An integrated butterfly door roof structure, a roof assembly and a vehicle

Abstract

The application provides an integrated butterfly door roof structure, a roof assembly and a vehicle, and belongs to the technical field of automobile roofs. The integrated butterfly door roof structure forms an integrated structure of carbon fiber composite material through an A-pillar side beam, a front windshield cross beam and a roof body, ensures the rigidity and strength of the structure, reduces the overall weight of the roof structure, realizes lightweight design of the vehicle body, greatly reduces the energy consumption of the vehicle body, simultaneously reduces the development cost of molds and tool clamps, simplifies the production and assembly processes, effectively controls the manufacturing cost of the whole vehicle, improves the production efficiency of the whole vehicle, forms a front windshield frame through the integrated structure, sets a positioning hole for positioning the front windshield glass at the front end face of the roof body, improves the installation precision of the front windshield glass, integrates the rain wiper mounting plate and the front windshield cross beam through design, omits the redundant connecting structure, helps to reduce the total weight of the vehicle body, and meets the lightweight demand of new energy vehicles.

Description

Technical Field

[0001] This application belongs to the field of automotive roof technology, and more specifically, relates to an integrated butterfly door roof structure, roof assembly, and vehicle. Background Technology

[0002] With the rapid development of the new energy vehicle industry, vehicle lightweighting has become one of the core R&D directions for automakers to improve vehicle range, reduce energy consumption, and optimize handling performance. As a key large covering component of the vehicle body, the roof not only needs to have sufficient structural rigidity and strength to ensure the integrity of the passenger compartment under extreme conditions such as vehicle collisions and rollovers, but also needs to meet lightweight design requirements, playing a crucial role in reducing the overall vehicle weight.

[0003] Currently, automobile roofs are still primarily made of traditional steel, mainly formed through steel sheet stamping. However, due to the high density of steel, steel roofs are generally heavy, making it difficult to meet the extreme pursuit of lightweight vehicles in new energy vehicles, thus restricting the improvement of vehicle range. In addition, the structural design of steel roofs is relatively simple, usually serving as an independent cover. They need to be connected to other reinforcing components (such as roof reinforcing beams) by spot welding to form the roof assembly structure. This structure not only relies on specialized welding tooling, increasing tooling development and maintenance costs in the production process, but also results in high redundancy in the overall vehicle body structure, which is not conducive to improving production efficiency and controlling manufacturing costs. Utility Model Content

[0004] The purpose of this application is to provide an integrated butterfly door roof structure, roof assembly and vehicle, which can achieve lightweight design of the roof structure, ensure structural strength, improve the integration of the roof structure and significantly reduce development and manufacturing costs.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: Firstly, an integrated butterfly door top cover structure is provided, comprising: Top cover body; Two A-pillar side beams are integrally connected at their rear ends to the left and right ends of the front part of the top cover body, respectively; and The front windshield crossbeam is integrally connected at both ends to the front ends of the two A-pillar side beams on the corresponding sides. The roof body, the A-pillar side beams, and the front windshield crossbeam together form the front windshield frame, which is used to install the windshield. The A-pillar side beam, the front windshield crossbeam, and the roof body are all carbon fiber composite material components.

[0006] Existing car roofs are still primarily made of traditional steel. Due to the high density of steel, the overall weight of the roof is relatively large, making it difficult to meet the extreme pursuit of lightweight vehicles in new energy vehicles, thus restricting the improvement of vehicle range. In addition, traditional steel roofs are mostly thin-plate structures, requiring additional reinforcement designs such as reinforcing ribs or plates. This results in a high degree of redundancy in the overall structure of the roof, which not only further increases the total weight of the vehicle body but also increases the tooling development and maintenance costs during the production process, thus hindering the speed of product iteration in new energy vehicles.

[0007] The beneficial effects of the integrated butterfly door roof structure provided in this application are as follows: Compared with the prior art, the integrated butterfly door roof structure of this application forms an integrated structure of carbon fiber composite material by making the A-pillar side beam, the front windshield crossbeam and the roof body into a single structure. By utilizing the lightweight and high strength characteristics of carbon fiber composite material, the overall weight of the roof structure is significantly reduced while ensuring the structural rigidity and strength. It also eliminates the redundant connection structure between the discrete parts of the traditional automobile roof, further reducing ineffective weight and avoiding the weight waste caused by redundant structures. This truly realizes the lightweight design of the vehicle body, greatly reduces the vehicle body energy consumption, and achieves the ultimate performance requirements.

[0008] In addition, the integrated structure of the A-pillar side beam, the front windshield crossbeam and the roof body significantly reduces the number of roof structure parts and improves the integrated design of the vehicle body; it also significantly reduces the development cost of molds and tooling fixtures, simplifies production and assembly processes, effectively controls the manufacturing cost of the whole vehicle, and improves the overall vehicle production efficiency.

[0009] In conjunction with the first aspect, in one possible implementation, a positioning hole is provided on the front end face of the top cover body, the positioning hole being used to position the windshield.

[0010] By setting positioning holes on the front end face of the top cover body for positioning the windshield, on the one hand, the assembly accuracy can be improved and the installation gap can be effectively eliminated; on the other hand, the assembly process is simplified. The initial positioning of the windshield can be quickly completed by the cooperation of the positioning pin and the positioning hole, which shortens the assembly time of the windshield and improves the overall vehicle production efficiency.

[0011] In conjunction with the first aspect, in one possible implementation, the front side of the windshield beam is connected to a wiper mounting plate extending forward and downward, the wiper mounting plate having mounting holes for mounting wipers.

[0012] Integrating the wiper mounting plate with the front windshield crossbeam reduces the number of discrete parts in the vehicle body and eliminates redundant connecting structures, which helps to further reduce the overall weight of the vehicle body and meets the lightweight requirements of new energy vehicles.

[0013] In conjunction with the first aspect, in one possible implementation, the roof body and the A-pillar side beam cooperate to form a door mounting area, the door mounting area having a first snap-fit ​​surface for supporting and fixing the door frame sealing strip.

[0014] The first snap-fit ​​surface is simultaneously formed on the top cover body and the A-pillar side beam, forming a continuous and seamless snap-fit ​​surface. This allows the door frame sealing strip to fit evenly, avoiding sealing gaps caused by uneven snap-fit ​​surfaces and significantly improving sealing reliability.

[0015] In some embodiments, the front end of the top cover body is provided with a downwardly recessed windshield mounting surface, the windshield mounting surface is fitted to the lower side of the windshield, and the first snap-fit ​​surface is flush with the windshield mounting surface.

[0016] The recessed windshield mounting surface acts as a limiting groove, directly physically limiting the windshield and preventing it from shifting during vehicle movement or a collision. By aligning the first engaging surface with the windshield mounting surface, a continuous and smooth transition surface is formed, eliminating structural steps, enhancing the consistency between the windshield and the door frame sealing strips, and improving the overall visual quality of the vehicle.

[0017] In some embodiments, the door mounting area is further provided with a second snap-fit ​​surface, which is located below and outside the first snap-fit ​​surface, and is used to support and secure the door sealing strip.

[0018] The second contact surface ensures uniform adhesion of the door sealing strip and, together with the first contact surface, forms a double sealing base adapted to the butterfly door structure, guaranteeing the sealing stability of the vehicle body. Furthermore, the second and first contact surfaces are molded synchronously with the roof structure, requiring no additional processing, ensuring positional accuracy and further improving overall sealing performance.

[0019] In conjunction with the first aspect, in one possible implementation, the rear end of the top cover body is provided with an antenna mounting position, which is recessed downwards.

[0020] The recessed antenna mounting position allows for precise positioning and secure assembly of the antenna shark fin cover, which helps to enhance the overall appearance and refinement of the vehicle body, meeting the requirements of high-end models for exterior details.

[0021] Secondly, embodiments of this application also provide a top cover assembly, including the aforementioned integrated butterfly door top cover structure and top cover peripheral components, wherein the top cover peripheral components are connected to the lower part of the integrated butterfly door top cover structure.

[0022] The roof assembly provided in this application embodiment, due to including the aforementioned integrated butterfly door roof structure, possesses all the beneficial effects of the aforementioned integrated butterfly door roof structure. By forming an integrated structure of carbon fiber composite material with the A-pillar side beam, the front windshield crossbeam, and the roof body, not only is the structural rigidity and strength guaranteed, but the overall weight of the roof structure is also significantly reduced, truly realizing the lightweight design of the vehicle body, greatly reducing vehicle energy consumption, and achieving the ultimate performance requirements. At the same time, it significantly reduces the number of parts in the roof structure, improves the integrated design of the vehicle body, significantly reduces the development cost of molds and tooling fixtures, effectively controls the manufacturing cost of the entire vehicle, and improves the overall vehicle production efficiency.

[0023] In addition, the peripheral parts of the roof are connected to the bottom of the roof structure, forming a reliable load-bearing body on the upper part of the vehicle body to ensure the safety of the passenger compartment. In the actual assembly process, the roof structure can be directly connected to the peripheral parts of the roof by adhesive bonding, which improves assembly efficiency while ensuring the overall structural rigidity.

[0024] In conjunction with the second aspect, in one possible implementation, the peripheral components of the top cover are connected to the integrated butterfly door top cover structure by an adhesive, wherein the width of the adhesive is ≥20mm and the thickness of the adhesive is 1.2mm-1.6mm.

[0025] By limiting the width of the adhesive, the effective bonding area between the top cover structure and its peripheral components can be ensured, thereby improving bonding strength and guaranteeing connection reliability. By limiting the thickness of the adhesive, the gap between the top cover structure and its peripheral components can be effectively filled, and the amount of curing shrinkage of the adhesive can be controlled, avoiding positioning deviations of the top cover peripheral components. At the same time, the adhesive of appropriate thickness will not add excessive weight, meeting the requirements for lightweighting the entire vehicle.

[0026] Thirdly, embodiments of this application also provide a vehicle including the aforementioned roof assembly.

[0027] The beneficial effects of the vehicle provided in this application embodiment are the same as those of the aforementioned roof assembly, and will not be repeated here. Attached Figure Description

[0028] To more clearly illustrate the technical solutions in the embodiments of this application, 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 application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0029] Figure 1A schematic diagram of a roof assembly (including a windshield, door frame sealing strip, and door sealing strip) provided for an embodiment of this application. Figure 2 Examples of this application Figure 1 Schematic diagram of the cross-sectional structure along line AA; Figure 3 Examples of this application Figure 1 Schematic diagram of the cross-sectional structure along the middle BB line; Figure 4 Examples of this application Figure 1 Schematic diagram of the cross-sectional structure along the CC line; Figure 5 Examples of this application Figure 1 Schematic diagram of the cross-sectional structure along the DD line; Figure 6 This is a schematic diagram of an integrated butterfly door top cover structure provided in an embodiment of this application; Figure 7 Examples of this application Figure 6 Enlarged structural diagram of section E in the middle.

[0030] In the picture: 1. Roof body; 11. Front windshield frame; 12. Positioning hole; 13. Door mounting area; 131. First snap-fit ​​surface; 132. Second snap-fit ​​surface; 14. Windshield mounting surface; 15. Antenna mounting position; 2. A-pillar side beam; 3. Front windshield crossbeam; 31. Wiper mounting plate; 311. Mounting hole; 4. Adhesive; 10. Front windshield; 20. Door frame sealing strip; 30. Door sealing strip; 40. Roof peripheral parts; 401. Front bulkhead; 402. A-pillar reinforcing tube; 403. Roof center crossbeam; 404. Roof rear crossbeam. Detailed Implementation

[0031] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0032] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are used only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0033] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0034] It should be noted that the directions or positional relationships indicated by "front," "rear," "up," and "down" in this application are based on the vehicle's own orientation. Specifically, the front of the vehicle represents "front," the rear of the vehicle represents "rear," the top of the vehicle represents "up," and the bottom of the vehicle represents "down." Furthermore, the left and right directions defined in the embodiments of this application refer to the left and right directions of the vehicle's forward movement.

[0035] As a large body panel, the car roof requires a certain level of rigidity and strength to ensure the safety of occupants in the passenger compartment. Current car roofs are primarily made of traditional steel, mainly formed through steel sheet stamping. However, due to the high density of steel, the overall weight of the roof is relatively large, making it difficult to meet the extreme pursuit of lightweight design in new energy vehicles, thus limiting the improvement of vehicle range. Moreover, the mechanical properties of steel are already fixed, and existing technologies can hardly break through the current rigidity and strength limits, leaving no room for further improvement.

[0036] In addition, traditional steel roofs are mostly thin-plate structures with weak rigidity, which makes it difficult to meet the body's requirements for deformation and impact resistance. Additional reinforcement designs such as reinforcing ribs or plates are required, which results in high redundancy in the overall roof structure and increases the total weight of the body. At the same time, multi-layer overlapping structures need to be designed between the sheet metal parts of the roof, which not only leads to complex overlapping layers, but also requires additional treatment of the connection strength at the overlapping points, further increasing the complexity of the process and manufacturing costs.

[0037] Furthermore, the aforementioned processes require the development of specialized tooling for each individual component and connection step, resulting in high development costs and poor versatility. Simultaneously, the maintenance and calibration of this tooling also necessitate continuous investment of manpower and funds. Excessive tooling costs not only prolong the development cycle of the automotive roof structure but also increase the overall vehicle manufacturing cost, hindering the pace of product iteration in new energy vehicles.

[0038] To resolve the above issues, please refer to the following: Figures 1 to 7This application describes an integrated butterfly door roof structure, roof assembly, and vehicle. The integrated butterfly door roof structure includes a roof body 1, two A-pillar side beams 2, and a front windshield crossbeam 3. The rear ends of the two A-pillar side beams 2 are integrally connected to the left and right ends of the front of the roof body 1, respectively. The two ends of the front windshield crossbeam 3 are integrally connected to the front ends of the two A-pillar side beams 2 on the corresponding sides. The roof body 1, A-pillar side beams 2, and front windshield crossbeam 3 together form a front windshield frame 11, which is used to install the windshield 10. The A-pillar side beams 2, front windshield crossbeam 3, and roof body 1 are all carbon fiber composite material components.

[0039] The integrated butterfly door roof structure provided in this application, compared with the prior art, forms an integrated structure of carbon fiber composite material by making the A-pillar side beam 2, the front windshield crossbeam 3 and the roof body 1. By utilizing the lightweight and high-strength characteristics of carbon fiber composite material, it not only significantly reduces the overall weight of the roof structure while ensuring structural rigidity and strength, but also eliminates the redundant connection structure between the discrete parts of the traditional automobile roof (such as welded lap edges), further reducing ineffective weight and avoiding the weight waste caused by redundant structures. It truly realizes the lightweight design of the vehicle body, greatly reduces vehicle energy consumption, and achieves the ultimate performance requirements.

[0040] In addition, by integrating the A-pillar side beam 2, the front windshield crossbeam 3, and the roof body 1 into a single structure, the number of roof structure parts is significantly reduced, improving the integrated design of the vehicle body; moreover, the development cost of molds and tooling fixtures is significantly reduced, production and assembly processes are simplified, the overall vehicle manufacturing cost is effectively controlled, and the overall vehicle production efficiency is improved.

[0041] In this embodiment, the rear ends of the two A-pillar side beams 2 are integrally connected to the roof body 1, and the two ends of the front windshield beam 3 are integrally connected to the front ends of the two A-pillar side beams 2, thus forming an integral connection structure of the roof body 1, A-pillar side beams 2 and front windshield beam 3.

[0042] It's important to understand that butterfly door hinges are typically mounted on the A-pillar or the fender near the A-pillar. The doors open forward and upward via the hinges. Due to the unique opening mechanism, the stress requirements at the connection points between the A-pillar and the roof are higher. In traditional structures, the roof and A-pillar, as well as the A-pillar and windshield crossbeam, are connected by spot welding, bolts, or structural adhesive. These connection points are prone to stress concentration; for example, during vehicle collisions or frequent opening of the butterfly doors, cracking and loosening can easily occur at these points.

[0043] In this embodiment, the A-pillar side beam 2, the front windshield crossbeam 3, and the roof body 1 form an integrated structure, enabling seamless force transmission, eliminating stress concentration at connection points, and improving overall structural strength. When the butterfly door opens, the A-pillar side beam 2 must withstand the lateral torque and vertical tension from the door's weight. Utilizing the high specific strength and high specific modulus of carbon fiber composite materials, the dynamic stress on the A-pillar side beam 2 can be effectively resisted, preventing plastic deformation. Simultaneously, in extreme conditions such as frontal collisions and rollovers, the integrated A-pillar side beam 2 and the front windshield crossbeam 3, together with the roof body 1, form a load-bearing frame located above and in front of the passenger compartment, more stably transmitting collision impact forces, reducing passenger compartment deformation, and ensuring occupant safety.

[0044] Based on this, the seamless connection between the one-piece molded A-pillar side beam 2 and the roof body 1 effectively ensures the installation accuracy of the butterfly door hinges, guarantees smooth door opening, and helps extend the service life of the door hinges. Meanwhile, the windshield frame 11 is formed by the one-piece roof body 1, A-pillar side beam 2, and windshield crossbeam 3, eliminating the gap errors of traditionally spliced ​​roofs. This improves the installation accuracy of the windshield 10, avoids rainwater leakage or excessive wind noise caused by splicing gaps, and enhances the overall NVH (noise, vibration, and harshness) performance of the vehicle.

[0045] Moreover, the one-piece molded roof structure eliminates the risk of failure between multiple components, such as the window frame deformation caused by loose connection between the A-pillar and the front windshield beam in the traditional structure. At the same time, it reduces the scope of troubleshooting for later maintenance of the whole vehicle and improves the reliability of the vehicle in long-term use.

[0046] Furthermore, carbon fiber composite materials are materials made by molding and curing carbon fiber as the reinforcement and resin (such as epoxy resin) as the matrix. In addition to being lightweight and having high strength, they also have good corrosion resistance. This allows the carbon fiber composite roof structure to withstand complex environments for a long time without additional anti-corrosion treatment. This not only extends the service life of the roof structure but also reduces the cost of corrosion protection maintenance in the later stages of the vehicle, effectively improving the corrosion resistance and long-term reliability of the entire vehicle.

[0047] Specifically, the two A-pillar side beams 2 are symmetrically connected to the left and right sides of the front of the roof body 1, and extend forward to the front frame of the vehicle body, respectively, and are connected to both ends of the front windshield crossbeam 3. On the one hand, together with the front windshield crossbeam 3 and the roof body 1, they form the front windshield frame 11, providing a stable mounting carrier for the windshield 10; on the other hand, as a longitudinal load-bearing component of the roof structure, it must simultaneously bear the lateral torque generated when the butterfly door is opened, as well as resist the impact force during vehicle collision and rollover.

[0048] In this embodiment, the carbon fiber composite material of the top cover structure is made of multiple layers of carbon fiber prepreg. The carbon fiber prepreg is a twill fabric with a single layer thickness of 0.43 mm. The multiple layers of carbon fiber prepreg are laid symmetrically in the vertical direction. For example, the laying method of 4 layers of carbon fiber prepreg is as follows: from bottom to top, the laying direction of the first layer is -45 / 45, the laying direction of the second layer is 0 / 90, the laying direction of the third layer is 0 / 90, and the laying direction of the fourth layer is -45 / 45. The thickness of the top cover structure after laying is 1.72 mm. As another example, the laying method of 5 layers of carbon fiber prepreg is as follows: from bottom to top, the laying direction of the first layer is -45 / 45, the laying direction of the second layer is 0 / 90, the laying direction of the third layer is -45 / 45, the laying direction of the fourth layer is 0 / 90, and the laying direction of the fifth layer is -45 / 45. The thickness of the top cover structure after laying is 2.15 mm.

[0049] It should be noted that the vehicle's front direction is 0°. The strength and stiffness of carbon fiber composites are largely concentrated along the length of the fibers. However, using twill-weave carbon fiber prepreg allows each layer to withstand forces in two mutually perpendicular directions. For example, when laid along a -45 / 45° direction, it can withstand tensile forces in both diagonal directions of the roof structure. In this embodiment, by combining different laying directions, the performance requirements of the roof body 1 under different stress conditions are met.

[0050] For example, in a traditional steel roof structure, stamping dies need to be developed for the roof, bending dies and welding fixtures for the A-pillars, and forming dies for the windshield crossbeams. In this embodiment, only one set of integrated carbon fiber composite molding dies (such as RTM molding dies) is needed, which significantly reduces the number of tooling and lowers development costs.

[0051] The integrated butterfly door roof structure provided in this embodiment, with its lightweight and integrated characteristics, can better match the core requirements of the supercar project.

[0052] In some embodiments, see Figure 1 and Figure 6 The front end face of the top cover body 1 is provided with a positioning hole 12, which is used to position the windshield 10.

[0053] When the top cover structure adopts an integrated molding process such as RTM (resin transfer molding) or prepreg molding, metal positioning pins can be preset at the corresponding positions in the mold cavity to match the position and size of the positioning pins with the positioning hole 12, thereby achieving the integrated molding of the positioning hole 12 and the top cover structure without the need for subsequent additional drilling.

[0054] Specifically, there are two positioning holes 12, which are respectively located near the left and right sides of the top cover body 1. Correspondingly, there are two positioning posts on the windshield 10 that correspond one-to-one with the positioning holes 12. When installing the windshield 10, the windshield 10 is aligned vertically with the windshield frame 11, and the two positioning posts are respectively inserted into the two positioning holes 12 to form a preliminary positioning of the windshield 10, which facilitates the subsequent installation process of the windshield 10.

[0055] By setting positioning holes 12 on the front end face of the top cover body 1 for positioning the windshield 10, on the one hand, the assembly accuracy can be improved. The positioning holes 12 can serve as a precise reference for the installation of the windshield 10, avoiding the errors of traditional positioning that relies on manual visual inspection or auxiliary fixtures. This makes the alignment deviation between the windshield 10 and the windshield frame 11 controllable and effectively eliminates the installation gap. On the other hand, the assembly process is simplified. There is no need to build additional complex positioning fixtures for the windshield 10. The initial positioning of the windshield 10 can be quickly completed by the cooperation of the positioning pin and the positioning hole 12, which shortens the assembly time of the windshield 10 and improves the overall vehicle production efficiency.

[0056] In addition, by using the positioning hole 12 to form an interlocking fit with the positioning post on the windshield 10, the windshield 10 can always maintain a stable relative position with the windshield frame 11 under conditions such as vehicle bumps and collisions, avoiding sealing failure or local stress concentration caused by the displacement of the windshield 10, and further ensuring the stability of the front structure of the vehicle body and the safety of the passenger compartment.

[0057] In some embodiments, see Figure 6 The front side of the windshield beam 3 is connected to a wiper mounting plate 31 that extends forward and downward. The wiper mounting plate 31 has mounting holes 311 for mounting wipers.

[0058] It should be noted that in traditional vehicles, the wiper mounting plate is mostly a separate metal part, which needs to be connected to the front windshield beam or the front frame of the vehicle body by welding and fasteners. This not only increases the number of independent parts, but also creates weight redundancy due to the connection structure.

[0059] In this embodiment, the wiper mounting plate 31 and the front windshield crossbeam 3 are integrated into a single design, which reduces the number of discrete parts in the vehicle body and eliminates redundant connecting structures, thus helping to further reduce the overall weight of the vehicle body and meeting the lightweight requirements of new energy vehicles. At the same time, the high specific strength of carbon fiber composite materials can meet the vibration and torque bearing requirements of the wiper during operation. The one-piece molded structure also optimizes the stress situation of the wiper during operation, avoids the problem of local stress concentration in traditional connection parts, ensures the long-term stability of the wiper, and reduces the later maintenance costs.

[0060] In addition, the wiper mounting plate 31 is integrally formed with the windshield crossbeam 3, so that the positional accuracy of the mounting hole 311 is directly guaranteed by the mold, avoiding the accumulation of assembly errors, ensuring the matching degree between the wiper's wiping trajectory and the surface of the windshield 10, and improving the reliability of the wiper during operation. Moreover, during assembly, the wiper only needs to be directly fixed and installed through the mounting hole 311, eliminating the assembly process of the independent mounting plate in the traditional structure, shortening the installation time of the wiper, and helping to improve production efficiency.

[0061] In some embodiments, see Figure 1 , Figure 3 , Figure 4 and Figure 6 The roof body 1 and the A-pillar side beam 2 cooperate to form a door mounting area 13. The door mounting area 13 has a first snap-fit ​​surface 131, which is used to support and fix the door frame sealing strip 20.

[0062] In this embodiment, based on the integral molding of the top cover body 1 and the A-pillar side beam 2, the first snap-fit ​​surface 131 is also simultaneously molded on the top cover body 1 and the A-pillar side beam 2, forming a continuous and seamless snap-fit ​​surface. This allows the door frame sealing strip 20 to fit evenly, avoiding sealing gaps caused by uneven snap-fit ​​surfaces, and significantly improving sealing reliability.

[0063] Specifically, the left and right sides of the roof body 1 respectively cooperate with the two A-pillar side beams 2 to form two door mounting areas 13. The specific form of the door mounting area 13 is adapted to the structural characteristics of the butterfly door. The first snap-fit ​​surface 131 can be understood as being set in two sections. One section of the snap-fit ​​surface is located on the side edge of the roof body 1 and is lower than the upper surface of the roof body 1. The other section of the snap-fit ​​surface is located on the upper edge of the A-pillar side beam 2. The two sections of the snap-fit ​​surface are seamlessly connected to form a smooth first snap-fit ​​surface 131.

[0064] In some embodiments, see Figure 6 and Figure 7 The front end of the top cover body 1 is provided with a downwardly recessed windshield mounting surface 14, which is fitted to the lower side of the windshield 10, and the first snap-fit ​​surface 131 is flush with the windshield mounting surface 14.

[0065] Specifically, when the windshield mounting surface 14 and the first snap-fit ​​surface 131 are integrally formed in the top cover structure, they are simultaneously formed into a flush shape, without the need for subsequent processing and adjustment.

[0066] The recessed windshield mounting surface 14 acts as a limiting groove, directly limiting the windshield 10 and preventing it from shifting during vehicle movement or a collision. By making the first engaging surface 131 flush with the windshield mounting surface 14, a continuous and flat transition surface is formed, eliminating structural steps, enhancing the consistency of appearance between the windshield 10 and the door frame sealing strip 20, and improving the overall visual quality of the vehicle.

[0067] In some embodiments, see Figure 1 , Figure 3 , Figure 4 and Figure 6 The door mounting area 13 also has a second snap-fit ​​surface 132, which is located below and outside the first snap-fit ​​surface 131. The second snap-fit ​​surface 132 is used to support and fix the door sealing strip 30.

[0068] It should be noted that in this embodiment, the outer side refers to the side facing the door mounting area 13. Similar to the first snap-fit ​​surface 131, the second snap-fit ​​surface 132 can also be understood as being set in two sections. One section is located on the side edge of the top cover body 1 and is lower than the first snap-fit ​​surface 131, while the other section is located on the lower edge of the A-pillar side beam 2. The two snap-fit ​​surfaces are seamlessly connected to form a smooth second snap-fit ​​surface 132. The second snap-fit ​​surface 132 is located below and to the outside of the first snap-fit ​​surface 131, and the two are connected by a vertical transition surface at an angle to the vertical direction, which is suitable for the sealing structure of the butterfly door and facilitates the one-piece molding process of the top cover structure.

[0069] The second contact surface 132 ensures uniform adhesion of the door sealing strip 30 and, together with the first contact surface 131, forms a double sealing base adapted to the butterfly door structure, guaranteeing the sealing stability of the vehicle body. Moreover, the second contact surface 132 and the first contact surface 131 are molded synchronously with the roof structure, requiring no additional processing, ensuring positional accuracy, and further improving the overall sealing performance.

[0070] In some embodiments, see Figure 1 or Figure 6 The rear end of the top cover body 1 is provided with an antenna mounting position 15, which is recessed downwards.

[0071] Specifically, an antenna shark fin cover will be installed on the antenna mounting position 15. The recessed antenna mounting position 15 can accurately position and securely install the antenna shark fin cover, which helps to improve the overall appearance and refinement of the vehicle body, meeting the requirements of high-end models for exterior details.

[0072] Moreover, the antenna mounting position 15 is integrally formed at the rear end of the top cover body 1, eliminating the need for secondary processing such as milling and grinding. Furthermore, the forming precision is controllable, which can perfectly match the size of the antenna shark fin cover plate, thus helping to improve production efficiency.

[0073] Based on the same inventive concept, see [link to inventive concept] Figures 1 to 5 This application embodiment also provides a top cover assembly, including the aforementioned integrated butterfly door top cover structure and a top cover peripheral component 40, the top cover peripheral component 40 being connected to the lower part of the integrated butterfly door top cover structure.

[0074] The roof assembly provided in this application embodiment, due to including the aforementioned integrated butterfly door roof structure, possesses all the beneficial effects of the aforementioned integrated butterfly door roof structure. By forming an integrated carbon fiber composite structure with the A-pillar side beam 2, the front windshield crossbeam 3, and the roof body 1, not only is the structural rigidity and strength guaranteed, but the overall weight of the roof structure is also significantly reduced, truly realizing the lightweight design of the vehicle body, greatly reducing vehicle energy consumption, and achieving the ultimate performance requirements; at the same time, it significantly reduces the number of parts in the roof structure, improves the integrated design of the vehicle body, significantly reduces the development cost of molds and tooling fixtures, effectively controls the manufacturing cost of the entire vehicle, and improves the overall vehicle production efficiency.

[0075] In addition, the top cover peripheral component 40 is connected to the bottom of the top cover structure, and together with the top cover structure, it can form a reliable load-bearing body on the upper part of the vehicle body to ensure the safety of the passenger compartment. In the actual assembly process, the top cover structure can be directly connected to the top cover peripheral component 40 by adhesive bonding, which improves assembly efficiency while ensuring the overall structural rigidity.

[0076] For example, the roof peripheral components 40 may include a front bulkhead 401, an A-pillar reinforcing tube 402, a roof middle crossbeam 403, and a roof rear crossbeam 404. The front bulkhead 401 is located below the front windshield crossbeam 3, the A-pillar reinforcing tube 402 is located below the A-pillar side beam 2, the roof middle crossbeam 403 is located in the middle of the roof body 1, and the roof rear crossbeam 404 is located at the rear of the roof body 1.

[0077] In some embodiments, see Figures 2 to 5 The top cover peripheral parts 40 are connected to the integrated butterfly door top cover structure by adhesive 4. The width of adhesive 4 is ≥20mm and the thickness of adhesive 4 is 1.2mm-1.6mm.

[0078] By limiting the width of the adhesive 4 to greater than or equal to 20mm, the effective bonding area between the top cover structure and the top cover peripheral parts 40 can be guaranteed, which helps to distribute external forces more evenly, improves the bonding strength, and ensures the reliability of the connection. By limiting the thickness of the adhesive 4 to 1.2mm-1.6mm, the effective filling of the gap between the top cover structure and the top cover peripheral parts 40 can be guaranteed. It also helps to control the curing shrinkage of the adhesive 4, avoids positioning deviation of the top cover peripheral parts 40, and the moderately thick adhesive 4 will not add too much weight, which meets the requirements of vehicle lightweighting.

[0079] In addition, the specific limitations on the width and thickness of the adhesive 4 can ensure that the adhesive 4 can better play its elastic buffering role, absorb impact energy when the vehicle vibrates, reduce fatigue damage caused by rigid contact, help extend the service life of the bonded joint structure, and reduce the later maintenance cost.

[0080] Specifically, the adhesive 4 is a two-component polyurethane structural adhesive, and its width can be 20mm, 22mm or 25mm; its thickness can be 1.3mm, 1.4mm or 1.5mm, preferably 1.5mm. The above dimensions can ensure the best connection strength and fit clearance between the top cover structure and the top cover peripheral parts 40.

[0081] Based on the same inventive concept, embodiments of this application also provide a vehicle including the aforementioned roof assembly.

[0082] Since the vehicle provided in this application embodiment includes the aforementioned roof assembly, it possesses all the beneficial effects of the aforementioned roof assembly, which will not be repeated here.

[0083] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An integrated butterfly door top cover structure, characterized in that, include: Top cover body (1); Two A-column side beams (2) are integrally connected at their rear ends to the left and right ends of the front part of the top cover body (1); as well as The front windshield crossbeam (3) is integrally connected at both ends to the front ends of the two A-pillar side beams (2) on the corresponding sides. The roof body (1), the A-pillar side beams (2) and the front windshield crossbeam (3) together form a front windshield frame (11). The front windshield frame (11) is used to install the front windshield glass (10). Among them, the A-pillar side beam (2), the front windshield crossbeam (3), and the roof body (1) are all carbon fiber composite material components.

2. The integrated butterfly door top cover structure as described in claim 1, characterized in that, The front end face of the top cover body (1) is provided with a positioning hole (12), which is used to position the windshield (10).

3. The integrated butterfly door top cover structure as described in claim 1, characterized in that, The front side of the windshield beam (3) is connected to a wiper mounting plate (31) that extends forward and downward. The wiper mounting plate (31) is provided with mounting holes (311) for mounting wipers.

4. The integrated butterfly door top cover structure as described in claim 1, characterized in that, The top cover body (1) and the A-pillar side beam (2) cooperate to form a door mounting area (13), the door mounting area (13) has a first snap-fit ​​surface (131), the first snap-fit ​​surface (131) is used to support and fix the door frame sealing strip (20).

5. The integrated butterfly door top cover structure as described in claim 4, characterized in that, The front end of the top cover body (1) is provided with a downwardly recessed windshield mounting surface (14), the windshield mounting surface (14) is fitted to the lower side of the windshield (10), and the first snap-fit ​​surface (131) is flush with the windshield mounting surface (14).

6. The integrated butterfly door top cover structure as described in claim 4, characterized in that, The door mounting area (13) also has a second snap-fit ​​surface (132), which is located below and outside the first snap-fit ​​surface (131). The second snap-fit ​​surface (132) is used to support and fix the door sealing strip (30).

7. The integrated butterfly door top cover structure as described in claim 1, characterized in that, The rear end of the top cover body (1) is provided with an antenna mounting position (15), which is recessed downward.

8. The top cover assembly, characterized in that, Includes the integrated butterfly door top cover structure as described in any one of claims 1-7 and the top cover peripheral components, wherein the top cover peripheral components are connected to the lower part of the integrated butterfly door top cover structure.

9. The top cover assembly as claimed in claim 8, characterized in that, The peripheral parts of the top cover are connected to the integrated butterfly door top cover structure by an adhesive (4), the width of the adhesive (4) is ≥20mm, and the thickness of the adhesive (4) is 1.2mm-1.6mm.

10. A vehicle, characterized in that, Includes the top cover assembly as described in claim 8 or 9.

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