Vehicle

Abstract

The present disclosure relates to a vehicle, comprising a vehicle body structure, a front door and a rear door. Wherein the vehicle body structure comprises a front door opening and a rear door opening, and in the vertical direction, the lower edge of the rear door opening is lower than the lower edge of the front door opening; the front door is rotatably connected to the vehicle body structure to be able to close the front door opening; the rear door is rotatably connected to the vehicle body structure to be able to close the rear door opening. Through the above technical scheme, by setting the lower edge of the rear door opening of the vehicle body structure to be lower than the lower edge of the front door opening, the step height of the rear passengers when getting on and off the vehicle can be shortened, so that the passengers can enter or leave the vehicle without crossing the high door sill structure when getting on and off the vehicle, which can improve the convenience of entering or leaving the rear space of the vehicle and improve the user experience.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to a vehicle. Background Technology

[0002] As the automotive industry develops, users' demands for vehicles are constantly increasing, extending beyond just driving needs to include comfort. Among related technologies, SUVs have a relatively high entry barrier, affecting the ease of passenger entry and exit. Utility Model Content

[0003] The purpose of this disclosure is to provide a vehicle that improves the convenience of passenger boarding and alighting, thereby at least partially solving the aforementioned technical problems.

[0004] To achieve the above objectives, this disclosure provides a vehicle comprising: The vehicle body structure includes a front door opening and a rear door opening, wherein, in the vertical direction, the lower edge of the rear door opening is lower than the lower edge of the front door opening; A front door, rotatably connected to the vehicle body structure, capable of closing the front door opening; and The rear door is rotatably connected to the vehicle body structure so as to close the rear door opening.

[0005] By setting the lower edge of the rear door opening of the vehicle body structure to be lower than the lower edge of the front door opening, the step height for rear passengers when getting in and out of the vehicle can be shortened. This allows passengers to enter or leave the vehicle without having to step over a high threshold structure, improving the convenience of entering or leaving the rear space of the vehicle. This is especially convenient for groups such as the elderly and children to get in and out of the vehicle, thus enhancing the user experience.

[0006] In some possible implementations, the lower edge of the front door and the lower edge of the rear door are flush in the vertical direction.

[0007] This design prevents the lower edge of the rear door from getting too close to the ground, improving the door's adaptability to different environments when opening. It also creates a smooth lower airflow channel on the side of the vehicle, reducing wind resistance and improving NVH performance.

[0008] In some possible implementations, the vehicle includes a front floor and a rear floor, the lower edge of the front door opening is not lower than the front floor, and the lower edge of the rear door opening is lower than the rear floor.

[0009] This design reduces the step height for rear passengers when getting on and off the vehicle, making it easier for them to do so.

[0010] In some possible implementations, along the longitudinal direction of the vehicle, the height of the area of ​​the rear floor corresponding to the rear door opening is higher than the height of the area of ​​the front floor corresponding to the front door opening.

[0011] In this way, the rear floor is raised to accommodate the rear door opening area, which can meet the assembly requirements of other structures at the rear of the vehicle.

[0012] In some possible implementations, the height difference between the lower edge of the rear door opening and the lower edge of the front door opening is 45mm to 60mm in the vertical direction.

[0013] This not only makes it easier for rear passengers to get on and off the vehicle, but also ensures the vehicle's collision safety performance.

[0014] In some possible implementations, the vehicle includes a side panel and an inner sill panel, the side panel forming the front door opening and the rear door opening, and the inner sill panel being connected to the side panel to form a sill beam structure together with the side panel.

[0015] In this way, the door sill beam structure can improve the vehicle's collision performance and enhance vehicle safety.

[0016] In some possible implementations, the vehicle includes a front floor and a front sill guard connected to the front floor and the vehicle side panel, the front sill guard having a front tread surface; and / or, The vehicle includes a rear floor and a rear sill plate, the rear sill plate being connected to the rear floor and the vehicle side panel, the rear sill plate having a rear tread surface that is recessed downwards into the top surface of the rear floor.

[0017] This reduces the step height for rear passengers when getting on and off the vehicle, making it easier for them to do so.

[0018] In some possible implementations, the sill beam structure has an installation space and a reinforcing beam located within the installation space, the reinforcing beam being positioned below the front door opening and the rear door opening.

[0019] Thus, the reinforcing beam is positioned at the main load-bearing location in a side collision, thereby improving the vehicle's collision performance and safety.

[0020] In some possible implementations, the reinforcing beam has a first reinforcing section and a second reinforcing section connected sequentially along the front-rear direction of the vehicle. The first reinforcing section is located below the front door opening, and the second reinforcing section extends to below the rear door opening. The thickness of the first reinforcing section in the vertical direction is greater than the thickness of the second reinforcing section in the vertical direction. The end of the first reinforcing section away from the second reinforcing section is connected to the A-pillar assembly and / or the front crossbeam assembly.

[0021] This not only improves the strength of the vehicle body structure when the vehicle is subjected to a side collision, but also further enhances the vehicle's safety performance when the vehicle is subjected to a frontal or offset collision. Due to the increased thickness of the first reinforcing section connected to the A-pillar assembly and / or the front crossbeam assembly, the vehicle can better absorb the force generated by the collision, reduce body intrusion, protect the occupants, and improve the vehicle's side collision safety performance.

[0022] In some possible implementations, the reinforcing beam includes a first reinforcing beam and a second reinforcing beam stacked in a vertical direction. The second reinforcing beam includes a first segment connected to the first reinforcing beam and a second segment connected to the first segment. The first reinforcing beam and the first segment form the first reinforcing segment, and the second segment forms the second reinforcing segment.

[0023] In this way, the first reinforcing beam can be connected to the top surface of the second reinforcing beam by connection methods known to those skilled in the art, such as welding, bolting, or riveting, to form a first reinforcing section with a larger thickness in the vertical direction, thereby improving the safety performance in head-on and offset collisions.

[0024] In some possible implementations, the sill beam structure has a bottom edge extending in the longitudinal direction of the vehicle, the lower edge of the rear door opening and the bottom edge are vertically spaced at a first distance, and the lower edge of the front door opening and the bottom edge are vertically spaced at a second distance, the second distance being greater than the first distance.

[0025] In this way, the lower edge of the rear door opening is lower in the vertical direction than the lower edge of the front door opening, while the size of the rear door opening is increased at least in the vertical direction, so as to facilitate the entry and exit of rear passengers and improve the passenger riding experience.

[0026] In some possible implementations, the installation space includes a first installation space located below the front door opening and a second installation space located below the rear door opening, wherein the vertical dimension of the first installation space is greater than the vertical dimension of the second installation space.

[0027] This allows for the placement of more reinforcing components within the first mounting space to enhance vehicle body strength, thereby improving the vehicle's crash performance.

[0028] In some possible implementations, the vehicle body side panel includes an outer side panel and a side panel reinforcement plate connected to the outer side panel. The outer side panel forms the front door opening and the rear door opening. The side panel reinforcement plate connects between the outer side panel and the inner sill panel and forms the mounting space between the outer side panel and the inner sill panel.

[0029] This improves the strength of the vehicle's side panels. When a side collision occurs, the side panel reinforcement can effectively disperse and transfer the impact force, preventing excessive compression of the passenger compartment and improving the safety of the occupants.

[0030] In some possible implementations, the side panel includes a side panel body and a front wall panel portion and a rear wall panel portion extending from the side panel body toward the interior of the vehicle, the front wall panel portion forming the front door opening, the rear wall panel portion forming the rear door opening, and the side panel reinforcement plate connecting the front wall panel portion and the rear wall panel portion.

[0031] In this way, when the vehicle is involved in a side collision, the front and rear wall panels can quickly transfer the impact force through the side reinforcement plates, reducing the compression deformation of the front and rear door openings and improving the safety of the occupants.

[0032] In some possible implementations, the edge of the front wall panel is formed with a front flange structure, and the side reinforcement plate has a first flange connecting the front flange structure and the inner sill plate; and / or, The rear wall panel has a rear flange structure at its edge, and the side reinforcement plate has a second flange connecting the rear flange structure and the inner sill plate.

[0033] This significantly increases the contact area between the side reinforcement plate and the front and / or rear wall panels, as well as the inner sill panel, thereby improving the connection stability between the side reinforcement plate and the front and / or rear wall panels, as well as the inner sill panel.

[0034] In some possible implementations, the front wall panel includes a front transition plate portion connecting the side panel body and the front flange structure, at least one of the side panel body, the front transition plate portion, and the front flange structure being adapted to seal against the front door; and / or, The rear wall panel includes a rear transition plate portion connected between the side panel body and the rear flange structure, and at least one of the side panel body, the rear transition plate portion and the rear flange structure is adapted to be sealed and fitted to the rear door.

[0035] In this way, the front transition plate and / or the rear transition plate can also serve as a force transmission structure between the side panel and the corresponding front and / or rear flange structures, which can transmit the force on the side of the vehicle body and enhance the local strength of the outer side panel.

[0036] In some possible implementations, the reinforcing beam is connected to at least one of the side reinforcement plate and the inner sill plate.

[0037] In this way, the reinforced beams, side reinforcement plates, and sill inner plates can form a collaborative force-bearing frame, optimize the force transmission path, and improve vehicle collision performance.

[0038] In some possible implementations, the side panel reinforcement and the reinforcement beam are connected by a plurality of first connectors spaced apart along the longitudinal direction of the vehicle.

[0039] This improves the connection stability between the reinforcing beam and the side reinforcement plate.

[0040] In some possible implementations, the reinforcing beam is connected to the inner sill plate via a second connector.

[0041] This improves the connection stability between the reinforcing beam and the inner sill plate.

[0042] In some possible implementations, the second connector includes a plurality of connecting brackets spaced apart along the longitudinal direction of the vehicle; and / or, The second connector includes an adhesive structure connecting the reinforcing beam and the inner sill plate.

[0043] In some possible implementations, in the vertical direction, the side reinforcement plate has a mounting area located below the outer side plate, the mounting area having a connection structure connected to the reinforcement beam, and the vehicle body structure further includes a sill plate covering the connection structure and / or the mounting area.

[0044] This reduces connection failures such as rust or loosening caused by exposure of the connection structure and installation area, as well as surface damage. It also improves aesthetics and facilitates maintenance and replacement.

[0045] In some possible implementations, the vehicle includes a front crossbeam assembly, a rear crossbeam assembly, and a longitudinal beam located between the front crossbeam assembly and the rear crossbeam assembly. The front end of the sill beam structure is connected to the front crossbeam assembly, and the rear end of the sill beam structure is connected to the rear crossbeam assembly. A force transmission structure is provided between the longitudinal beam and the sill beam structure.

[0046] In this way, when the vehicle encounters a side collision, frontal collision, frontal offset collision, rear collision, or rear offset collision, the collision force will be transferred to the sill beam structure. The sill beam will transfer the force to the front crossbeam assembly through the front end and to the rear crossbeam assembly through the rear end. At the same time, it will be transferred to the longitudinal beams through the force transmission structure, so that the collision force on the side of the vehicle is distributed to the front crossbeam assembly, the rear crossbeam assembly, and the longitudinal beams. This reduces the possibility of the sill beam breaking due to large lateral forces on the vehicle and the side of the passenger compartment being squeezed and deformed, thereby improving the side collision performance of the vehicle.

[0047] In some possible implementations, the force transmission structure includes a plurality of energy-absorbing structures and / or reinforcing structures spaced apart along the longitudinal direction of the vehicle.

[0048] In this way, the energy-absorbing structure can collapse and deform laterally to absorb energy, thereby improving the vehicle's collision performance. Furthermore, the reinforcing structure can be connected between the sill beam structure and the longitudinal beams to enhance the overall structural strength.

[0049] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0050] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of the vehicle body structure provided in an exemplary embodiment of this disclosure; Figure 2 This is a bottom view of the vehicle body structure provided in the exemplary embodiment of this disclosure, taken in the vertical direction from bottom to top. Figure 3 This is a schematic diagram of the structure of the vehicle side panel assembled with the inner sill plate according to an exemplary embodiment of this disclosure; Figure 4 This is a schematic diagram of the sill beam structure provided in an exemplary embodiment of this disclosure; Figure 5 This is a schematic diagram of the structure of the reinforcing beam connected to the inner sill plate provided in an exemplary embodiment of this disclosure; Figure 6 This is a cross-sectional view of the threshold beam structure provided in an exemplary embodiment of this disclosure; Figure 7 This is a cross-sectional view of the vehicle body structure in the front door opening area provided in an exemplary embodiment of this disclosure; Figure 8 This is a cross-sectional view of the vehicle body structure in the rear door opening area provided in an exemplary embodiment of this disclosure.

[0051] Explanation of reference numerals in the attached figures 100. Vehicle body structure; 10. A-pillar assembly; 20. Front crossbeam assembly; 30. Rear crossbeam assembly; 40. Longitudinal beam; 50. Force transmission structure; 501. Reinforcing structure; 60. Front door; 70. Rear door; 1. Vehicle body side panel; 11. Front door opening; 12. Rear door opening; 13. Side panel outer panel; 131. Side panel body; 132. Front wall panel; 1321. Front flange structure; 1322. Front transition panel; 133. Rear wall panel; 1331. Rear flange structure; 1332. Rear transition panel; 14. Side panel reinforcement plate; 141. First flange; 142. Second flange; 143. Installation area; 2. Front floor; 21. Front sill guard plate; 211. Front step surface; 3. Rear floor; 31. Rear sill guard plate; 311. Rear step surface; 4. Sill inner panel; 5. Sill beam structure; 51. Installation space; 6. Reinforcing beam; 61. First reinforcing section; 62. Second reinforcing section; 63. First reinforcing beam; 64. Second reinforcing beam; 65. First connector; 66. Second connector; 7. Sill trim. Detailed Implementation

[0052] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0053] In this disclosure, unless otherwise stated, "inner" and "outer" refer to the interior and exterior of the outline of the corresponding component; "far" and "near" refer to the distance of the corresponding component relative to another component in terms of spatial position. Furthermore, the terms "first," "second," etc., used in this disclosure are for distinguishing one element from another and do not have sequential or importance. When the following description relates to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0054] The inventors discovered through research that, in related technologies, the threshold height of SUV models is relatively high, which affects the convenience of passengers getting in and out of the vehicle.

[0055] To at least partially solve the above problems, refer to Figures 1 to 8 As shown, this disclosure provides a vehicle including a body structure 100, a front door 60, and a rear door 70. The body structure 100 includes a front door opening 11 and a rear door opening 12. In the vertical direction, the lower edge of the rear door opening 12 is lower than the lower edge of the front door opening 11. The front door 60 is rotatably connected to the body structure 100 to close the front door opening 11. The rear door 70 is rotatably connected to the body structure 100 to close the rear door opening 12.

[0056] It is understood that, as used in this disclosure, "front" and "rear" refer to the front and rear of the vehicle during preparation and normal driving, with the vertical direction being the height direction of the vehicle. For example, one can refer to... Figure 1 The directions shown are "front, rear, left, right," with the Z direction representing the vehicle's height. The front door opening 11 corresponds to the driver's and front passenger's seats, while the rear door opening 12 corresponds to the rear passenger space from front to back. The front door opening 11 and rear door opening 12 are used for front and rear passengers to get in and out of the vehicle, respectively.

[0057] In addition, the front door 60 and the rear door 70 are respectively in Figure 7 and Figure 8 As illustrated in the diagram, taking an SUV as an example, both the front door 60 and the rear door 70 can be rotatably connected to the body structure 100. For example, the front door 60 and the rear door 70 can be rotated outward to open the front door opening 11 and the rear door opening 12 respectively, or the front door 60 and the rear door 70 can be rotated inward to close the front door opening 11 and the rear door opening 12 respectively.

[0058] It is understood that the vehicle may be a fuel-powered vehicle or a new energy vehicle, and this disclosure is not limited thereto.

[0059] By setting the lower edge of the rear door opening 12 of the vehicle body structure 100 to be lower than the lower edge of the front door opening 11, the step height for rear passengers when getting in and out of the vehicle can be shortened. This allows passengers to enter or leave the vehicle without having to step over a high threshold structure, improving the convenience of entering or leaving the rear space of the vehicle and making it easier for groups such as the elderly and children to get in and out of the vehicle, thus enhancing the user experience.

[0060] In some possible implementations, refer to Figure 1 and Figure 4 , Figure 5 As shown, the vehicle also includes a side panel 1 and an inner sill panel 4. The side panel 1 forms a front door opening 11 and a rear door opening 12. The inner sill panel 4 is connected to the side panel 1 to form a sill beam structure 5. The sill beam structure 5 has an installation space 51 and a reinforcing beam 6 located within the installation space 51. By using the side panel 1 and the inner sill panel 4 to form the installation space 51 and providing the reinforcing beam 6, the strength of the vehicle body structure 100 can be improved. The reinforcing beam 6 is located below the front door opening 11 and the rear door opening 12. The location of the reinforcing beam 6 is the main load-bearing position in a side collision, improving convenience while providing safety protection for the front and rear passenger compartments. This improves the vehicle's collision performance and enhances its safety.

[0061] In some possible implementations, the lower edges of the front door 60 and the rear door 70 are flush in the vertical direction. This prevents the lower edge of the rear door 70 from being too close to the ground, improving its environmental adaptability when open. Furthermore, the lower edge of the rear door 70 can be aligned with the height of the reinforcing beam 6, creating a continuous impact path in the event of a side collision. This avoids weak points created by the height difference between the rear doors, improving the vehicle's collision performance and better protecting passenger safety.

[0062] Understandably, the flush lower edge of the door creates a smooth lower airflow channel on the side of the vehicle, reducing wind resistance and improving the vehicle's NVH (Noise, Vibration, Harshness) performance. It also allows the side of the vehicle to form a continuous and regular lower profile from the front to the rear, facilitating a uniform fit between the door and the body structure and enhancing the vehicle's aesthetics.

[0063] In some possible implementations, refer to Figure 1 As shown, the vehicle may include a front floor 2 and a rear floor 3. The lower edge of the front door opening 11 is not lower than the front floor 2, so that there is sufficient assembly space in the vertical direction for installing structures such as the reinforcing beam 6 and the front crossbeam assembly 20 (which will be described in detail below) to ensure the thickness of the reinforcing beam 6 in the vertical direction and improve the side collision performance of the vehicle.

[0064] Furthermore, the lower edge of the rear door opening 12 is lower than the rear floor 3. This reduces the step height for rear passengers when getting on and off the vehicle, making it easier for them to do so. For example, a rear footrest 311 (described in detail below) can be formed between the rear door opening 12 and the rear floor 3. When getting on the vehicle, rear passengers can first place their feet on the lower rear footrest 311 before stepping onto the rear floor 3; when getting off the vehicle, rear passengers can first place their feet on the lower rear footrest 311 before stepping onto the ground outside the vehicle.

[0065] In some possible implementations, refer to Figure 1 As shown, along the longitudinal direction of the vehicle, the height of the area of ​​the rear floor 3 corresponding to the rear door opening 12 is higher than the height of the area of ​​the front floor 2 corresponding to the front door opening 11. This raised area of ​​the rear floor 3 corresponding to the rear door opening 12 allows for the adaptation to the assembly requirements of other structures at the rear of the vehicle. For example, in new energy vehicles, the battery pack can be placed under the front floor 2, and components such as the fuel tank and exhaust assembly can be placed under the rear floor 3. Raising the rear floor 3 provides more vertical space for the battery pack, reducing the possibility of damage from road obstacles due to its proximity to the ground and improving chassis passability.

[0066] Understandably, the raised rear floor area 3 can better fit the rear footrest surface 311, making the connection between the rear footrest surface 311 and the rear floor 3 smoother, reducing the risk of bumps when getting in and out of the vehicle, and further improving the getting in and out experience for rear passengers.

[0067] In some possible implementations, the height difference between the lower edge of the rear door opening 12 and the lower edge of the front door opening 11 in the vertical direction is 45mm to 60mm. This ensures both the vehicle's collision safety performance and facilitates rear passenger entry and exit. However, if the height difference is less than 45mm, the difference between the rear door opening 12 and the front door opening 11 is not significant, and the rear door opening 12 is too high, resulting in a large step height for rear passengers when getting in and out of the vehicle, making it inconvenient. If the height difference exceeds 60mm, the rear door opening 12 may be too low, potentially compressing the vertical dimensions of the installation space 51, resulting in a thinner reinforcing beam 6 in this part, affecting the vehicle's collision safety performance. It may also cause passengers to misstep when exiting the vehicle, meaning they need to step out before their feet are fully on the ground, increasing the risk of tripping.

[0068] In some possible implementations, refer to Figure 1 and Figure 3 , Figure 4 As shown, the vehicle includes a front floor 2 and a side body 1. A front sill guard 21 is connected to the front floor 2 and the sill beam structure 5 to enhance the lateral connection strength between the front floor 2 and the side body 1. The front sill guard 21 has a front step surface 211, which reduces the direct force exerted by passengers getting in and out of the vehicle on the side body 1, thus reducing the possibility of long-term stress and surface damage to the side body 1. Simultaneously, the front sill guard 21 can be detachably connected to at least one of the front floor 2 and the side body 1 to facilitate maintenance and replacement after long-term use by passengers.

[0069] Furthermore, the vehicle includes a rear floor 3 and a rear sill guard 31, the rear sill guard 31 being connected to the rear floor 3 and the vehicle side panel 1 to enhance the lateral connection strength between the rear floor 3 and the vehicle side panel 1. The rear sill guard 31 has a rear step surface 311, which is recessed downwards from the top surface of the rear floor 3, meaning that vertically, the height of the rear step surface 311 is lower than the height of the top surface of the rear floor 3. This shortens the step height for rear passengers when getting in and out of the vehicle, making it easier for them to get in and out. For example, when getting in, rear passengers can first place their feet on the lower rear step surface 311 before stepping onto the rear floor 3; when getting out, rear passengers can first place their feet on the lower rear step surface 311 before stepping onto the ground outside the vehicle.

[0070] In some possible implementations, refer to Figure 5As shown, the reinforcing beam 6 may have a first reinforcing section 61 and a second reinforcing section 62 connected sequentially along the front-rear direction of the vehicle. The first reinforcing section 61 is located below the front door opening 11, and the second reinforcing section 62 extends to below the rear door opening 12. The thickness of the first reinforcing section 61 in the vertical direction is greater than the thickness of the second reinforcing section 62 in the vertical direction. The end of the first reinforcing section 61 away from the second reinforcing section 62 is connected to at least one of the A-pillar assembly 10 and the front crossbeam assembly 20.

[0071] In this way, not only can the strength of the vehicle body structure 100 be improved when the vehicle is subjected to a side collision, but also the vehicle's safety performance can be further improved when the vehicle is subjected to a frontal or offset collision due to the increased thickness of the first reinforcing section 61 connected to at least one of the A-pillar assembly 10 and the front crossbeam assembly 20. During a collision, the vehicle can better absorb the force generated by the collision, reduce the intrusion of the vehicle body, protect the occupants, and improve the vehicle's side collision safety performance.

[0072] In some possible implementations, refer to Figure 5 As shown, the reinforcing beam 6 may include a first reinforcing beam 63 and a second reinforcing beam 64 stacked vertically. The second reinforcing beam 64 includes a first segment connected to the first reinforcing beam 63 and a second segment connected to the first segment. The first reinforcing beam 63 and the first segment form a first reinforcing segment 61, and the second segment forms a second reinforcing segment 62. The thickness of the first reinforcing segment 61 is the sum of the thicknesses of the first reinforcing beam 63 and the first segment of the second reinforcing beam 64, and the thickness of the second reinforcing segment 62 is the thickness of the second segment of the second reinforcing beam 64. Furthermore, the first reinforcing beam 63 may be connected to the top surface of the second reinforcing beam 64, and the connection method may be welding, bolting, riveting, or other connection methods known to those skilled in the art.

[0073] It is understood that the reinforcing beam 6 can be connected to at least one of the sill inner panel 4 and the vehicle side panel 1 for mounting in the installation space 51. Exemplarily, a connector is provided on at least one of the first reinforcing beam 63 and the second reinforcing beam 64 via FDS (FlowDrill Screw) technology, which can be connected to at least one of the sill inner panel 4 and the vehicle side panel 1 by means of, for example, welding, bolting, riveting, or structural adhesive bonding. This disclosure is not limited thereto.

[0074] In addition, in some other possible embodiments not shown in the accompanying drawings, the thickness of the reinforcing beam 6 in the front-rear direction can be varied in other suitable ways. For example, the reinforcing beam 6 can be constructed as an integrally formed structural component, and during the forming process, the thickness of the reinforcing beam 6 gradually decreases from front to back along the front-rear direction of the vehicle. Alternatively, the reinforcing section includes a first reinforcing section 61 and a second reinforcing section 62 arranged along the front-rear direction of the vehicle, wherein the thickness of the first reinforcing section 61 is greater than the thickness of the second reinforcing section 62.

[0075] For example, the reinforcing beam 6 can be made of aluminum through extrusion molding, or other materials known to those skilled in the art through extrusion molding. Extrusion molding can significantly improve the dimensional accuracy and surface quality of metal products. Compared with processing methods such as rolling and forging, extruded products have higher dimensional accuracy and better surface quality, thereby enabling the reinforcing beam 6 to have better quality and more complex shapes to adapt to different vehicle models and usage scenarios.

[0076] In some possible implementations, refer to Figure 4 As shown, the sill beam structure 5 has a bottom edge extending along the longitudinal direction of the vehicle. The lower edge of the rear door opening 12 and the bottom edge have a first vertical distance in the direction, and the lower edge of the front door opening 11 and the bottom edge have a second vertical distance in the direction, the second distance being greater than the first distance. In this way, the bottom of the sill beam structure 5 can remain flush with the vehicle's longitudinal direction, ensuring the vehicle's passability. Furthermore, the second distance being greater than the first distance allows the vehicle to withstand greater impact loads in frontal, offset, or side collisions, thereby improving the vehicle's safety performance.

[0077] In addition, the lower edge of the rear door opening 12 is lower in the vertical direction than the lower edge of the front door opening 11, and the rear door opening 12 is larger in size at least in the vertical direction, so as to facilitate the entry and exit of rear passengers and improve the passenger riding experience.

[0078] In some possible implementations, the mounting space 51 may include a first mounting space 51 located below the front door opening 11 and a second mounting space 51 located below the rear door opening 12, wherein the vertical dimension of the first mounting space 51 is larger than that of the second mounting space 51. This allows for more reinforcement members to be provided within the first mounting space 51 to improve vehicle body strength, thereby enhancing the vehicle's crash performance. For example, the first mounting space 51 may be used to accommodate a thicker first reinforcing segment 61, and the second mounting space 51 may be used to accommodate a second reinforcing segment 62. Alternatively, the thickness of some reinforcing beams 6 disposed within the first accommodating space may be greater. Furthermore, other structures such as reinforcing ribs may be provided within the first mounting space 51, and this disclosure is not limited thereto.

[0079] In some possible implementations, refer to Figure 3 and Figure 4As shown, the vehicle side panel 1 may include an outer side panel 13 and a side panel reinforcing plate 14 connected to the outer side panel 13. The outer side panel 13 forms a front door opening 11 and a rear door opening 12. The side panel reinforcing plate 14 connects the outer side panel 13 and the inner sill panel 4, forming an installation space 51 between them. Thus, by providing the side panel reinforcing plate 14, the outer side panel 13 can be connected to the inner sill panel 4 to form a stable frame structure, making the vehicle body structure 100 layout more compact and rational. Furthermore, by increasing the strength of the vehicle side panel 1, when a side collision occurs, the side panel reinforcing plate 14 can effectively disperse and transfer the collision force, preventing excessive compression of the passenger compartment and improving the safety of the occupants.

[0080] In some possible implementations, refer to Figure 3 As shown, the side panel 13 may include a side panel body 131 and a front wall panel portion 132 and a rear wall panel portion 133 extending from the side panel body 131 toward the vehicle interior. The front wall panel portion 132 forms a front door opening 11, and the rear wall panel portion 133 forms a rear door opening 12. A side panel reinforcing plate 14 connects the front wall panel portion 132 and the rear wall panel portion 133. In this way, by connecting the front wall panel portion 132 and the rear wall panel portion 133 through the side panel reinforcing plate 14, the strength of the side panel body 131 can be improved, allowing the side impact force to be evenly distributed to the entire side of the vehicle body, reducing the possibility of the force being concentrated at the front door opening 11 and the rear door opening 12, thereby improving the deformation resistance of the formed front door opening 11 and rear door opening 12. In addition, when the vehicle is involved in a side collision, the front wall panel 132 and the rear wall panel 133 can quickly transmit the collision force through the side reinforcement plate 14, reduce the compression deformation of the front door opening 11 and the rear door opening 12, and at the same time reduce the possibility of key components such as door hinges being deformed and failing due to compression, thereby improving the safety of the occupants.

[0081] In some possible implementations, refer to Figure 3 As shown, the edge of the front wall panel 132 has a front flange structure 1321, and the side wall reinforcement plate 14 has a first flange 141 connecting the front flange structure 1321 and the inner sill plate 4. Thus, the cooperation between the front flange structure 1321 and the first flange 141 significantly increases the contact area between the side wall reinforcement plate 14 and the front wall panel 132 and the inner sill plate 4, thereby improving the connection stability between the side wall reinforcement plate 14 and the front wall panel 132 and the inner sill plate 4. For example, welding or bolting can be used to distribute the stress points of the welded or bolted connection more evenly, avoiding connection failure caused by localized stress concentration.

[0082] Understandably, when a vehicle encounters a side collision, the collision force can be evenly transmitted to, for example, the front crossbeam assembly 20 through the path of the front flap structure 1321, the first flap 141, and the inner sill plate 4, effectively dispersing and transmitting the collision force, reducing the possibility of excessive local stress on the side panel 1 of the vehicle body leading to deformation or even damage, and improving the vehicle's collision performance.

[0083] Furthermore, the rear wall panel 133 has a rear flange structure 1331 at its edge, and the side wall reinforcement 14 has a second flange 142 connecting the rear flange structure 1331 and the inner sill panel 4. Similarly, through the cooperation of the rear flange structure 1331 and the second flange 142, the contact area between the side wall reinforcement 14 and the rear wall panel 133 and the inner sill panel 4 can be significantly increased, thereby improving the connection stability between the side wall reinforcement 14 and the rear wall panel 133 and the inner sill panel 4, and effectively dispersing and transmitting collision forces, which will not be elaborated further in this disclosure.

[0084] In some possible implementations, refer to Figure 3 As shown, the front wall panel portion 132 may include a front transition plate portion 1322 connected between the side panel body 131 and the front flange structure 1321. At least one of the side panel body 131, the front transition plate portion 1322, and the front flange structure 1321 is adapted to be sealed and fitted with the front door. In this way, a sealed coverage area is formed. Exemplarily, when the front door is closed, at least one of the side panel body 131, the front transition plate portion 1322, and the front flange structure 1321 can be sealed and fitted with the front door to isolate the vehicle interior from the external environment, effectively preventing rainwater and dust from entering the vehicle interior, while reducing wind noise and external noise transmission, and improving the quietness of the vehicle interior.

[0085] It is understandable that the front transition plate 1322 can also serve as a force transmission structure between the side panel 131 and the front flange structure 1321, which can transmit the force on the side of the vehicle body (such as the impact force when the door is closed, the side collision force) and enhance the local strength of the side panel 13.

[0086] Furthermore, the rear wall panel portion 133 may include a rear transition plate portion 1332 connected between the side panel body 131 and the rear flange structure 1331. At least one of the side panel body 131, the rear transition plate portion 1332, and the rear flange structure 1331 is adapted to seal against the rear door. Similarly, a sealed covering area is formed to isolate the vehicle interior from the external environment, and at the same time, as a force transmission structure between the side panel body 131 and the rear flange structure 1331, it can transmit the forces on the side of the vehicle body, which will not be described in detail here.

[0087] In some possible implementations, refer to Figures 4 to 8As shown, the reinforcing beam 6 is connected to at least one of the side reinforcement plate 14 and the inner sill plate 4. In this way, the reinforcing beam 6, the side reinforcement plate 14, and the inner sill plate 4 can form a cooperative force-bearing frame, which can prevent the collision force from being concentrated on any single component when the vehicle encounters a side collision, thereby improving the vehicle's collision performance.

[0088] Furthermore, the reinforcement beam 6, when connected to either or both of the side reinforcement plate 14 and the inner sill plate 4, optimizes the force transmission path, enabling the transmission of collision force between the side reinforcement plate 14, the reinforcement beam 6, and the inner sill plate 4. This reduces the load-bearing pressure of the aforementioned flanged connection, decreases the possibility of cracking and deformation of the flanged connection due to excessive stress, and improves the overall performance of the vehicle.

[0089] In some possible implementations, refer to Figure 5 As shown, the side reinforcement plate 14 and the reinforcement beam 6 can be connected by a plurality of first connectors 65 spaced apart along the longitudinal direction of the vehicle to improve the connection stability between the reinforcement beam 6 and the side reinforcement plate 14. Exemplarily, the first connectors 65 can be connected to the reinforcement beam 6 using FDS (Flow Drill Screw) technology, and then connected to the side reinforcement plate 14 by, for example, bolts. The first connectors 65 are constructed with a bent structure to have higher strength, improving the stability of the connection between the side reinforcement plate 14 and the reinforcement beam 6, and reducing the safety risk caused by the reinforcement beam 6 breaking off from the side reinforcement plate 14 in the event of a vehicle collision.

[0090] It is understood that in some other possible implementations, the first connector 65 may also be constructed in any other suitable structure according to actual needs, and this disclosure is not limited thereto.

[0091] In some possible implementations, refer to Figure 5 As shown, the reinforcing beam 6 can be connected to the inner sill plate 4 via the second connector 66 to improve the stability of the connection between the reinforcing beam 6 and the inner sill plate 4. Exemplarily, the second connector 66 may include a plurality of connecting brackets spaced apart along the longitudinal direction of the vehicle. These connecting brackets can be connected to the top surface of the reinforcing beam 6 via methods such as bolting, welding, or riveting. For example, they can be disposed on the top surface of the second reinforcing section 62 and then connected to the inner sill plate 4 via bolting, for example.

[0092] In addition, the second connector 66 may include an adhesive structure connecting the reinforcing beam 6 and the inner sill plate 4. Exemplarily, the adhesive structure may be constructed as, for example, a polyurethane structural adhesive, which may be disposed on at least one of the reinforcing beam 6 and the inner sill plate 4.

[0093] It is understood that either the second connector 66 or the adhesive structure can be selected according to actual needs, or both can be used simultaneously, and this disclosure does not make any specific restrictions in this regard.

[0094] In some possible implementations, refer to Figure 6 As shown, in the vertical direction, the side panel reinforcement 14 has a mounting area 143 located below the side panel outer plate 13, and the mounting area 143 has a connection structure for connecting to the reinforcement beam 6. Exemplarily, this connection structure may include mounting holes for flange bolts to pass through, which can thread the side panel reinforcement 14 and the aforementioned first connector 65. Thus, the mounting area is located below the side panel outer plate 13 and connected to the reinforcement beam 6 via the connection structure, enabling the collision force to be transmitted more directly to the sill inner plate 4, the front crossbeam assembly 20, the rear crossbeam assembly 30, and the longitudinal beam 40 located between the front crossbeam assembly 20 and the rear crossbeam assembly 30 during a side collision. This further optimizes the force transmission path during a side collision, reduces passenger compartment deformation, and improves the vehicle's collision performance and passenger safety.

[0095] In addition, refer to Figure 1 , Figure 7 and Figure 8 As shown, the vehicle body structure 100 may further include a sill plate 7 covering at least one of the connecting structure and the mounting area 143. Thus, by covering at least one of the connecting structure and the mounting area 143 with the sill plate 7, connection failures such as rust or loosening, and surface damage caused by exposure of the connecting structure and mounting area, can be reduced. It is understood that, exemplarily, the sill plate 7 may be detachably connected to at least one of the side panel 13 and the side reinforcement plate 14, thereby improving aesthetics and facilitating maintenance and replacement.

[0096] In some possible implementations, refer to Figure 2 As shown, the vehicle includes a front crossbeam assembly 20, a rear crossbeam assembly 30, and a longitudinal beam 40 located between the front crossbeam assembly 20 and the rear crossbeam assembly 30. The front end of the sill beam structure 5 is connected to the front crossbeam assembly 20, and the rear end of the sill beam structure 5 is connected to the rear crossbeam assembly 30. A force transmission structure 50 is provided between the longitudinal beam 40 and the sill beam structure 5. In this way, when the vehicle encounters a side collision, a frontal collision, a frontal offset collision, a rear collision, or a rear offset collision, the collision force will be transmitted to the sill beam structure 5. The sill beam structure 5 transmits the force to the front crossbeam assembly 20 through its front end and to the rear crossbeam assembly 30 through its rear end. At the same time, it transmits the force to the longitudinal beam 40 through the force transmission structure 50. This disperses the collision force from the side of the vehicle to the front crossbeam assembly 20, the rear crossbeam assembly 30, and the longitudinal beam 40, reducing the possibility of sill beam breakage and passenger compartment side compression deformation due to large lateral forces on the vehicle, and improving the vehicle's side collision performance.

[0097] Therefore, the aforementioned front crossbeam assembly 20, rear crossbeam assembly 30, longitudinal beam 40, sill beam structure 5, and force transmission structure 50 form a basic frame that simultaneously possesses lateral and longitudinal characteristics, thereby enhancing the vehicle's all-scenario collision safety. Furthermore, the longitudinal beam 40 can be used to mount the battery pack. Through the layout of the front crossbeam assembly 20, rear crossbeam assembly 30, longitudinal beam 40, sill beam structure 5, and force transmission structure 50, the battery pack can be effectively protected, further improving the vehicle's safety performance. In addition, the front crossbeam assembly 20 may include structures such as a front bulkhead crossbeam, and the rear crossbeam assembly may include structures such as a rear crossbeam; this disclosure is not limited to these.

[0098] Wherein, the horizontal direction refers to the left-right direction of the vehicle, and the vertical direction refers to the front-back direction of the vehicle. For example, refer to Figure 2 As shown, the X direction is the forward and backward direction of the vehicle, and the Y direction is the left and right direction of the vehicle.

[0099] In some possible implementations, the force transmission structure 50 may include a plurality of energy-absorbing structures spaced apart along the longitudinal direction of the vehicle, wherein the energy-absorbing structure can laterally collapse and deform to absorb energy, thereby improving the vehicle's collision performance. Exemplarily, the energy-absorbing structure may be an energy-absorbing box capable of lateral deformation. Furthermore, refer to... Figure 2 As shown, the force transmission structure 50 may also include a plurality of reinforcing structures 501 arranged at intervals along the longitudinal direction of the vehicle. For example, the reinforcing structure 501 may include a reinforcing plate disposed between the sill beam structure 5 and the longitudinal beam 40 to improve the overall structural strength. It is understood that, depending on actual usage requirements, either the energy-absorbing structure or the reinforcing structure 501 may be used, or both may be used simultaneously; this disclosure does not specifically limit this. Furthermore, it is also possible to provide a collapsible structure on the reinforcing structure 501. In this way, the reinforcing structure 501 can not only provide reinforcement but also collapse under stress, acting as an energy-absorbing box.

[0100] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0101] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0102] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle, characterized in that, include: The vehicle body structure includes a front door opening and a rear door opening, wherein, in the vertical direction, the lower edge of the rear door opening is lower than the lower edge of the front door opening; The front door is rotatably connected to the vehicle body structure so as to close the front door opening; as well as The rear door is rotatably connected to the vehicle body structure so as to close the rear door opening.

2. The vehicle according to claim 1, characterized in that, In the vertical direction, the lower edge of the front door is flush with the lower edge of the rear door.

3. The vehicle according to claim 1, characterized in that, The vehicle body structure includes a front floor and a rear floor, the lower edge of the front door opening is not lower than the front floor, and the lower edge of the rear door opening is lower than the rear floor.

4. The vehicle according to claim 3, characterized in that, Along the longitudinal direction of the vehicle, the height of the area of ​​the rear floor corresponding to the rear door opening is higher than the height of the area of ​​the front floor corresponding to the front door opening.

5. The vehicle according to claim 1, characterized in that, In the vertical direction, the height difference between the lower edge of the rear door opening and the lower edge of the front door opening is 45mm~60mm.

6. The vehicle according to claim 1, characterized in that, The vehicle body structure includes a side panel and an inner sill panel. The side panel forms the front door opening and the rear door opening. The inner sill panel is connected to the side panel to form a sill beam structure together with the side panel.

7. The vehicle according to claim 6, characterized in that, The vehicle body structure includes a front floor and a front sill guard, the front sill guard being connected to the front floor and the vehicle side panel, and the front sill guard having a front step surface; and / or The vehicle body structure includes a rear floor and a rear sill plate. The rear sill plate is connected to the rear floor and the vehicle side panel. The rear sill plate has a rear tread surface that is recessed downwards into the top surface of the rear floor.

8. The vehicle according to claim 6, characterized in that, The threshold beam structure has an installation space and a reinforcing beam located within the installation space, the reinforcing beam being located below the front door opening and the rear door opening.

9. The vehicle according to claim 8, characterized in that, The reinforcing beam has a first reinforcing section and a second reinforcing section connected sequentially along the front-rear direction of the vehicle. The first reinforcing section is located below the front door opening, and the second reinforcing section extends to below the rear door opening. The thickness of the first reinforcing section in the vertical direction is greater than the thickness of the second reinforcing section in the vertical direction. The end of the first reinforcing section away from the second reinforcing section is connected to the A-pillar assembly and / or the front crossbeam assembly.

10. The vehicle according to claim 9, characterized in that, The reinforcing beam includes a first reinforcing beam and a second reinforcing beam stacked in a vertical direction. The second reinforcing beam includes a first segment connected to the first reinforcing beam and a second segment connected to the first segment. The first reinforcing beam and the first segment form the first reinforcing segment, and the second segment forms the second reinforcing segment.

11. The vehicle according to any one of claims 8-10, characterized in that, The sill beam structure has a bottom edge extending along the front-rear direction of the vehicle. The lower edge of the rear door opening and the bottom edge are at a first distance in the vertical direction, and the lower edge of the front door opening and the bottom edge are at a second distance in the vertical direction, the second distance being greater than the first distance.

12. The vehicle according to any one of claims 8-10, characterized in that, The installation space includes a first installation space located below the front door opening and a second installation space located below the rear door opening. The vertical dimension of the first installation space is larger than the vertical dimension of the second installation space.

13. The vehicle according to claim 8, characterized in that, The vehicle body side panel includes an outer side panel and a side panel reinforcement plate connected to the outer side panel. The outer side panel forms the front door opening and the rear door opening. The side panel reinforcement plate connects the outer side panel and the inner sill panel and forms the installation space between the outer side panel and the inner sill panel.

14. The vehicle according to claim 13, characterized in that, The side panel includes a side panel body and a front wall panel portion and a rear wall panel portion extending from the side panel body toward the interior of the vehicle. The front wall panel portion forms the front door opening, and the rear wall panel portion forms the rear door opening. The side panel reinforcement plate is connected to the front wall panel portion and the rear wall panel portion.

15. The vehicle according to claim 14, characterized in that, The edge of the front wall panel is formed with a front flange structure, and the side wall reinforcement plate has a first flange connecting the front flange structure and the inner sill plate; and / or, The rear wall panel has a rear flange structure at its edge, and the side reinforcement plate has a second flange connecting the rear flange structure and the inner sill plate.

16. The vehicle according to claim 15, characterized in that, The front wall panel includes a front transition plate portion connected between the side panel body and the front flange structure, at least one of the side panel body, the front transition plate portion, and the front flange structure being adapted to seal against the front door; and / or The rear wall panel includes a rear transition plate portion connected between the side panel body and the rear flange structure, and at least one of the side panel body, the rear transition plate portion and the rear flange structure is adapted to be sealed and fitted to the rear door.

17. The vehicle according to claim 13, characterized in that, The reinforcing beam is connected to at least one of the side reinforcement plate and the inner sill plate.

18. The vehicle according to claim 17, characterized in that, The side panel reinforcement plate and the reinforcement beam are connected by a plurality of first connectors arranged at intervals along the front-rear direction of the vehicle.

19. The vehicle according to claim 17, characterized in that, The reinforcing beam is connected to the inner sill plate via a second connector.

20. The vehicle according to claim 19, characterized in that, The second connector includes a plurality of connector brackets spaced apart along the longitudinal direction of the vehicle; and / or, The second connector includes an adhesive structure connecting the reinforcing beam and the inner sill plate.

21. The vehicle according to claim 17, characterized in that, In the vertical direction, the side reinforcement plate has an installation area located below the outer side plate, the installation area having a connection structure connected to the reinforcement beam, and the vehicle body structure further includes a sill plate covering the connection structure and / or the installation area.

22. The vehicle according to claim 6, characterized in that, The vehicle includes a front crossbeam assembly, a rear crossbeam assembly, and a longitudinal beam located between the front crossbeam assembly and the rear crossbeam assembly. The front end of the sill beam structure is connected to the front crossbeam assembly, and the rear end of the sill beam structure is connected to the rear crossbeam assembly. A force transmission structure is provided between the longitudinal beam and the sill beam structure.

23. The vehicle according to claim 22, characterized in that, The force transmission structure includes multiple energy-absorbing structures and / or reinforcing structures arranged at intervals along the longitudinal direction of the vehicle.

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