Vehicle body structure and vehicle

Abstract

The application discloses a vehicle body structure and a vehicle, and belongs to the technical field of automobile body structures. The vehicle body structure comprises a reinforcing structure, and the reinforcing structure comprises a cross beam and two joints. The cross beam is arranged to extend in a first direction. The two joints are oppositely arranged on the two sides of the cross beam in the first direction. In a second direction, parts of the joints protrude on the two sides of the cross beam. The two joints are integrally connected with the cross beam. According to the application, the two joints and the cross beam are arranged in an integral structure, so that the torsional stiffness of the vehicle structure can be directly improved, and the stiffness loss caused by traditional multi-component splicing can be reduced.

Description

Technical Field

[0001] This application relates to the field of automotive body structure technology, and more particularly to a body structure and a vehicle. Background Technology

[0002] The traditional upper structure of the D-pillar is made of multiple steel sheet metal pieces connected by spot welding. It is heavy and has low torsional stiffness / modal stiffness. This is not conducive to vehicle weight reduction and can easily cause vehicle resonance under road conditions such as braking and turning, affecting passenger comfort. Utility Model Content

[0003] This application provides a vehicle body structure that solves the technical problem of vehicle resonance caused by low overall torsional stiffness and low modal stiffness; another objective of this application is to provide a vehicle.

[0004] To achieve the above objectives, according to a first aspect of this application, a vehicle body structure is provided, including a reinforcing structure, said reinforcing structure comprising a crossbeam and two joints; The crossbeam extends along a first direction; The two joints are disposed opposite each other on both sides of the crossbeam in the first direction; along the second direction, a portion of the joint protrudes from both sides of the crossbeam, and the joint is integrally connected to the crossbeam to improve the torsional stiffness of the reinforcing structure. The second direction intersects with the first direction.

[0005] In some embodiments, the vehicle body structure further includes two first reinforcing plates connected to one side of the joint in the second direction.

[0006] In some embodiments, the vehicle body structure further includes two second reinforcing plates connected to the side of the joint opposite to the first reinforcing plate.

[0007] In some embodiments, the vehicle body structure further includes two first inner panels. In the third direction, the first inner panel is disposed on the side of the first reinforcing plate away from the joint, and together with the first reinforcing plate, forms a first cavity. The first inner panel is connected to the joint and the first reinforcing plate respectively. Wherein, the third direction, the first direction, and the second direction intersect each other.

[0008] In some embodiments, the vehicle body structure further includes two second inner panels, the second inner panels being disposed on the side of the joint facing away from the first inner panel in the second direction, and the second inner panels being located on the side of the second reinforcing plate facing away from the joint in the third direction, and forming a second cavity with the second reinforcing plate, the second inner panels being connected to the joint and the second reinforcing plate respectively.

[0009] In some embodiments, the connector includes a first body, a second body, and a third body, wherein: One end of the first body is integrally connected to the second body and the third body, and the other end of the first body is connected to the first reinforcing plate and the first inner plate. One end of the second body is integrally connected to the first body and the third body, and the other end of the second body is connected to the second reinforcing plate and the second inner plate, respectively. The end of the third body that is away from the first body and the second body is integrally connected to the crossbeam; In the second direction, the dimensions of the first body and the second body are larger than the dimensions of the third body.

[0010] In some embodiments, the crossbeam has a plurality of adhesive application grooves on one side in the second direction, and the plurality of adhesive application grooves are spaced apart along the first direction.

[0011] In some embodiments, the vehicle body structure further includes: Two electric support rod mounting structures are provided, the electric support rod mounting structures are integrally connected to the connector, and the electric support rod mounting structures are located on the second body. Two hinge mounting structures are integrally connected to the joint, and the hinge mounting structures are located on the third body.

[0012] In some embodiments, the vehicle body structure further includes a plurality of reinforcing ribs, wherein, in the third direction, the plurality of reinforcing ribs are disposed on the side of the reinforcing structure opposite to the first reinforcing plate.

[0013] According to a second aspect of this application, a vehicle is provided, including the body structure of any of the above embodiments.

[0014] Several embodiments of this application have one of the following beneficial effects: The vehicle body structure includes a reinforcing structure, which includes a crossbeam and two joints. The crossbeam extends along a first direction, and the two joints are positioned opposite each other on both sides of the crossbeam in the first direction. Along a second direction, portions of the joints protrude from both sides of the crossbeam, and the two joints are integrally connected to the crossbeam. By setting the two joints and the crossbeam as an integral structure, this application can directly improve the torsional stiffness of the vehicle structure and reduce the stiffness loss caused by traditional multi-component splicing.

[0015] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments 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.

[0017] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0018] Figure 1 This is a schematic diagram of the overall structure of the reinforcing structure provided in an exemplary embodiment of this disclosure; Figure 2 This is a schematic diagram of the overall structure of the vehicle body provided in an exemplary embodiment of this disclosure; Figure 3 This is an exploded view of the overall structure of the vehicle body provided in an exemplary embodiment of this disclosure; Figure 4 yes Figure 1 An enlarged schematic diagram of part A in the middle; Figure 5 yes Figure 2 Schematic diagram of the cross-sectional structure of BB.

[0019] Explanation of reference numerals in the attached figures: X - First direction; Y - Second direction; Z - Third direction; 100 - Reinforcing structure; 110 - Crossbeam; 111 - Glue application tank; 120 - Joint; 121 - First body; 122 - Second body; 123 - Third body; 200 - First reinforcing plate; 300 - Second reinforcing plate; 400 - First Inner Panel; 500 - Second Inner Panel; 600-Electric strut mounting structure; 700-Hinge mounting structure; 800 - Reinforcing rib; 910 - First cavity; 920 - Second cavity. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0021] In the description of this application, it should be understood that the terms "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not 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. Unless otherwise expressly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a connection that allows communication; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two elements or an interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances. Furthermore, although the terms "first," "second," etc., may be used herein to describe various components, these components should not be limited by these terms. These terms are used to distinguish one component from another. Therefore, the first component discussed below may be referred to as the second component without departing from the teachings of this application. As used herein, the term "and / or" includes all combinations of any one and more of the associated listed items.

[0022] In the description of this application, "multiple" means two or more, and "at least one" means one, two, or more, unless otherwise explicitly specified. In the description of this application, "perpendicular" means completely perpendicular to 90° or nearly completely perpendicular, for example, an angle of 80° to 100° is considered perpendicular. Similarly, "parallel" means completely parallel or nearly completely parallel, for example, a perfectly parallel angle of 10° is considered parallel.

[0023] In the accompanying drawings of the embodiments of this application, an arrow labeled X represents the first direction X, an arrow labeled Y represents the second direction Y, and an arrow labeled Z represents the third direction Z. The description of this application introduces the first direction X, the second direction Y, and the third direction Z to more clearly illustrate the relative positional relationships of the various components of the vehicle body structure. In practical applications, the first direction X, the second direction Y, and the third direction Z can point to any direction in space.

[0024] For ease of understanding, this application uses the first direction X as the length direction of the reinforcing structure, the second direction Y as the width direction of the reinforcing structure, and the third direction Z as the thickness direction of the reinforcing structure as an example for explanation. In practical applications, the first direction X, the second direction Y, and the third direction Z are perpendicular to each other.

[0025] The following disclosure provides many different implementations or examples for carrying out different structures of this application. To simplify the disclosure of this application, the components and arrangements of specific examples are described below. Of course, these are merely examples and are not intended to limit this application.

[0026] The traditional upper structure of the D-pillar of the car body is made of multiple steel sheet metal structures connected by spot welding. This design not only has a large overall weight, but also results in low torsional stiffness and modal performance of the body. This is not conducive to achieving the goal of lightweighting the body, and it is also easy to cause resonance of the whole vehicle under driving conditions such as braking and cornering, which will negatively affect the ride comfort of the passengers.

[0027] In view of this, embodiments of this application provide a buffer structure to solve at least part of the above-mentioned technical problems.

[0028] According to the first aspect of this application, please refer to Figure 1 This embodiment provides a vehicle body structure including a reinforcing structure 100, which includes a crossbeam 110 and two joints 120. The crossbeam 110 extends along a first direction X. The two joints 120 are positioned opposite each other on both sides of the crossbeam 110 along the first direction X. Along a second direction Y, portions of the joints 120 protrude from both sides of the crossbeam 110; that is, the reinforcing structure 100 is generally H-shaped. The two joints 120 are integrally connected to the crossbeam 110, and this connection method effectively improves the torsional stiffness of the vehicle body structure.

[0029] It should be noted that the integrated connection between the two connectors 120 and the crossbeam 110 means that the three are integrally formed. In traditional solutions, the connection between the vehicle's D-pillar, C-pillar, and crossbeam 110 is usually achieved through separate connectors 120. In contrast, this embodiment integrates the two connectors 120 and the crossbeam 110 into a single reinforcing structure 100. This integrated design not only improves the torsional stiffness of the crossbeam 110 but also effectively reduces the overall weight of the vehicle body structure, contributing to vehicle lightweighting.

[0030] Specifically, the reinforcing structure 100 can be made of cast aluminum, whose properties can further reduce the weight of the vehicle body structure and enhance the lightweight effect. In addition, the design of the joint 120 protruding to both sides of the crossbeam 110 is intended to achieve a stable connection with the vehicle's D-pillar and C-pillar respectively. Through this connection method, the vehicle's D-pillar, C-pillar and reinforcing structure 100 can form a complete load-bearing unit. During vehicle operation, this integrated structure can more evenly transmit and distribute the force, further improving the stability and reliability of the vehicle body structure.

[0031] As can be seen from the above technical solution, this embodiment, by setting the two joints 120 and the crossbeam 110 as an integrated structure, can directly improve the torsional stiffness of the vehicle structure and reduce the stiffness loss caused by traditional multi-component splicing. At the same time, the integrated design eliminates redundant connecting parts and material redundancy required for spot welding processes. Combined with the use of cast aluminum material, it can effectively reduce the overall weight of the vehicle body and achieve the goal of lightweighting. The combination of these two aspects can not only reduce vehicle resonance under conditions such as braking and cornering, improving passenger comfort, but also indirectly reduce vehicle energy consumption through lightweighting, balancing structural performance and economic efficiency.

[0032] In some embodiments, please refer to Figure 2 and Figure 3 The vehicle body structure also includes two first reinforcing plates 200, which are connected to one side of the joint 120 in the second direction Y. It is understood that... Figure 2 Based on the vertical and horizontal orientations shown, each joint 120 is connected to a first reinforcing plate 200 on its upper side. Both first reinforcing plates 200 extend along the second direction Y and are relatively distributed along the first direction X. Functionally, the first reinforcing plates 200 serve two purposes: firstly, they establish a connection with the vehicle's D-pillar, further improving the assembly relationship of the vehicle body structure; secondly, they enhance the overall torsional rigidity of the vehicle body structure, working synergistically with the integrated reinforcing structure 100 to jointly improve vehicle body performance.

[0033] It should be noted that, in order to ensure the reliability and stability of the connection, part of the first reinforcing plate 200 overlaps with the joint 120. The connection between the first reinforcing plate 200 and the joint 120 is achieved by SPR (Self-Piercing Riveting). This process does not require pre-drilling and can complete punching and riveting in one step during the connection process, which can improve assembly efficiency and ensure the structural strength of the connection part.

[0034] In some embodiments, please refer to Figure 2 and Figure 3 The vehicle body structure also includes two second reinforcing plates 300, which are connected to the joint 120 on the side opposite to the first reinforcing plate 200. That is, the second reinforcing plate 300 and the first reinforcing plate 200 are located on opposite sides of the reinforcing structure 100 in the second direction Y. It can be understood that... Figure 2Based on the vertical and horizontal orientations shown, each joint 120 has a corresponding second reinforcing plate 300 connected to its lower side. Both second reinforcing plates 300 extend along the second direction Y and are relatively distributed along the first direction X. Functionally, the second reinforcing plates 300 serve two purposes: firstly, to establish a connection with the vehicle's C-pillar, further improving the assembly relationship of the vehicle body structure; and secondly, to enhance the overall torsional rigidity of the vehicle body structure, working synergistically with the integrated reinforcing structure 100 to jointly improve vehicle body performance.

[0035] It should be noted that, in order to ensure the reliability and stability of the connection, part of the second reinforcing plate 300 overlaps with the joint 120. The connection between the second reinforcing plate 300 and the joint 120 is achieved by SPR (Self-Piercing Riveting). This process does not require pre-drilling and can complete punching and riveting in one step during the connection process, which can improve assembly efficiency and ensure the structural strength of the connection part.

[0036] In some embodiments, please refer to Figure 2 , Figure 3 and Figure 5 In addition to the aforementioned reinforcing structure 100 and two first reinforcing plates 200, the vehicle body structure also includes two first inner plates 400. From the assembly position perspective, in the third direction Z, the first inner plate 400 is located on the side of the first reinforcing plate 200 facing away from the joint 120. It should be noted that... Figure 2 Based on the orientation shown, the portion of the first reinforcing plate 200 that overlaps with the joint 120 is located behind the joint 120, while the first inner plate 400 is located behind the first reinforcing plate 200.

[0037] The first inner plate 400 is in contact with a portion of the first reinforcing plate 200. For this contact area, welding is used to connect them. Welding allows the first inner plate 400 and the first reinforcing plate 200 to form a tight structural whole, preventing the connection from loosening due to vibration during vehicle operation. On the other hand, part of the first inner plate 400 overlaps with the joint 120. For this overlapping area, SPR self-piercing riveting process can be used for connection. This process does not require pre-drilling and can complete punching and riveting in one go, improving assembly efficiency while ensuring connection strength. Ultimately, the first inner plate 400 establishes a reliable connection with the first reinforcing plate 200 and the joint 120, ensuring structural stability.

[0038] Once the first inner panel 400 is installed, it will form a first cavity 910 together with the corresponding first reinforcing plate 200 to improve the torsional resistance of the vehicle body structure. In addition, the surface of the first inner panel 400 is pre-set with mounting points for interior components, wiring harnesses, etc., providing an installation basis for subsequent vehicle interior assembly (such as side trim panels and headliner fixing) and wiring harness layout (such as door control wiring harnesses and ambient lighting wiring harnesses).

[0039] It should be noted that process mounting holes can be provided on the first reinforcing plate 200 and the first inner plate 400 to allow for compatibility with other structures of the vehicle.

[0040] In some embodiments, please refer to Figure 2 , Figure 3 and Figure 5 The vehicle body structure also includes two additional second inner panels 500. From an assembly perspective, the second inner panel 500 is located on the side of the joint 120 facing away from the first inner panel 400 in the second direction Y; the second inner panel 500 is located on the side of the second reinforcing plate 300 facing away from the joint 120 in the third direction Z. It should be noted that... Figure 2 Based on the orientation shown, the portion of the second reinforcing plate 300 that overlaps with the joint 120 is located behind the joint 120, while the second inner plate 500 is located behind the second reinforcing plate 300.

[0041] The second inner plate 500 is in contact with a portion of the second reinforcing plate 300. For this contact area, welding is used to connect them. Welding allows the second inner plate 500 and the second reinforcing plate 300 to form a tight structural whole, preventing the connection from loosening due to vibration during vehicle operation. On the other hand, part of the second inner plate 500 overlaps with the joint 120. For this overlapping area, SPR self-piercing riveting process can be used for connection. This process does not require pre-drilling and can complete punching and riveting in one go, improving assembly efficiency while ensuring connection strength. Ultimately, the second inner plate 500 establishes a reliable connection with the second reinforcing plate 300 and the joint 120, ensuring structural stability.

[0042] Once the second inner panel 500 is installed, it will work together with the corresponding second reinforcing plate 300 to form a second cavity 920, improving the torsional resistance of the vehicle body structure. In the second direction Y, the second cavity 920 and the first cavity 910 form a relatively distributed double-cavity structure in the vehicle body structure. In addition, the surface of the second inner panel 500 is pre-set with mounting points for interior components, wiring harnesses, etc., providing an installation basis for subsequent vehicle interior assembly (such as side trim panels and headliner fixing) and wiring harness layout (such as door control wiring harnesses and ambient lighting wiring harnesses).

[0043] It should be noted that process mounting holes can be provided on the second reinforcing plate 300 and the second inner plate 500 to allow for compatibility with other structures of the vehicle.

[0044] In some embodiments, please refer to Figure 4The connector 120 includes a first body 121, a second body 122, and a third body 123. One end of the first body 121 is integrally connected to both the second body 122 and the third body 123, and the other end of the first body 121 is connected to both the first reinforcing plate 200 and the first inner plate 400. One end of the second body 122 is integrally connected to both the first body 121 and the third body 123, and the other end of the second body 122 is connected to both the second reinforcing plate 300 and the second inner plate 500. The end of the third body 123 furthest from the first body 121 and the second body 122 is integrally connected to the crossbeam 110.

[0045] It should be noted that one end of the first body 121, together with the second body 122 and the third body 123, forms a connecting node, and the three are stably integrated into one unit. The other end of the first body 121 extends outward along the second direction Y, and is used to establish connections with the first reinforcing plate 200 and the first inner plate 400 respectively, becoming a key load-bearing part connecting the upper structure. One end of the second body 122 is also connected with the first body 121 and the third body 123, forming a node structure opposite to the first body 121. The other end of the second body 122 extends in the second direction Y away from the first body 121, and is used to connect with the second reinforcing plate 300 and the second inner plate 500 respectively, bearing the load-bearing part connecting the lower structure. The third body 123 serves as the part connecting the crossbeam 110. Its end away from the first body 121 and the second body 122 is integrally connected to the crossbeam 110, so that the joint 120 and the crossbeam 110 form an integral structure without splicing gaps. This ensures that the force can be smoothly transmitted from the crossbeam 110 to the first body 121 and the second body 122 through the third body 123, and then distributed to the corresponding reinforcing plates and inner plates (first reinforcing plate 200, second reinforcing plate 300, first inner plate 400 and second back plate), further improving the force transmission efficiency and overall rigidity of the entire vehicle body structure.

[0046] In some embodiments, please refer to Figure 1 , Figure 2 and Figure 4 At least the crossbeam 110 portion of the reinforcing structure 100 needs to be connected to the vehicle roof. For this purpose, multiple adhesive application grooves 111 are formed on one side of the crossbeam 110 in the second direction Y. Adhesive is applied into the grooves 111 to aid in the connection between the vehicle roof and the reinforcing structure 100. The multiple adhesive application grooves 111 are spaced apart along the first direction X. This arrangement ensures that after adhesive application, the contact surfaces of the crossbeam 110 and the roof of the reinforcing structure 100 are subjected to uniform stress, avoiding differences in connection strength due to localized adhesive accumulation or gaps. It should be noted that the openings of the adhesive application grooves 111 face towards the vehicle roof.

[0047] Understandably, during vehicle assembly, after structural adhesive is filled into the adhesive application groove 111, the vehicle roof will adhere to the side of the reinforcing structure 100 with the adhesive application groove 111, and the adhesive will fully impregnate and cure within the adhesive application groove 111. Compared to simple mechanical connections (such as riveting or welding), this auxiliary connection method can significantly improve the sealing performance of the connection between the reinforcing structure 100 and the vehicle roof, reducing the risk of rainwater and dust seeping into the gaps between them during vehicle operation.

[0048] In some embodiments, please refer to Figure 1 , Figure 2 and Figure 4 The vehicle body structure also includes two electric strut mounting structures 600 and two hinge mounting structures 700. The electric strut mounting structure 600 is integrally connected to the connector 120 and is located on the second body 122. The hinge mounting structure 700 is integrally connected to the connector 120 and is located on the third body 123.

[0049] It should be noted that the electric strut mounting structure 600 is located on the side of the second body 122 facing the vehicle roof. The electric strut mounting structure 600 provides a mounting position for the electric strut, eliminating the need for additional components and reducing the number of parts used. This allows the electric strut mounting structure 600 and the connector 120 to be integrally connected, avoiding assembly precision issues between the connector 120 and the electric strut mounting structure 600. It also avoids the risk of cracking and detachment due to excessive local stress from separately welding the electric strut mounting structure 600, thus improving assembly precision and the connection strength of the electric strut, thereby increasing the overall vehicle strength and reducing vehicle weight. Furthermore, the electric strut mounting structure 600 is a relatively mature technology; therefore, this embodiment does not intend to limit it and will not elaborate further.

[0050] It should be noted that the hinge mounting structure 700 is located on the side of the third body 123 facing the vehicle roof. The hinge mounting structure 700 is used to mount the tailgate hinge, which connects to the tailgate. Therefore, the stress on the tailgate is transmitted to the hinge mounting structure 700 through the tailgate hinge. The hinge mounting structure 700 is integrated into the joint 120 of the reinforcing structure 100, thus eliminating the need for additional welding of the hinge mounting structure 700. This avoids assembly precision issues between the joint 120 and the hinge mounting structure 700, and reduces vehicle weight. Simultaneously, the stress on the hinge mounting structure 700 is shared by the joint 120 and then transmitted to the vehicle's D-pillar, C-pillar, and reinforcing structure 100, resulting in more even stress distribution. This avoids the risk of cracking and detachment of the hinge mounting structure 700 due to excessive localized stress when welded separately. Furthermore, the hinge mounting structure 700 is a relatively mature technology; therefore, this embodiment does not intend to limit it and will not elaborate further.

[0051] In some embodiments, to further enhance the local load-bearing capacity and deformation resistance of the reinforcing structure 100, a plurality of reinforcing ribs 800 are added to the vehicle body structure. In the third direction Z, the plurality of reinforcing ribs 800 are disposed on the side of the reinforcing structure 100 opposite to the first reinforcing plate 200. It should be noted that the plurality of reinforcing ribs 800 are arranged in a crisscross pattern; specifically, the reinforcing ribs 800 extending along the first direction X and the reinforcing ribs 800 extending along the second direction Y intertwine to form a grid-like structure.

[0052] Furthermore, considering the stress requirements of the vehicle's electric strut mounting structure (a key component used to support the trunk lid or hood), some reinforcing ribs 800 can be arranged around the periphery of the electric strut mounting structure 600. By forming a ring-shaped or radial reinforcing support structure around the electric strut mounting structure 600, a stable structural foundation can be provided for the installation of the electric strut, preventing displacement or damage caused by insufficient structural strength in the installation area during repeated expansion and contraction of the electric strut. At the same time, the stress on the electric strut is transferred to the surrounding reinforcing ribs 800 and reinforcing structure 100, further improving the local load-bearing reliability of the vehicle body.

[0053] It should be noted that the thickness of the large surface area of ​​the reinforcing structure 100 is 2.5mm. The large surface area refers to the planar area of ​​the reinforcing structure 100 without reinforcing ribs 800 or other structures. The thickness of the area of ​​the reinforcing structure 100 with reinforcing ribs 800 ranges from 2.5mm to 3mm. This means that the thickness of the area of ​​the reinforcing structure 100 with reinforcing ribs 800 can be any value from 2.5mm, 2.6mm, 2.7mm, 2.8mm, 2.9mm, to 3mm, or a range between any two values.

[0054] According to a second aspect of this application, this embodiment provides a vehicle that includes the body structure of any of the above embodiments, and thus can have all the technical features and effects of the above body structure, which will not be repeated here.

[0055] It should be noted that the vehicles can be gasoline-powered vehicles, natural gas-powered vehicles, or new energy vehicles. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, or range-extended electric vehicles, etc. Vehicles using the body structure of this application have a weight reduction of approximately 8 kg per vehicle, a torsional stiffness of the body-in-white increased by approximately 12%, a torsional mode increase of approximately 10%, and a NTF (no faults found) reduction of approximately 4 dB for the TB body (body with interior).

[0056] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0057] The foregoing has provided a detailed description of a vehicle body structure and vehicle provided in the embodiments of this application. Specific examples have been used in this application to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the technical solutions and core ideas of this application. Those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A vehicle body structure, characterized in that, It includes a reinforcing structure (100), which includes a crossbeam (110) and two joints (120). The crossbeam (110) extends along a first direction (X); Two of the joints (120) are disposed opposite to each other on both sides of the crossbeam (110) in the first direction (X); along the second direction (Y), a portion of the joint (120) protrudes from both sides of the crossbeam (110), and the joint (120) is integrally connected to the crossbeam (110) to improve the torsional stiffness of the reinforcing structure (100); The second direction (Y) intersects with the first direction (X).

2. The vehicle body structure according to claim 1, characterized in that, The vehicle body structure also includes two first reinforcing plates (200), which are connected to one side of the joint (120) in the second direction (Y).

3. The vehicle body structure according to claim 2, characterized in that, The vehicle body structure also includes two second reinforcing plates (300), which are connected to the joint (120) on the side opposite to the first reinforcing plate (200).

4. The vehicle body structure according to claim 3, characterized in that, The vehicle body structure also includes two first inner panels (400). In the third direction (Z), the first inner panel (400) is disposed on the side of the first reinforcing plate (200) away from the joint (120) and forms a first cavity (910) with the first reinforcing plate (200). The first inner panel (400) is connected to the joint (120) and the first reinforcing plate (200) respectively. The third direction (Z), the first direction (X), and the second direction (Y) intersect each other.

5. The vehicle body structure according to claim 4, characterized in that, The vehicle body structure also includes two second inner panels (500). The second inner panels (500) are disposed on the side of the joint (120) facing away from the first inner panel (400) in the second direction (Y). The second inner panels (500) are located on the side of the second reinforcing plate (300) facing away from the joint (120) in the third direction (Z), and together with the second reinforcing plate (300), they form a second cavity (920). The second inner panels (500) are connected to the joint (120) and the second reinforcing plate (300) respectively.

6. The vehicle body structure according to claim 5, characterized in that, The connector (120) includes a first body (121), a second body (122), and a third body (123), wherein: One end of the first body (121) is integrally connected to the second body (122) and the third body (123), and the other end of the first body (121) is connected to the first reinforcing plate (200) and the first inner plate (400). One end of the second body (122) is integrally connected to the first body (121) and the third body (123), and the other end of the second body (122) is connected to the second reinforcing plate (300) and the second inner plate (500). The end of the third body (123) away from the first body (121) and the second body (122) is integrally connected to the crossbeam (110).

7. The vehicle body structure according to claim 5, characterized in that, The crossbeam (110) has a plurality of glue-applying grooves (111) on one side in the second direction (Y), and the plurality of glue-applying grooves (111) are spaced apart along the first direction (X).

8. The vehicle body structure according to claim 6, characterized in that, The vehicle body structure also includes: Two electric strut mounting structures (600) are integrally connected to the connector (120), and the electric strut mounting structures (600) are located on the second body (122); Two hinge mounting structures (700) are integrally connected to the connector (120) and the hinge mounting structures (700) are located on the third body (123).

9. The vehicle body structure according to claim 5, characterized in that, The vehicle body structure also includes a plurality of reinforcing ribs (800), which are disposed on the side of the reinforcing structure (100) away from the first reinforcing plate (200) in the third direction (Z).

10. A vehicle, characterized in that, Includes the vehicle body structure as described in any one of claims 1 to 9.

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