A side wall assembly, a vehicle body and a vehicle

Abstract

The application provides a side wall assembly, a vehicle body and a vehicle. The side wall assembly comprises a side wall inner panel assembly, a side wall reinforcement assembly, a side wall upper rail connecting assembly and a side wall outer panel. The side wall upper rail connecting assembly is overlapped on the side wall reinforcement assembly along the height direction of the vehicle. The side wall upper rail connecting assembly and the side wall reinforcement assembly form a side wall reinforcement structure. The side wall inner panel assembly and the side wall outer panel are located on both sides of the side wall reinforcement structure. Through the overlapping connection of the side wall upper rail connecting assembly and the side wall reinforcement assembly, the side wall inner panel assembly and the side wall outer panel are located on both sides of the side wall reinforcement structure, forming a chamber structure with a large cross-sectional moment of inertia. The bending and torsional stiffness of the structure is improved. During the collision process, the side wall assembly can form a continuous and complete force transmission path, effectively absorbing and dispersing the collision energy, thereby significantly enhancing the anti-collision performance of the structure.

Description

Technical Field

[0001] This application relates to the technical field of vehicle bodies, and particularly to a side wall assembly, a vehicle body, and a vehicle. Background Art

[0002] In the field of vehicle body structures, the design of split doors without a B-pillar has received attention due to its convenience and space advantages. However, the cancellation of the B-pillar causes the side wall door frame to change from a "day" shape to a "mouth" shape, and the sharp increase in the opening span leads to a significant decrease in the overall stiffness. At the same time, to solve the problem of the arrangement of the door hinge, the prior art usually performs local hole opening or concave processing on the sheet metal structure of the side wall upper beam, which destroys the integrity of the main bearing structure and results in a significant decrease in the overall stiffness and anti-collision performance. Utility Model Content

[0003] In view of the above problems, this application is proposed to provide a side wall assembly, a vehicle body, and a vehicle that overcome or at least partially solve the above problems.

[0004] This application discloses a side wall assembly, which includes a side wall inner panel assembly, a side wall reinforcement assembly, a side wall upper beam connection assembly, and a side wall outer panel; The side wall upper beam connection assembly is lapped on the side wall reinforcement assembly along the vehicle height direction, and the side wall upper beam connection assembly and the side wall reinforcement assembly form a side wall reinforcement structure, and the side wall inner panel assembly and the side wall outer panel are located on both sides of the side wall reinforcement structure.

[0005] Optionally, the side wall upper beam connection assembly includes a first side wall upper beam connector, a second side wall upper beam connector, and a third side wall upper beam connector distributed along the vehicle length direction; the two ends of the first side wall upper beam connector and the second side wall upper beam connector in the vehicle height direction are respectively lapped on both sides of the side wall reinforcement assembly; the two ends of the third side wall upper beam connector in the vehicle height direction are lapped on the side of the side wall reinforcement assembly away from the side wall inner panel assembly.

[0006] Optionally, the side wall reinforcement assembly includes a lower A-pillar reinforcement plate, a front section pipe body, an upper rear section pipe body, and a lower rear section pipe body. One end of the lower A-pillar reinforcement plate背离A柱的一端与所述前段管体连接,所述上后段管体和所述下后段管体位于所述前段管体两侧;所述第一侧围上边梁连接件、所述第二侧围上边梁连接件、所述第三侧围上边梁连接件设置在所述上后段管体与所述下后段管体之间。<000001>

[0007] It should be noted that there is an unclear expression in the original text at the end of item

[24] where "背离A柱的一端与所述前段管体连接" is not clear. I have translated it as best as possible based on the context, but it may need to be adjusted according to the accurate meaning.Optionally, the first side panel upper beam connector, the front section pipe, the upper rear section pipe, the lower rear section pipe, the side panel inner plate assembly, and the side panel outer plate together enclose a first chamber; the first side panel upper beam connector, the second side panel upper beam connector, the upper rear section pipe, the lower rear section pipe, the side panel inner plate assembly, and the side panel outer plate together enclose a second chamber; the second side panel upper beam connector, the third side panel upper beam connector, the upper rear section pipe, the lower rear section pipe, the side panel inner plate assembly, and the side panel outer plate together enclose a third chamber.

[0008] Optionally, an opening is provided in the region of the outer side panel located in the first chamber, the second chamber, and the third chamber.

[0009] Optionally, the side panel assembly has a structure recessed laterally inward in the region located in the first chamber, the second chamber, and the third chamber.

[0010] Optionally, the inner side panel assembly includes: The inner panel on the A-pillar and the inner panel on the side wall are connected at one end of the inner panel on the A-pillar away from the A-pillar.

[0011] Optionally, the cross-sectional dimension of the cavity of the front section tube is larger than the cross-sectional dimension of the cavity of the upper rear section tube or the lower rear section tube.

[0012] This application also discloses a vehicle body having a side panel assembly as described above.

[0013] This application also discloses a vehicle having the body described above.

[0014] This application has the following advantages: The side panel assembly described in this application includes an inner side panel assembly, a side panel reinforcement assembly, a side panel upper beam connecting assembly, and an outer side panel. The side panel upper beam connecting assembly overlaps the side panel reinforcement assembly along the vehicle height direction, and the side panel upper beam connecting assembly and the side panel reinforcement assembly form a side panel reinforcement structure. The inner side panel assembly and the outer side panel are located on both sides of the side panel reinforcement structure and are connected by the overlap of the side panel upper beam connecting assembly and the side panel reinforcement assembly. The inner side panel assembly and the outer side panel are located on both sides of the side panel reinforcement structure, forming a cavity structure with a large cross-sectional moment of inertia, which improves the bending and torsional stiffness of the structure. During a collision, the side panel assembly can form a continuous and complete force transmission path, effectively absorbing and dispersing collision energy, thereby significantly enhancing the collision resistance performance of the structure. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of a side panel assembly according to this application. Figure 1 ; Figure 2 This is a structural schematic diagram of a side panel assembly according to this application. Figure 2 ; Figure 3 This is a partially enlarged structural schematic diagram of a side panel assembly according to this application.

[0016] Explanation of reference numerals in the attached drawings: 101-Inner panel on the upper side of column A, 102-Inner panel on the upper side wall, 200-Lower reinforcing plate on column A, 300-Front section tube, 400-Upper rear section tube, 500-Lower rear section tube, 601-Connector to the upper side beam of the first side wall, 602-Connector to the upper side beam of the second side wall, 603-Connector to the upper side beam of the third side wall, 700-Outer panel of the side wall, 701-Opening, 800-C-column connecting assembly, 901-Front crossbeam of the roof, 902-Side beam of the roof. Detailed Implementation

[0017] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0018] Figure 1 A schematic diagram of the structure of a side panel assembly according to this application is shown. Figure 1 ; Figure 2 A schematic diagram of the structure of a side panel assembly according to this application is shown. Figure 2 The side panel assembly includes an inner side panel assembly, a side panel reinforcement assembly, a side panel upper beam connection assembly, and an outer side panel 700. The upper side beam connecting assembly overlaps the side reinforcement assembly along the vehicle height direction, and the upper side beam connecting assembly and the side reinforcement assembly form a side reinforcement structure. The inner side panel assembly and the outer side panel 700 are located on both sides of the side reinforcement structure.

[0019] The side panel assembly includes an inner side panel assembly, a side panel reinforcement assembly, a side panel upper beam connecting assembly, and a side panel outer panel 700. The side panel upper beam connecting assembly overlaps the side panel reinforcement assembly along the vehicle height direction. This overlap connection creates multiple load transfer paths within the structure, increasing the load-bearing area of ​​the connection zone. The side panel upper beam connecting assembly and the side panel reinforcement assembly form a side panel reinforcement structure. The inner side panel assembly and the outer side panel 700 are located on the inner and outer sides of this reinforcement structure, respectively, and are connected to the reinforcement structure via spot welding. Together with the side panel reinforcement structure, they constitute the chamber structure. The chamber structure has a large moment of inertia, which can effectively resist bending and torsional deformation, thereby improving the bending and torsional stiffness of the structure. The side panel assembly can form a continuous and complete force transmission path during the collision, effectively absorbing and dispersing the collision energy, thus significantly enhancing the collision resistance of the structure. The side panel assembly is connected to the front crossbeam 901 of the top cover and the side beam 902 of the top cover on the side opposite to the side panel reinforcement structure, together forming a complete side panel assembly with high stiffness and high strength.

[0020] In this embodiment, the side panel assembly is connected to the side panel reinforcement assembly by the side panel upper beam connecting assembly. The side panel inner panel assembly and the side panel outer panel 700 are located on both sides of the side panel reinforcement structure, forming a cavity structure with a large cross-sectional moment of inertia, which improves the bending and torsional stiffness of the structure. During the collision, the side panel assembly can form a continuous and complete force transmission path, effectively absorbing and dispersing the collision energy, thereby significantly enhancing the collision resistance performance of the structure.

[0021] In another side panel assembly of this application, the side panel assembly includes an inner side panel assembly, a side panel reinforcement assembly, a side panel upper beam connecting assembly, and a side panel outer panel 700. The side panel upper beam connecting assembly overlaps the side panel reinforcement assembly along the vehicle height direction. Through the overlap connection between the side panel upper beam connecting assembly and the side panel reinforcement assembly, multiple load transfer paths are formed inside the structure, increasing the load-bearing area of ​​the connection region. The side panel upper beam connecting assembly and the side panel reinforcement assembly form a side panel reinforcement structure. The inner side panel assembly and the side panel outer panel 700 are located on both sides of the side panel reinforcement structure, forming a cavity structure together with the side panel reinforcement structure. This cavity structure has a large moment of inertia, which can effectively resist bending and torsional deformation, thereby improving the bending and torsional stiffness of the structure. During a collision, the side panel assembly effectively disperses the collision energy throughout the entire structure through a continuous and complete force transfer path, avoiding local stress concentration, effectively absorbing and dispersing collision energy, and thus significantly enhancing the collision resistance performance of the structure.

[0022] In this embodiment, the side panel assembly is connected to the side panel reinforcement assembly by the side panel upper beam connecting assembly. The side panel inner panel assembly and the side panel outer panel 700 are located on both sides of the side panel reinforcement structure, forming a cavity structure with a large cross-sectional moment of inertia. This continuous cavity structure provides a stable cross-sectional shape and continuous boundary constraints, which significantly improves the cross-sectional moment of inertia and bending and torsional resistance of the structure, thereby comprehensively improving the overall stiffness performance. During a collision, the side panel assembly can form a continuous and complete force transmission path, effectively absorbing and dispersing collision energy, thereby significantly enhancing the structure's collision resistance performance.

[0023] In an optional embodiment of this application, the side panel upper beam connecting assembly includes a first side panel upper beam connector 601, a second side panel upper beam connector 602, and a third side panel upper beam connector 603 distributed along the vehicle length direction; the first side panel upper beam connector 601 and the second side panel upper beam connector 602 overlap with both sides of the side panel reinforcing assembly at both ends in the vehicle height direction; the third side panel upper beam connector 603 overlaps with both ends of the side panel reinforcing assembly away from the side panel inner panel assembly at both ends in the vehicle height direction.

[0024] The side panel upper beam connecting assembly includes a first side panel upper beam connector 601, a second side panel upper beam connector 602, and a third side panel upper beam connector 603 distributed along the vehicle length direction. The first side panel upper beam connector 601 and the second side panel upper beam connector 602 overlap with both sides of the side panel reinforcing assembly at their respective ends in the vehicle height direction. The third side panel upper beam connector 603 overlaps with both ends of the side panel reinforcing assembly at its ends away from the side panel inner panel assembly in the vehicle height direction. Side beam connector 601, second side upper side beam connector 602, and third side upper side beam connector 603 are fixedly connected to the side wall reinforcement assembly by arc welding. The synergistic effect of the first side upper side beam connector 601, second side upper side beam connector 602, and third side upper side beam connector 603 divides the side wall reinforcement assembly into multiple independent load-bearing areas, optimizes the load transfer path, improves the bending and torsional resistance of the overall structure, and provides installation positions for various vehicle functional components.

[0025] In this embodiment, the synergistic action of the first side panel upper beam connector 601, the second side panel upper beam connector 602, and the third side panel upper beam connector 603 divides the side panel reinforcement assembly into multiple independent load-bearing areas. This partitioned design not only significantly improves the local stiffness and stability of each area but also provides partitioned installation space for vehicle functional components such as door hinges and door locks. Simultaneously, it ensures continuous and efficient load transfer within the side panel reinforcement structure, effectively avoiding the stiffness reduction problem caused by openings and recesses in traditional structures.

[0026] In an optional embodiment of this application, the side wall reinforcement assembly includes a lower A-pillar reinforcement plate 200, a front section tube 300, an upper rear section tube 400, and a lower rear section tube 500. The end of the lower A-pillar reinforcement plate 200 facing away from the A-pillar is connected to the front section tube 300. The upper rear section tube 400 and the lower rear section tube 500 are located on both sides of the front section tube 300. The first side wall upper beam connector 601, the second side wall upper beam connector 602, and the third side wall upper beam connector 603 are disposed between the upper rear section tube 400 and the lower rear section tube 500.

[0027] Figure 3This diagram shows a partially enlarged structural schematic of a side panel assembly according to this application. The side panel reinforcement assembly includes a lower A-pillar reinforcement plate 200, a front section tube 300, an upper rear section tube 400, and a lower rear section tube 500. The end of the lower A-pillar reinforcement plate 200 facing away from the A-pillar is connected to the front section tube 300. The upper rear section tube 400 and the lower rear section tube 500 are located on both sides of the front section tube 300. The upper rear section tube 400 and the lower rear section tube 500 are hot-expansion tubes with a tensile strength of 2000MPa. They are arranged in parallel and maintain a certain distance between them, naturally forming an installation space extending along the length of the vehicle. A first side panel upper beam connector 601, a second side panel upper beam connector 602, and a third side panel upper beam connector 603 are disposed between the upper rear section tube 400 and the lower rear section tube 500. The A-pillar lower reinforcing plate 200 is fixedly connected to the end of the front section tube 300 via arc welding at the end facing away from the A-pillar, forming the main load-bearing structure extending downward from the A-pillar. The upper rear section tube 400 overlaps and is fixed to the outer upper surface of the end of the front section tube 300 facing away from the A-pillar lower reinforcing plate 200, while the lower rear section tube 500 overlaps and is fixed to the inner lower surface of the end of the front section tube 300 facing away from the A-pillar lower reinforcing plate 200. The side wall upper beam connecting assembly consists of multiple side wall upper beam connectors, which are set in the reserved space between the upper rear section tube 400 and the lower rear section tube 500, and are connected to the upper rear section tube 400 and the lower rear section tube 500 via arc welding. The A-pillar lower reinforcing plate 200, the front section tube 300, the upper rear section tube 400, the lower rear section tube 500, and the side wall upper beam connecting assembly are connected in sequence in the above manner to form a complete side wall reinforcement structure. The overlapping clamping structure of the front section tube 300, upper rear section tube 400, and lower rear section tube 500 increases the contact area and welding length between the front section tube 300 and the upper rear section tube 400, as well as between the front section tube 300 and the lower rear section tube 500. This allows the load to be distributed and transferred through multiple paths, avoiding stress concentration at traditional nodes, thus forming a high-strength side panel reinforcement structure. Simultaneously, the upper rear section tube 400, lower rear section tube 500, and the side panel upper beam connecting assembly located between them together form a continuous chamber structure extending along the length of the vehicle body. This continuous chamber structure provides a stable cross-sectional shape and continuous boundary constraints, significantly improving the structure's cross-sectional moment of inertia and bending and torsional resistance, thereby comprehensively improving overall stiffness performance. During a collision, the side panel assembly can form a continuous and complete force transmission path, effectively absorbing and dispersing collision energy, thus significantly enhancing the structure's collision resistance performance.

[0028] The side assembly also includes a C-pillar connection component 800. The ends of the upper rear section tube 400 and the lower rear section tube 500, facing away from the front section tube 300, are connected to the C-pillar connection component 800, forming a complete closed force transmission path from the A-pillar to the C-pillar. Specifically, the end of the upper rear section tube 400 facing away from the front section tube 300 is fixed to the C-pillar connection component 800 by arc welding or bolting, and the end of the lower rear section tube 500 facing away from the front section tube 300 is fixed to the C-pillar connection component 800 by arc welding or bolting. This structural design allows the load of the side reinforcement frame to be effectively transferred to the vehicle floor and rear structure through the C-pillar connection component 800, significantly improving the overall stiffness and stability of the B-pillarless body under side impact, roof crush, and torsional load conditions.

[0029] Bolted connections are detachable mechanical connections. A bolt is a type of fastener consisting of a head and a shank (a cylinder with external threads). It is used in conjunction with a nut to fasten two parts with through holes, creating a large clamping force between the connected parts. The friction generated by this clamping force resists external forces. Electrode welding (EMW) is the most widely used welding method in industrial production. The metal to be welded is used as one electrode, and the welding rod as the other. When the two electrodes are close together, an electric arc is generated. The heat generated by the arc melts the welding rod and the workpiece together, and after solidification, a weld is formed, thus obtaining a strong joint. Spot welding refers to a welding method that uses a cylindrical electrode to form a weld point between the contact surfaces of two overlapping workpieces.

[0030] In this embodiment, the end of the A-pillar reinforcing plate 200 facing away from the A-pillar is fixedly connected to the front section pipe 300 by welding, forming the main load-bearing structure. The upper rear section pipe 400 overlaps and is fixed to the outer upper surface of the end of the front section pipe 300 facing away from the A-pillar reinforcing plate 200; the lower rear section pipe 500 overlaps and is fixed to the inner lower surface of the end of the front section pipe 300 facing away from the A-pillar reinforcing plate 200; the upper rear section pipe 400 and the lower rear section pipe 500 are connected to the front section pipe 300 by welding; the side wall upper beam connecting assembly is disposed between the upper rear section pipe 400 and the lower rear section pipe 500 and is connected by welding, together forming a stable multi-layer frame structure. The A-pillar reinforcing plate 200, the front section pipe 300, the upper rear section pipe 400, the lower rear section pipe 500, and the side wall upper beam connecting assembly are sequentially connected to form a complete side wall reinforcement structure.

[0031] In an optional embodiment of this application, the first side wall upper beam connector 601, the front section pipe 300, the upper rear section pipe 400, the lower rear section pipe 500, the side wall inner panel assembly, and the side wall outer panel 700 together enclose a first chamber; the first side wall upper beam connector 601, the second side wall upper beam connector 602, the upper rear section pipe 400, the lower rear section pipe 500, the side wall inner panel assembly, and the side wall outer panel 700 together enclose a second chamber; the second side wall upper beam connector 602, the third side wall upper beam connector 603, the upper rear section pipe 400, the lower rear section pipe 500, the side wall inner panel assembly, and the side wall outer panel 700 together enclose a third chamber.

[0032] The first side panel upper beam connector 601, the front section tube 300, the upper rear section tube 400, the lower rear section tube 500, the side panel inner panel assembly, and the side panel outer panel 700 are joined together by arc welding and spot welding to form a first chamber. The first chamber is mainly used to accommodate and install the front sliding door strut and the four-bar hinge structure, while ensuring effective transmission of collision energy. The first side panel upper beam connector 601, the second side panel upper beam connector 602, the upper rear section tube 400, the lower rear section tube 500, the side panel inner panel assembly, and the side panel outer panel 700 are joined together by arc welding and spot welding to form a second chamber. The second chamber is used for... The installation of the front door lock and rear door limiting structure, serving as a central reinforcement area, significantly improves the bending and torsional stiffness of the middle section of the side panel. The second side panel upper beam connector 602, the third side panel upper beam connector 603, the upper rear section tube 400, the lower rear section tube 500, the inner side panel assembly, and the outer side panel 700 are joined together by arc welding and spot welding to form a third chamber. This third chamber primarily houses and installs the rear sliding door struts and hinge structure. Its robust cavity structure provides high-strength mounting points for the hinges and struts, ensuring reliability under frequent opening and closing conditions of the rear door, while effectively dispersing impact loads from the rear. The three chambers, connected by the side panel upper beam connectors, achieve a structural form that is both mutually isolated and continuously transitioned. This ensures the functional specialization of each area while maintaining the continuity and integrity of load transfer throughout the entire side panel reinforcement structure, improving overall stiffness and significantly enhancing the structure's collision resistance.

[0033] Spot welding is a welding method that uses a cylindrical electrode to form a weld point between the contact surfaces of two overlapping workpieces. During spot welding, pressure is first applied to bring the workpieces into close contact, then current is applied, and the contact area melts under the action of resistance heating. After cooling, a weld point is formed.

[0034] In this embodiment, the three chambers are connected by side beams to achieve a structure that is both isolated from each other and continuously transitioned. This ensures the functional specialization of each area, as well as the continuity and integrity of the load transfer of the entire side reinforcement structure. This improves the overall stiffness and significantly enhances the structure's impact resistance.

[0035] In an optional embodiment of this application, an opening 701 is provided in the region of the side panel 700 located in the first chamber, the second chamber, and the third chamber.

[0036] Openings 701 are provided in the areas of the side panel 700 located in the first, second, and third chambers. The shape and size of these openings 701 are precisely designed according to the installation requirements and movement trajectories of vehicle functional components such as door latches and sliding door hinges installed in each chamber, so as to ensure the normal operation space of each vehicle functional component while minimizing the weakening of the overall structural strength of the side panel 700.

[0037] This application embodiment achieves the built-in installation and unobstructed movement of vehicle functional components such as door latches and hinges by opening 701 in the area corresponding to each cavity of the side outer panel 700. This design preserves the integrity of the main load-bearing structure to the maximum extent and avoids the damage to the force transmission path caused by traditional large-area openings. While meeting the functional requirements of the B-pillarless body, it also takes into account structural safety, process feasibility and reliability of use.

[0038] In an optional embodiment of this application, the side panel assembly has a structure recessed laterally inward of the vehicle in the region located in the first chamber, the second chamber, and the third chamber.

[0039] In the areas corresponding to the first, second, and third chambers of the side panel assembly, there are structures recessed laterally inwards towards the vehicle. Specifically, the depth and contour of these recessed structures are designed according to the installation space requirements and movement trajectories of vehicle functional components such as door latches and sliding door hinges installed in each chamber. This ensures sufficient operating space for each vehicle functional component while avoiding structural interference with the side panel assembly. While providing the necessary functional space, it effectively maintains the overall structural strength and rigidity of the side panel assembly.

[0040] This application embodiment provides sufficient and precise installation and movement space for the built-in door functional components by setting inwardly recessed avoidance structures in the areas corresponding to each chamber of the side panel assembly, without damaging the main load-bearing structure of the side panel assembly, effectively avoiding movement interference; while achieving functional avoidance, it maximizes the overall rigidity and strength of the side panel assembly, ensuring the continuity of load transmission.

[0041] In an optional embodiment of this application, the inner side panel assembly includes: The inner panel 101 on the A-pillar and the inner panel 102 on the side wall are connected at the end of the inner panel 101 facing away from the A-pillar.

[0042] The side panel assembly mainly includes the A-pillar upper inner panel 101 and the side panel upper inner panel 102. The side panel upper inner panel 102 extends along the length of the vehicle body and forms the main internal frame of the upper side panel. The end of the A-pillar upper inner panel 101 facing away from the A-pillar is continuously spot-welded to the side panel upper inner panel 102 to form a complete side panel inner panel frame structure. This segmented design ensures the structural requirements of the A-pillar area while achieving a smooth transition with the upper side panel, ultimately forming the side panel assembly structure together with the side panel reinforcement structure and the side panel outer panel.

[0043] This embodiment of the application designs and reliably connects the inner panel 101 on the A-pillar and the inner panel 102 on the side wall in segments. This satisfies the special structural strength and spatial constraints of the A-pillar area, and achieves a smooth transition and efficient force transmission with the main structure of the side wall. While ensuring the integrity of the inner panel assembly of the side wall, it significantly improves the stiffness and collision force transmission efficiency of the area where the A-pillar and the side wall meet, providing a stable internal frame support for the side wall assembly.

[0044] In an optional embodiment of this application, the cross-sectional dimension of the cavity of the front section tube 300 is larger than the cross-sectional dimension of the cavity of the upper rear section tube 400 or the lower rear section tube 500.

[0045] The front section 300 serves as a transition section directly connected to the lower reinforcing plate 200 of the A-pillar. Its cross-sectional dimension is larger than that of the rear section 300. It is connected to the lower reinforcing plate 200 of the A-pillar through multiple continuous arc welding segments, forming a smooth load transition zone from the A-pillar to the upper side beam. At the same time, the front section 300, the upper rear section 400, and the lower rear section 500 form the main load-bearing structure extending downward from the A-pillar.

[0046] This embodiment of the application significantly improves the compressive strength of the connection area between the A-pillar and the upper side beam by increasing the cross-sectional size of the front section tube by 300 mm. This ensures that the frontal collision force can be efficiently dispersed to the rear structure of the side wall through this transition section, effectively avoiding the stress concentration and bending deformation problems that are prone to occur at the nodes in traditional uniform cross-section designs.

[0047] The side panel assembly in this embodiment enables loads to be distributed and transferred through multiple paths, avoiding stress concentration at traditional nodes, thus forming a high-strength side panel reinforcement structure. Simultaneously, the upper rear section tube 400, the lower rear section tube 500, and the side panel upper beam connecting assembly disposed between them together form a continuous chamber structure extending along the length of the vehicle body. This continuous chamber structure provides a stable cross-sectional shape and continuous boundary constraints, significantly improving the structure's moment of inertia and bending and torsional resistance, thereby comprehensively enhancing overall stiffness performance. During a collision, the side panel assembly can form a continuous and complete force transmission path, effectively absorbing and dispersing collision energy, thus significantly enhancing the structure's collision resistance performance.

[0048] This application also discloses a vehicle body having a side panel assembly as described above.

[0049] This application also discloses a vehicle having the body described above.

[0050] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0051] The foregoing has provided a detailed description of a side panel assembly, a vehicle body, and a vehicle provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A side panel assembly, characterized in that, The side panel assembly includes an inner side panel assembly, a side panel reinforcement assembly, a side panel upper beam connection assembly, and an outer side panel. The upper side beam connecting assembly overlaps the side reinforcement assembly along the vehicle height direction, and the upper side beam connecting assembly and the side reinforcement assembly form a side reinforcement structure. The inner side panel assembly and the outer side panel are located on both sides of the side reinforcement structure.

2. The side panel assembly according to claim 1, characterized in that, The side panel upper beam connecting assembly includes a first side panel upper beam connector, a second side panel upper beam connector, and a third side panel upper beam connector distributed along the length of the vehicle; the first side panel upper beam connector and the second side panel upper beam connector overlap each other on both sides of the side panel reinforcing assembly at both ends in the vehicle height direction; the third side panel upper beam connector overlaps each other on the side of the side panel reinforcing assembly away from the side panel inner panel assembly at both ends in the vehicle height direction.

3. The side panel assembly according to claim 2, characterized in that, The side panel reinforcement assembly includes a lower A-pillar reinforcement plate, a front section tube, an upper rear section tube, and a lower rear section tube. The end of the lower A-pillar reinforcement plate facing away from the A-pillar is connected to the front section tube. The upper rear section tube and the lower rear section tube are located on both sides of the front section tube. The first side panel upper beam connector, the second side panel upper beam connector, and the third side panel upper beam connector are disposed between the upper rear section tube and the lower rear section tube.

4. The side panel assembly according to claim 3, characterized in that, The first side panel upper beam connector, the front section pipe, the upper rear section pipe, the lower rear section pipe, the side panel inner plate assembly, and the side panel outer plate together enclose to form a first chamber; the first side panel upper beam connector, the second side panel upper beam connector, the upper rear section pipe, the lower rear section pipe, the side panel inner plate assembly, and the side panel outer plate together enclose to form a second chamber; the second side panel upper beam connector, the third side panel upper beam connector, the upper rear section pipe, the lower rear section pipe, the side panel inner plate assembly, and the side panel outer plate together enclose to form a third chamber.

5. The side panel assembly according to claim 4, characterized in that, An opening is provided in the area of ​​the outer side panel located in the first chamber, the second chamber, and the third chamber.

6. The side panel assembly according to claim 4, characterized in that, The side panel assembly has a structure recessed laterally inward in the region located in the first chamber, the second chamber, and the third chamber.

7. The side panel assembly according to claim 1, characterized in that, The inner side panel assembly includes: The inner panel on the A-pillar and the inner panel on the side wall are connected at one end of the inner panel on the A-pillar away from the A-pillar.

8. The side panel assembly according to claim 3, characterized in that, The cross-sectional dimension of the cavity of the front section of the tube is larger than the cross-sectional dimension of the cavity of the upper rear section of the tube or the lower rear section of the tube.

9. A vehicle body, characterized in that, The vehicle body is provided with a side panel assembly as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The vehicle is provided with the body as described in claim 9.

Images