figures:

[0036] 1. Vehicle body sill; 10. Cavity; 11. Sill beam connection; 12. Front longitudinal beam connection; 120. End plate; 121. Side shell; 122. Fixing hole; 13. A-pillar connection;

[0037] 2. Connecting frame; 20. Base plate; 200. Slot; 21. Insertion part; 210. Connecting hole; 211. Upper insertion plate; 212. Side insertion plate; 213. Lower insertion plate; 22. Wall panel; 220. Through hole; 221. Upper wall panel; 222. Side wall panel; 223. Lower wall panel; 23. Reinforcing boss; 24. Reinforcing plate; 25. Root;

[0038] 3. Fasteners; 4. Metal inserts; 41. Nut inserts; 42. Side inserts; 420. First screw hole; 421. Second screw hole; 5. Adhesive layer. Detailed Implementation

[0039] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0040] In the description of this utility model, it should be stated that if terms indicating orientation or positional relationship, such as "up," "down," "left," "right," "front," "rear," "inner," and "outer," appear, they are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed or operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Taking the vehicle described in this utility model as an example, the directional terms such as "up," "down," "left," "right," "front," and "rear" used in the embodiments are defined based on the vehicle's vertical direction (also known as the height direction), horizontal direction (also known as the width direction), and front-back direction (also known as the length direction). Specifically, as shown in the accompanying drawings, the X direction is the vehicle's front-back direction, where the side pointed by the arrow is "front," and vice versa. The Y direction is the vehicle's horizontal direction, where the side pointed by the arrow is "left," and vice versa. The Z direction is the vehicle's vertical direction, where the side pointed by the arrow is "up," and vice versa. "Inner" and "outer" are defined based on the outline of the corresponding components. For example, "inner" and "outer" are defined based on the outline of the vehicle. The side of the vehicle outline closer to the middle of the vehicle is "inner", and the other side is "outer".

[0041] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in conjunction with the specific circumstances. The limiting terms such as "first," "second," "A," "B," "C," and "D" appearing in the description of this utility model are only for distinguishing similar features in different locations, attributions, or uses, in order to avoid ambiguity and confusion, and should not be construed as indicating or implying relative importance. Additionally, the co-curing mentioned in the embodiments of this utility model is a composite material integral molding process, characterized by the simultaneous curing and bonding of various components of the composite material during the curing process. This process not only simplifies the production process but also improves production efficiency and reduces production costs.

[0042] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0043] Example 1

[0044] This embodiment relates to a vehicle body structure that can improve the connection reliability between the vehicle body sill 1 and the front longitudinal beam; an exemplary structure is as follows: Figure 1 , Figure 2and Figure 3 As shown.

[0045] Overall, the vehicle body structure includes a vehicle sill 1, a front longitudinal beam, and a connecting frame 2 connecting the vehicle sill 1 and the front longitudinal beam. The connecting frame 2 has a slot 200 on the side facing the vehicle sill 1, and the front longitudinal beam connecting part 12 is provided at the front end of the vehicle sill 1, which is inserted into the slot 200.

[0046] It should be noted that, based on the above-mentioned overall design concept, the technical solution of this utility model can adopt a variety of different specific implementation structures, forms, or configuration sequences. For example, the connecting frame 2 can be made of metal or composite materials, and its connection with the front longitudinal beam can adopt different specific structural forms such as plug-in, splicing, or welding; the specific setting sequence and assembly method of the front longitudinal beam, connecting frame 2, and vehicle body sill 1 can also be flexibly adjusted. For parts required for the implementation of the overall solution but not covered in the above overall setting, reasonable and flexible design can be carried out by referring to mature setting methods in the field and the actual situation during implementation. The specific implementation scheme described below in this embodiment is only one of the many solutions that can be formed by the above-mentioned combinations and variations. In actual implementation, those skilled in the art can make flexible adjustments and improvements based on the actual situation. Obviously, the many solutions that can be formed by the above-mentioned combinations and variations, as well as the specific implementation scheme of this embodiment, are all within the protection scope of this utility model.

[0047] Specifically, in this embodiment, the vehicle sill 1 is made of composite material, while the connecting frame 2 is made of metal. Simultaneously, the vehicle sill 1 and the connecting frame 2 employ a co-curing process, allowing the front longitudinal beam connecting portion 12 to be embedded in the slot 200. The use of composite material for the vehicle sill 1 significantly reduces its weight, thereby improving the vehicle's lightweight design. The metal material used for the connecting frame 2 ensures its structural robustness and allows for more flexible connection methods between the connecting frame 2 and the front longitudinal beam. These methods include screwing, plugging, or, if the front longitudinal beam is made of the same metal, welding to fix its rear end to the connecting frame 2. When the vehicle sill 1 is made of composite material, the co-curing process for embedding the front longitudinal beam connecting portion 12 into the slot 200 of the connecting frame 2 greatly improves the connection robustness and assembly accuracy between the connecting frame 2 and the vehicle sill 1.

[0048] In the above-described configuration, preferably, the vehicle sill 1 in this embodiment is integrally hot-pressed using carbon fiber composite material or fiber-reinforced composite material, while the connecting frame 2 is integrally cast aluminum alloy die-casting. Using composite materials such as carbon fiber composite material or fiber-reinforced composite material, the overall structure of the vehicle sill 1 is integrally formed through a hot press process, resulting in excellent structural performance and lightweight characteristics. Using aluminum material to make the connecting frame 2 ensures good structural strength and assembly performance, while also possessing excellent lightweight characteristics compared to steel components, which is beneficial to improving the overall lightweight design level of the vehicle.

[0049] For the specific configuration of the connecting frame 2, there are naturally many different structural options available. In this embodiment, such as... Figure 4 , Figure 5 and Figure 6 As shown, the connecting frame 2 has a base plate 20 and a wall panel 22 disposed on the side of the base plate 20 facing the vehicle sill 1. The wall panel 22 is arranged around the front longitudinal beam connecting portion 12 of the vehicle sill 1, and the wall panel 22 and the base plate 20 together form the aforementioned slot 200. In this way, when the front longitudinal beam connecting portion 12 of the vehicle sill 1 is inserted into the slot 200, the wall panel 22 of the slot 200 overlaps the side housing 121 of the front longitudinal beam connecting portion 12. On this basis, preferably, the wall panel 22 can be screwed and fixed to the front longitudinal beam connecting portion 12 by fasteners 3.

[0050] By opening a through hole 220 on the wall plate 22 of the slot 200, and using fasteners 3 such as bolts and screws to pass through the through hole 220 and screw them onto the side housing 121 of the front longitudinal beam connecting part 12, the connection stability between the connecting frame 2 and the vehicle sill 1 can be further strengthened, and the probability of separation or breakage between the connecting frame 2 and the vehicle sill 1 during a collision of the vehicle body structure can be reduced.

[0051] like Figure 6 and combined Figure 7 As shown, the vehicle sill 1 in this embodiment adopts a box structure with a hollow cavity 10 inside. A metal insert 4 is provided on the inner wall of the cavity 10 inside the front longitudinal beam connecting part 12, and the fastener 3 is screwed to the metal insert 4. Specifically, the side shell 121 is provided with a fixing hole 122, and a metal insert 4 is embedded in the inner wall of the cavity 10 corresponding to the fixing hole 122. The metal insert 4 is provided with a threaded hole. At the same time, the wall panel 22 is provided with a through hole 220. While the front longitudinal beam connecting part 12 is inserted into the slot 200, the fastener 3 passes through the through hole 220 and the fixing hole 122 and is screwed into the threaded hole of the metal insert 4, thereby realizing the screwing and fastening between the connecting frame 2 and the vehicle sill 1.

[0052] The vehicle sill 1 adopts a box structure. The cavity 10 inside the vehicle sill 1 can greatly reduce the weight of the vehicle sill 1 and effectively save the raw materials required for the manufacture of the vehicle sill 1. The cavity 10 of the front longitudinal beam connecting part 12 located at the front end of the vehicle sill 1 is formed by the end plate 120 of the front longitudinal beam connecting part 12 and the side shell 121. A metal insert 4 is set on the inner wall of the cavity 10 (i.e., on the side shell 121). The fastener 3 of the wall plate 22 of the connecting slot 200 is screwed into the screw hole on the metal insert 4, which can greatly improve the connection strength of the fastener 3 on the vehicle sill 1 and avoid problems such as easy slippage and shell breakage when directly screwed into the side shell 121 due to insufficient thickness of the side shell 121.

[0053] It should be noted that the vehicle sill 1 can be shaped to suit the location of the connection points of the A-pillar, sill beam, and front longitudinal beam. An A-pillar connecting part 13 for connecting the A-pillar can be provided at the top of the vehicle sill 1, and a sill beam connecting part 11 for connecting the sill beam can be provided at the rear end of the vehicle sill 1. Metal inserts 4 can also be provided at the A-pillar connecting part 13 and the sill beam connecting part 11 to enhance the connection strength. The form of the metal insert 4 can be flexibly designed. In this embodiment, the metal insert 4 includes two types: a nut 41 and a side insert 42. Nuts 41 can be used on the top, bottom, and inner side shell 121 of the front longitudinal beam connecting part 12; side inserts 42 can be provided on the outer side shell 121 of the front longitudinal beam connecting part 12. The side insert 42 has a first screw hole 420 for fixing the wall plate 22 of the connecting frame 2, and can also have a second screw hole 421 for connecting and installing peripheral components of the vehicle sill 1.

[0054] like Figure 7 , Figure 8 As shown, when the front longitudinal beam connecting part 12 is inserted into the slot 200 of the connecting frame 2, the end plate 120 of the front longitudinal beam connecting part 12 will abut against and fit against the bottom plate 20 of the slot 200. Preferably, the end plate 120 of the front longitudinal beam connecting part 12 is bonded to the bottom plate 20 of the slot 200. While inserting the front longitudinal beam connecting part 12 into the slot 200, the end plate 120 is bonded to the bottom plate 20 of the slot 200 using an adhesive, forming an adhesive layer 5 between the bottom plate 20 and the end plate 120, which further improves the reliability of the front longitudinal beam connecting part 12's fixation within the slot 200.

[0055] Furthermore, given that the cross-section of the front longitudinal beam is typically rectangular, the cross-section of the front longitudinal beam connecting portion 12 is also typically designed to be rectangular. Correspondingly, the wall panel 22 of the slot 200 includes an upper wall panel 221, a side wall panel 222, and a lower wall panel 223 that are connected end to end. In this embodiment, the root 25 of the wall panel 22 located below the front longitudinal beam connecting portion 12 is thickened towards the outer side of the slot 200. Thickening the root 25 of the lower wall panel 223 located below the front longitudinal beam connecting portion 12 can effectively enhance the structural strength of the bottom of the connecting frame 2. At the same time, it will also correspondingly increase the height of the base plate 20 to accommodate the connection and assembly requirements between the larger front longitudinal beam and the connecting frame 2.

[0056] As mentioned above, there are naturally many different structural options available for the connection between the connecting frame 2 and the front longitudinal beam. In this embodiment, such as... Figure 3 and Figure 4 As shown, the base plate 20 of the slot 200 has a plug-in part 21 on the side facing the front longitudinal beam. The plug-in part 21 extends towards the front longitudinal beam and is inserted into the inner cavity of the front longitudinal beam. The plug-in part 21 on the side of the connecting frame 2 facing the front longitudinal beam enables the connecting frame 2 and the front longitudinal beam to be plugged and fixed together, ensuring the stability of the connection between the front longitudinal beam and the connecting frame 2. Based on the above-mentioned plugging situation between the front longitudinal beam connecting part 12 and the slot 200, the front longitudinal beam and the vehicle sill 1 are plugged into the connecting frame 2 from the front and rear sides respectively, forming a mating assembly structure. This not only achieves a reliable fixed connection between the front longitudinal beam and the vehicle sill 1, but also, with the connecting frame 2 as the connecting medium and the plugging method on both sides, greatly improves the force transmission stability between the front longitudinal beam and the vehicle sill 1 in the vehicle's longitudinal direction. Therefore, in the event of a frontal or offset collision, when the front longitudinal beam is subjected to a strong impact, the risk of separation and detachment of the connection between the front longitudinal beam and the vehicle sill 1 is greatly reduced.

[0057] Specifically, the plug-in part 21 in this embodiment includes a plug-in plate that overlaps the plate of the front longitudinal beam, and the plug-in plate is provided with a connection hole 210 for fixing the plate. The plug-in part 21 adopts the form of a plug-in plate, which overlaps with and is fixed together with the plate of the front longitudinal beam, thus further ensuring the reliability of the connection between the connecting frame 2 and the front longitudinal beam.

[0058] In the specific implementation process, an upper insertion plate 211, a lower insertion plate 213, and two side insertion plates 212 can be respectively set to overlap and cooperate with the top, bottom, and left and right sides of the front longitudinal beam. At the same time, corresponding to the positions where the insertion plates have connection holes 210, a reinforcing boss 23 can be set on the inner side of the insertion plate. The root of the reinforcing boss 23 can be connected to the bottom plate 20, thereby providing a stable foundation for the connection holes 210 and increasing the depth of the connection holes 210. In this way, when bolts are passed through the plates of the front longitudinal beam and screwed into the connection holes 210, the connection between the front longitudinal beam and the insertion part 21 can be tightened more effectively. In addition, a reinforcing plate 24 can be set between the two side insertion plates 212, and the root of the reinforcing plate 24 can be connected to the bottom plate 20, thereby forming a good support and structural reinforcement effect between the two side insertion plates 212.

[0059] In summary, the vehicle body structure of this embodiment, by setting a connecting frame 2 between the vehicle body sill 1 and the front longitudinal beam, and using the slot 200 provided on the connecting frame 2 to achieve the insertion and fixing of the vehicle body sill 1 and the connecting frame 2, the front longitudinal beam connecting part 12 of the vehicle body sill 1 can abut against the bottom plate 20 of the slot 200, thereby forming a stable support in the front-rear direction of the vehicle. The rear end of the front longitudinal beam can be fixed to the connecting frame 2 by means of screwing, welding or plugging, so as to achieve a reliable connection between the front longitudinal beam and the vehicle body sill 1, which is beneficial to improving the connection reliability between the vehicle body sill 1 and the front longitudinal beam.

[0060] Example 2

[0061] This embodiment relates to a vehicle, which adopts the vehicle body structure provided in Embodiment 1.

[0062] In existing vehicle body structures, the sill plate 1 and front longitudinal beams are typically made of steel and are fixed together by interlocking and welding. However, in some split-type body structures, the sill plate 1, made of composite materials, and the front longitudinal beam, made of steel cavity structure, are fixed together by splicing. Due to the manufacturing process, under high impact, the impact force from the front longitudinal beam cannot be effectively transferred to the composite material sill plate structure at the contact area, resulting in insufficient load-bearing capacity, poor force transmission performance, and the component performance failing to meet the vehicle body strength requirements. With a small overlap area at the splicing point and a lack of welding reinforcement, the risk of separation and detachment of the connection between the two parts is extremely high in the event of a frontal or offset collision.

[0063] By adopting the vehicle body structure of this utility model, the vehicle sill 1 is a closed cavity structure made of composite material in one piece, formed by autoclave process; a metal insert 4 is set in the cavity 10 of the vehicle sill 1, and the metal insert 4 and fastener 3 are screwed together to achieve a reliable connection between the connecting frame 2 and the vehicle sill 1. Furthermore, during the processing of the vehicle sill 1, the connecting frame 2 and the vehicle sill 1 are subjected to a co-curing process, so that the front longitudinal beam connecting part 12 of the vehicle sill 1 is firmly embedded in the slot 200 of the connecting frame 2, ensuring a reliable connection strength between the vehicle sill 1 and the connecting frame 2.

[0064] The slotted installation method of the connecting frame 2 at the rear end of the front longitudinal beam and the vehicle sill 1 forms a reliable embedded splicing screw structure between the front longitudinal beam, the connecting frame 2 and the vehicle sill 1, thereby providing strong support in the front-rear direction of the vehicle. This facilitates the transmission of impact force between the front longitudinal beam and the vehicle sill 1, and significantly improves the stiffness, modal characteristics between the front longitudinal beam and the vehicle sill 1. It can prevent separation or detachment between the front longitudinal beam and the connecting frame 2, and between the connecting frame 2 and the vehicle sill 1, and can well meet the force transmission performance requirements of the vehicle body.

[0065] Due to the presence of the slot 200 and the insertion part 21 on the connecting frame 2, the connection between the connecting frame 2 and the vehicle body sill 1, as well as between the connecting frame 2 and the front longitudinal beam, are all reliably inserted. The bottom plate 20, the rear end of the front longitudinal beam, and the end plate 120 of the front longitudinal beam connecting part 12 are all in abutment state, which solves the problem that the impact force on the front longitudinal beam cannot be reliably transmitted to the vehicle body sill 1 in the contact area between the front longitudinal beam and the vehicle body sill 1. The load form between the front longitudinal beam and the vehicle body sill 1 in the vehicle front-rear direction (X direction) is optimized from the traditional extrusion form to the overall structural surface bearing form, which optimizes the reliability of the force transmission path and reduces the risk of the front longitudinal beam and the vehicle body sill 1 separating and falling off.

[0066] Meanwhile, the connecting frame 2 and the vehicle sill 1 are embedded in a slot, and the front longitudinal beam connecting part 12 and the base plate 20 are bonded and fixed together. The wall plate 22 of the slot 200 also restricts the front longitudinal beam connecting part 12 in the vertical and horizontal directions of the vehicle. While ensuring the accuracy of installation, the connection strength between the connecting frame 2 and the vehicle sill 1 is further improved by using secondary processing methods such as opening after initial curing and fixing and screwing of fasteners 3. Moreover, the overall processing technology of the vehicle body structure is not difficult, and the connection, installation and operation of each component have a high degree of freedom, which is conducive to the technical implementation of the solution.

[0067] The above description is merely a preferred embodiment of this utility model. Detailed explanations of configurations, examples of specific structural arrangements, and descriptions of assembly and connection methods are provided to ensure sufficient disclosure so that those skilled in the art can better implement this utility model, and are not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

Claims

1. A vehicle body structure, characterized in that: Includes a vehicle body sill (1), a front longitudinal beam, and a connecting frame (2) connecting the vehicle body sill (1) and the front longitudinal beam; The connecting frame (2) has a slot (200) on the side facing the vehicle sill (1), and the front end of the vehicle sill (1) has a front longitudinal beam connecting part (12), which is inserted into the slot (200).

2. The vehicle body structure according to claim 1, characterized in that: The vehicle body sill (1) is made of composite material, and the connecting frame (2) is made of metal material; the vehicle body sill (1) and the connecting frame (2) are co-cured so that the front longitudinal beam connecting part (12) is embedded in the slot (200).

3. The vehicle body structure according to claim 2, characterized in that: The vehicle body sill (1) is integrally hot-pressed using carbon fiber composite material or fiber reinforced composite material, and the connecting frame (2) is an aluminum alloy die-casting part.

4. The vehicle body structure according to claim 1, characterized in that: The wall panel (22) of the slot (200) is screwed to the front longitudinal beam connection (12) by fasteners (3).

5. The vehicle body structure according to claim 4, characterized in that: The vehicle body sill (1) adopts a box structure. The inner wall of the cavity (10) inside the front longitudinal beam connecting part (12) is provided with a metal insert (4). The fastener (3) is screwed and fixed to the metal insert (4).

6. The vehicle body structure according to claim 5, characterized in that: The end plate (120) of the front longitudinal beam connecting part (12) is bonded to the bottom plate (20) of the slot (200).

7. The vehicle body structure according to claim 4, characterized in that: The root (25) of the wall panel (22) located below the front longitudinal beam connection (12) is thickened towards the outside of the slot (200).

8. The vehicle body structure according to any one of claims 1 to 7, characterized in that: The base plate (20) of the slot (200) is provided with a plug-in part (21) on the side facing the front longitudinal beam. The plug-in part (21) extends toward the front longitudinal beam and is inserted into the inner cavity of the front longitudinal beam.

9. The vehicle body structure according to claim 8, characterized in that: The plug-in part (21) includes a plug-in plate that overlaps the plate body of the front longitudinal beam, and the plug-in plate is provided with a connection hole (210) for fixing the plate body.

10. A vehicle, characterized in that: The vehicle adopts the body structure of any one of claims 1 to 9.

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