CN222663583U - Vehicle body assembly and vehicle - Google Patents

Abstract

The utility model discloses a vehicle body component and a vehicle, wherein the vehicle body component comprises: a longitudinal beam body, the longitudinal beam body is connected to a threshold beam of the vehicle; a first reinforcement member, along a first direction of the body component, the first reinforcement member is arranged at one end of the longitudinal beam body close to the threshold beam, the first reinforcement member comprises: a connected first reinforcement body and a first flange, along a second direction of the body component, the first flange member is arranged between the longitudinal beam body and the threshold beam, and the second direction is perpendicular to the first direction. Thus, by arranging the first reinforcement member at one end of the longitudinal beam body close to the threshold beam, and by making the first flange member be arranged between the longitudinal beam body and the threshold beam, the dynamic stiffness of the rear suspension mounting point of the vehicle can be improved, the structural design of the body component can be made reasonable, which is conducive to improving the NVH performance of the vehicle, thereby improving the driving experience and riding experience of the vehicle.

Description

Vehicle body assembly and vehicle

Technical Field

The utility model relates to the field of vehicles, in particular to a vehicle body assembly of a vehicle and the vehicle.

Background

In the related art, a vehicle rear longitudinal beam is generally used as a mounting point of a vehicle rear suspension, for example, the front end of the vehicle rear longitudinal beam is generally used as a mounting point of a vehicle rear suspension trailing arm, however, the structural design of the existing vehicle rear longitudinal beam is unreasonable, the dynamic stiffness of the mounting point of the vehicle rear suspension is poor, so that the NVH (Noise, vibration, harshness-noise, vibration and harshness) performance of the vehicle is poor, and the driving experience and riding experience of the vehicle are seriously affected.

Disclosure of utility model

The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a vehicle body assembly of a vehicle, which has a reasonable structural design, is beneficial to improving NVH performance of the vehicle, and can improve driving experience and riding experience of the vehicle.

The utility model further proposes a vehicle.

The vehicle body assembly of the vehicle comprises a longitudinal beam body and a first reinforcing piece, wherein the longitudinal beam body is connected with a threshold beam of the vehicle, the first reinforcing piece is arranged at one end, close to the threshold beam, of the longitudinal beam body along a first direction of the vehicle body assembly, the first reinforcing piece comprises a first reinforcing body and a first flanging which are connected, the first flanging is clamped between the longitudinal beam body and the threshold beam along a second direction of the vehicle body assembly, and the second direction is perpendicular to the first direction.

According to the vehicle body component of the vehicle, the first reinforcing piece is arranged at one end, close to the threshold beam, of the longitudinal beam body, and the first flanging is clamped between the longitudinal beam body and the threshold beam, so that the dynamic stiffness of a mounting point of a rear suspension of the vehicle can be improved, the structural design of the vehicle body component is reasonable, the NVH performance of the vehicle is improved, and driving experience and riding experience of the vehicle can be improved.

In some examples of the utility model, the body assembly further includes a first extension beam coupled to the rail body, the first extension beam corresponding to the first stiffener in the second direction.

In some examples of the utility model, the body assembly further includes a second stiffener and a third stiffener, the rail body defining a receiving cavity, the third stiffener being disposed in the receiving cavity and spaced apart from the third stiffener along the first direction, a portion of the second stiffener being disposed above the first stiffener and connected to the third stiffener.

In some examples of the utility model, the body assembly further includes a fourth stiffener disposed within the receiving cavity, the fourth stiffener disposed on a side of the third stiffener remote from the first stiffener and coupled to the third stiffener in the first direction.

In some examples of the utility model, the body assembly further includes a first mount disposed in the receiving cavity and passing through the fourth reinforcement, the first mount adapted to fit with a rear suspension of the vehicle.

In some examples of the utility model, the body assembly further includes a fifth stiffener disposed in the receiving cavity, the fifth stiffener being disposed on a side of the fourth stiffener remote from the first stiffener in the first direction.

In some examples of the utility model, the body assembly further includes a second mount disposed in the receiving cavity and passing through the fifth reinforcement, the second mount adapted to fit with a rear suspension of the vehicle.

In some examples of the utility model, the body assembly further includes a second extension beam and a third extension beam, each of the second extension beam and the third extension beam being coupled to the rail body, the second extension beam corresponding to the fourth reinforcement and the third extension beam corresponding to the fifth reinforcement along the second direction.

In some examples of the utility model, the body assembly further includes a sixth reinforcement disposed in the receiving cavity and between the fourth reinforcement and the fifth reinforcement.

The vehicle according to the utility model comprises the vehicle body component of the vehicle.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic view of a vehicle body assembly according to an embodiment of the present utility model;

FIG. 2 is an enlarged view at A in FIG. 1;

FIG. 3 is an enlarged view at B in FIG. 1;

FIG. 4 is a schematic view of another angle of a body assembly according to an embodiment of the present utility model;

Fig. 5 is an enlarged view at C in fig. 1;

FIG. 6 is a top view of a vehicle body assembly according to an embodiment of the utility model (with the second reinforcement omitted);

Fig. 7 is a top view of a vehicle body assembly according to an embodiment of the utility model (with the second reinforcement omitted).

Reference numerals:

a vehicle body assembly 100;

The longitudinal beam comprises a longitudinal beam body 10, a containing cavity 11, a longitudinal beam flanging 15, a longitudinal beam bottom plate 16;

a first reinforcing member 20, a first reinforcing body 21, a first flange 22;

a first extension beam 30, a second extension beam 31, a third extension beam 32;

a rocker beam 40, a rocker rear section 480;

a second reinforcing member 50;

A third reinforcement 60;

fourth reinforcement 70, first mount 701, fifth reinforcement 71, second mount 711, and sixth reinforcement 72.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

A vehicle body assembly 100 of a vehicle according to an embodiment of the present utility model is described below with reference to fig. 1 to 7.

As shown in fig. 1 to 7, a vehicle body assembly 100 according to an embodiment of the present utility model includes a side member body 10 and a first reinforcement 20.

The longitudinal beam body 10 is connected with the threshold beam 40 of the vehicle, the first reinforcement 20 is arranged at one end of the longitudinal beam body 10 near the threshold beam 40 along a first direction (namely, X direction shown in fig. 1) of the vehicle body assembly 100, the first reinforcement 20 comprises a first reinforcement body 21 and a first flanging 22 which are connected, the first flanging 22 is clamped between the longitudinal beam body 10 and the threshold beam 40 along a second direction (namely, Y direction shown in fig. 1) of the vehicle body assembly 100, and the second direction (namely, Y direction shown in fig. 1) of the vehicle body assembly 100 is perpendicular to the first direction (namely, X direction shown in fig. 1) of the vehicle body assembly 100.

As shown in fig. 6 and 7, the rocker 40 includes a rocker body and a rocker rear section 480, which are connected in a first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100, and the rocker rear section 480 is located at a rear end of the rocker body.

The rail body 10 is disposed to extend in a first direction (i.e., X direction shown in fig. 1) of the vehicle body assembly 100, and the rail body 10 has opposite ends, and one end of the rail body 10 near the rocker rear section 480 is disposed to connect with the rocker rear section 480.

In the first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100, the first reinforcement 20 is disposed at an end of the rail body 10 near the rocker 40, that is, the first reinforcement 20 is disposed at a front end of the rail body 10, the first reinforcement 20 includes a first reinforcement body 21 and a first flange 22, the first reinforcement body 21 is disposed at the rail body 10, and the first reinforcement body 21 and the rail body 10 may be connected by, but not limited to, welding, screwing, or the like.

The first reinforcing body 21 and the first flange 22 are connected, and as some embodiments of the present application, the first reinforcing body 21 and the first flange 22 may be integrally formed, that is, the first reinforcing member 20 may be an integrally formed member. In the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in fig. 1), the first flange 22 is sandwiched between the side rail body 10 and the rocker 40, and more specifically, the first flange 22 is sandwiched between the side rail body 10 and the rocker rear section 480 of the rocker 40. As some embodiments of the present application, the rocker rear section 480, the first flange 22, and the side member body 10 are arranged in this order from the vehicle outside to the vehicle inside in the second direction (i.e., the Y direction shown in fig. 1) of the vehicle body assembly 100.

As some embodiments of the present application, the first flange 22 may extend in the height direction of the vehicle body assembly 100 (i.e., the Z direction shown in fig. 1), for example, as shown in fig. 5, the first flange 22 may extend downward in the height direction of the vehicle body assembly 100 (i.e., the Z direction shown in fig. 1).

It should be noted that, the end of the longitudinal beam body 10 near the threshold beam 40 may be used as a mounting point of the vehicle rear suspension, for example, the end of the longitudinal beam body 10 near the threshold beam 40 may be used as a mounting point of the vehicle rear suspension trailing arm, by providing the first reinforcement 20 at the end of the longitudinal beam body 10 near the threshold beam 40, the dynamic stiffness of the vehicle rear suspension mounting point may be improved, and by sandwiching the first flange 22 between the longitudinal beam body 10 and the threshold rear section 480 of the threshold beam 40, the relative installation positions of the longitudinal beam body 10, the threshold rear section 480, and the first reinforcement 20 may be reasonable, and the dynamic stiffness of the vehicle rear suspension mounting point may be effectively improved.

As some embodiments of the present application, the number of the side sill bodies 10 may be set to two, the number of the threshold beams 40 may be set to two, the two side sill bodies 10 may be disposed opposite and spaced apart, the two threshold beams 40 may be disposed opposite and spaced apart, and the two side sill bodies 10 and the two threshold beams 40 may be disposed in one-to-one correspondence, and each of the side sill bodies 10 may be provided with the first reinforcement 20.

From this, through set up first reinforcement 20 in the one end that longeron body 10 is close to threshold roof beam 40 to, through making first turn-ups 22 press from both sides and establish between longeron body 10 and threshold roof beam 40, can improve the dynamic stiffness of vehicle rear suspension mounting point, can make the structural design of automobile body subassembly 100 reasonable, be favorable to improving the NVH performance of vehicle, thereby can improve the driving experience and the riding experience of vehicle.

In some embodiments of the present utility model, as shown in FIGS. 1-2, the body assembly 100 further includes a first extension beam 30. The first extension beam 30 is connected to the side member body 10, and the first extension beam 30 corresponds to the first reinforcement 20 in the second direction (i.e., Y direction shown in fig. 1) of the vehicle body assembly 100.

Wherein the first extension beam 30 is connected to the side member body 10, and the first extension beam 30 is extended in the second direction (i.e., Y direction shown in fig. 1) of the vehicle body assembly 100. A plane is set, which is perpendicular to the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in fig. 1), that is, a normal line of the plane is parallel to the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in fig. 1), and an orthographic projection of the first extension beam 30 on the plane and an orthographic projection of the first reinforcement 20 on the plane have overlapping regions.

As some embodiments of the present application, the number of the girder bodies 10 may be two, the two girder bodies 10 may be disposed opposite to and spaced apart from each other, and the first extension girder 30 may be connected between the two girder bodies 10, i.e., the first extension girder 30 is a cross-girder structure connected between the two girder bodies 10.

As some embodiments of the present application, the number of the girder bodies 10 may be two, the two girder bodies 10 may be disposed opposite to and spaced apart from each other, one first extension beam 30 may be disposed on each girder body 10, the first extension beam 30 disposed on one of the girder bodies 10 may be extended toward the other girder body 10, and a beam structure may be connected between the two first extension beams 30.

By providing the first extension beam 30 and having the first extension beam 30 correspond to the first stiffener 20 in the second direction of the body assembly 100 (i.e., the Y-direction shown in fig. 1), this arrangement can transfer the force applied at the first stiffener 20 laterally through the first extension beam 30, which is beneficial for improving the dynamic stiffness of the rear suspension mounting point of the vehicle in the second direction of the body assembly 100 (i.e., the Y-direction shown in fig. 1), which is beneficial for improving the NVH performance of the vehicle.

In some embodiments of the present utility model, as shown in fig. 1, 2, and 4-7, the vehicle body assembly 100 further includes a second reinforcement 50 and a third reinforcement 60, the rail body 10 defines a receiving cavity 11, the third reinforcement 60 is disposed in the receiving cavity 11, and the first reinforcement 20 and the third reinforcement 60 are disposed in a spaced apart arrangement along a first direction (i.e., an X direction shown in fig. 1) of the vehicle body assembly 100, and a portion of the second reinforcement 50 is disposed above the first reinforcement 20 and connected to the third reinforcement 60.

As some embodiments of the present application, as shown in fig. 1, 4, 6 and 7, the rail body 10 may include a rail floor 16 and rail flanges 15 disposed at both sides of the rail floor 16 in a second direction (i.e., Y direction shown in fig. 1) of the vehicle body assembly 100, the rail flanges 15 may be disposed to extend upward, and the rail floor 16 and the rail flanges 15 may together define the receiving cavity 11.

The third reinforcement 60 is disposed in the receiving cavity 11, and the third reinforcement 60 can be connected with the rail body 10, in a first direction (i.e., an X direction shown in fig. 1) of the vehicle body assembly 100, the third reinforcement 60 is located behind the first reinforcement 20, and the third reinforcement 60 is disposed at a distance from the first reinforcement 20. As some embodiments of the present application, the third reinforcement 60 is connected to both the stringer base 16 and the stringer flange 15, for example, the third reinforcement 60 is welded to both the stringer base 16 and the stringer flange 15.

Along the height direction (i.e., the Z direction shown in fig. 1) of the vehicle body assembly 100, a part of the structure of the second reinforcement 50 is located above the first reinforcement 20, the second reinforcement 50 is connected to the side member body 10 and the first reinforcement 20, and the second reinforcement 50 is connected to the third reinforcement 60.

As some embodiments of the present application, the front end of the second reinforcement 50 is connected to the first reinforcement 20, and the rear end of the second reinforcement 50 is connected to the third reinforcement 60 in the first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100.

By providing the second reinforcement 50 with a portion of the structure of the second reinforcement 50 above the first reinforcement 20, the forces of the first reinforcement 20 and the rail body 10 can be transmitted upward through the second reinforcement 50, which is advantageous in improving the dynamic stiffness of the rear suspension mounting point of the vehicle in the height direction (i.e., the Z direction shown in fig. 1) of the vehicle body assembly 100. Further, by providing the third reinforcement 60 spaced apart from the first reinforcement 20 and connecting the front end of the second reinforcement 50 to the first reinforcement 20 and connecting the rear end of the second reinforcement 50 to the third reinforcement 60, the first reinforcement 20, the second reinforcement 50, and the third reinforcement 60 can be sequentially connected in the first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100, so that the dynamic stiffness of the vehicle rear suspension mounting point in the first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100 can be significantly improved, which is advantageous for improving the NVH performance of the vehicle.

In addition, by connecting the first reinforcing member 20, the second reinforcing member 50, and the third reinforcing member 60 in this order along the first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100, the rear collision performance of the vehicle can be improved, which is advantageous in improving the safety of the vehicle.

In some embodiments of the present utility model, as shown in fig. 2, 6 and 7, the body assembly 100 further includes a fourth reinforcement 70. The fourth reinforcement 70 is provided in the receiving chamber 11, and the fourth reinforcement 70 is provided at a side of the third reinforcement 60 remote from the first reinforcement 20 and connected to the third reinforcement 60 in a first direction (i.e., an X direction shown in fig. 1) of the vehicle body assembly 100.

The fourth reinforcement member 70 is disposed in the accommodating cavity 11, and as some embodiments of the present application, the fourth reinforcement member 70 is connected to both the stringer base 16 and the stringer flange 15, for example, the fourth reinforcement member 70 is welded to both the stringer base 16 and the stringer flange 15.

The fourth reinforcement 70 is disposed rearward of the third reinforcement 60 in the first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100, that is, the fourth reinforcement 70 is disposed on a side of the third reinforcement 60 remote from the first reinforcement 20, and the fourth reinforcement 70 is disposed in connection with the third reinforcement 60.

By locating the fourth reinforcement 70 on the side of the third reinforcement 60 remote from the first reinforcement 20 and in connection with the third reinforcement 60, the first reinforcement 20, the second reinforcement 50, the third reinforcement 60, and the fourth reinforcement 70 can be sequentially connected in the first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100, so that the dynamic stiffness of the rear suspension mounting point of the vehicle in the first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100 can be more significantly improved, which is advantageous for improving the NVH performance of the vehicle.

In addition, by sequentially connecting the first reinforcing member 20, the second reinforcing member 50, the third reinforcing member 60, and the fourth reinforcing member 70 in the first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100, the collision performance of the vehicle can be effectively improved, which is advantageous in improving the safety of the vehicle.

In some embodiments of the present utility model, as shown in fig. 2, 6 and 7, the body assembly 100 further includes a first mounting member 701, the first mounting member 701 being provided to the receiving chamber 11 and penetrating the fourth reinforcing member 70, the first mounting member 701 being adapted to be fitted with a rear suspension of the vehicle.

The first mounting member 701 is disposed in the accommodating cavity 11, and the first mounting member 701 may be connected to the stringer body 10, and the first mounting member 701 is disposed through the fourth reinforcing member 70 and connected to the fourth reinforcing member 70. As some embodiments of the present application, the fourth reinforcement member 70 may have a hole corresponding to the first mounting member 701 so that the first mounting member 701 can be penetrated through the fourth reinforcement member 70.

As some embodiments of the present application, the rail floor 16 of the rail body 10 may have a hole corresponding to the first mount 701 to facilitate the mating assembly of the first mount 701 with the rear suspension of the vehicle. As some embodiments of the present application, the first mount 701 may be the front mounting point of the rear suspension of the vehicle. As some embodiments of the present application, the first mount 701 may be configured as a threaded tube.

Through setting up first installed part 701, can provide the mounting point for the rear suspension of vehicle to, through making first installed part 701 wear to locate fourth reinforcement 70 and be connected with fourth reinforcement 70, can improve the dynamic stiffness of the front mounting point of vehicle rear suspension, can make the structural design of automobile body subassembly 100 reasonable, be favorable to improving the NVH performance of vehicle, thereby can improve the driving experience and the riding experience of vehicle.

In some embodiments of the present utility model, as shown in fig. 1, 3, 6 and 7, the vehicle body assembly 100 further includes a fifth reinforcement 71, the fifth reinforcement 71 being disposed in the receiving cavity 11, and the fifth reinforcement 71 being disposed on a side of the fourth reinforcement 70 remote from the first reinforcement 20 in a first direction (i.e., an X direction shown in fig. 1) of the vehicle body assembly 100.

Wherein the fifth reinforcement 71 is disposed in the accommodating cavity 11, as some embodiments of the present application, the fifth reinforcement 71 is connected to both the stringer base 16 and the stringer flange 15, for example, the fifth reinforcement 71 is welded to both the stringer base 16 and the stringer flange 15.

The fifth reinforcement 71 is disposed rearward of the fourth reinforcement 70 in the first direction of the vehicle body assembly 100 (i.e., the X direction shown in fig. 1), that is, the fifth reinforcement 71 is disposed at an end of the fourth reinforcement 70 remote from the first reinforcement 20. As some embodiments of the present application, the fifth reinforcing member 71 is disposed at a distance from the fourth reinforcing member 70.

By providing the fifth reinforcement 71, the structural strength of the side member body 10 can be improved, and the dynamic stiffness of the vehicle rear suspension mounting point can be improved.

In some embodiments of the present utility model, as shown in fig. 3, 6 and 7, the body assembly 100 further includes a second mounting member 711 provided to the receiving chamber 11 and penetrating the fifth reinforcement member 71, the second mounting member 711 being adapted to be fitted with a rear suspension of the vehicle.

The second mounting member 711 is disposed in the accommodating cavity 11, and the second mounting member 711 may be connected to the stringer body 10, and the second mounting member 711 is disposed through the fifth reinforcing member 71 and connected to the fifth reinforcing member 71. As some embodiments of the present application, the fifth reinforcement 71 may have a hole corresponding to the second mounting member 711 so that the second mounting member 711 can be penetrated through the fifth reinforcement 71.

As some embodiments of the present application, the rail floor 16 of the rail body 10 may have a hole corresponding to the second mounting piece 711 to facilitate the fitting of the second mounting piece 711 with the rear suspension of the vehicle. As some embodiments of the present application, the first mount 701 may be a rear mount point of a rear suspension of a vehicle. As some embodiments of the present application, the second mounting member 711 may be configured as a threaded pipe.

Through setting up second mounting piece 711, can provide the mounting point for the rear suspension of vehicle to, through making second mounting piece 711 wear to locate fifth reinforcement 71 and be connected with fifth reinforcement 71, can improve the dynamic stiffness of the rear mounting point of vehicle rear suspension, can make the structural design of automobile body subassembly 100 reasonable, be favorable to improving the NVH performance of vehicle, thereby can improve the driving experience and the riding experience of vehicle.

In some embodiments of the present utility model, as shown in fig. 1, 6 and 7, the vehicle body assembly 100 further includes a second extension beam 31 and a third extension beam 32. The second extension beam 31 and the third extension beam 32 are connected to the side member body 10, and the second extension beam 31 corresponds to the fourth reinforcement 70 and the third extension beam 32 corresponds to the fifth reinforcement 71 in the second direction (i.e., the Y direction shown in fig. 1) of the vehicle body assembly 100.

Wherein the second extension beam 31 and the third extension beam 32 are connected to the side member body 10, and the second extension beam 31 and the third extension beam 32 are disposed to extend in a second direction (i.e., Y direction shown in fig. 1) of the vehicle body assembly 100.

And, along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in fig. 1), the second extension beam 31 corresponds to the fourth reinforcement 70, in other words, a plane is set, which is perpendicular to the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in fig. 1), i.e., a normal line of the plane is parallel to the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in fig. 1), and an orthographic projection of the second extension beam 31 on the plane and an orthographic projection of the fourth reinforcement 70 on the plane have overlapping areas.

As some embodiments of the present application, the number of the girder bodies 10 may be two, the two girder bodies 10 may be disposed opposite to and spaced apart from each other, and the second extension girder 31 may be connected between the two girder bodies 10, i.e., the second extension girder 31 is a cross-girder structure connected between the two girder bodies 10.

As some embodiments of the present application, the number of the girder bodies 10 may be two, the two girder bodies 10 may be disposed opposite to and spaced apart from each other, one second extension beam 31 may be disposed on each girder body 10, the second extension beam 31 disposed on one girder body 10 may be extended toward the other girder body 10, and a beam structure may be connected between the two second extension beams 31.

By providing the second extension beam 31 and having the second extension beam 31 correspond to the fourth reinforcement 70 in the second direction of the vehicle body assembly 100 (i.e., the Y-direction shown in fig. 1), this arrangement can transfer the force applied at the fourth reinforcement 70 laterally through the second extension beam 31, which is advantageous for improving the dynamic stiffness of the rear suspension mounting point of the vehicle in the second direction of the vehicle body assembly 100 (i.e., the Y-direction shown in fig. 1), which is advantageous for improving the NVH performance of the vehicle.

In the second direction (i.e., the Y direction shown in fig. 1) of the vehicle body assembly 100, the third extension beam 32 corresponds to the fifth reinforcement 71, in other words, a plane is set, which is perpendicular to the second direction (i.e., the Y direction shown in fig. 1) of the vehicle body assembly 100, i.e., a normal line of the plane is parallel to the second direction (i.e., the Y direction shown in fig. 1) of the vehicle body assembly 100, and an orthographic projection of the third extension beam 32 on the plane and an orthographic projection of the fifth reinforcement 71 on the plane have overlapping areas.

As some embodiments of the present application, the number of the girder bodies 10 may be two, the two girder bodies 10 may be disposed opposite to and spaced apart from each other, and the third extension girder 32 may be connected between the two girder bodies 10, i.e., the third extension girder 32 is a cross-girder structure connected between the two girder bodies 10.

As some embodiments of the present application, the number of the girder bodies 10 may be two, the two girder bodies 10 may be disposed opposite to and spaced apart from each other, one third extension beam 32 may be disposed on each girder body 10, the third extension beam 32 disposed on one girder body 10 may be disposed to extend toward the other girder body 10, and a beam structure may be connected between the two third extension beams 32.

By providing the third extension beam 32 and associating the third extension beam 32 with the fifth reinforcement 71 in the second direction of the body assembly 100 (i.e., the Y-direction shown in fig. 1), this arrangement can transfer the stresses at the fifth reinforcement 71 laterally through the third extension beam 32, which is advantageous for improving the dynamic stiffness of the rear suspension mounting point of the vehicle in the second direction of the body assembly 100 (i.e., the Y-direction shown in fig. 1), which is advantageous for improving the NVH performance of the vehicle.

In some embodiments of the present utility model, as shown in FIGS. 1, 3, 6 and 7, the body assembly 100 further includes a sixth reinforcement 72. The sixth reinforcement 72 is provided in the receiving chamber 11 between the fourth reinforcement 70 and the fifth reinforcement 71.

The sixth reinforcement member 72 is disposed in the accommodating cavity 11 of the stringer body 10, and as some embodiments of the present application, the sixth reinforcement member 72 is connected to both the stringer base plate 16 and the stringer flange 15, for example, the sixth reinforcement member 72 is welded to both the stringer base plate 16 and the stringer flange 15.

The sixth reinforcement 72 is provided between the fourth reinforcement 70 and the fifth reinforcement 71 in the first direction (i.e., the X direction shown in fig. 1) of the vehicle body assembly 100, and the sixth reinforcement 72 is provided at a distance from both the fourth reinforcement 70 and the fifth reinforcement 71. That is, the sixth reinforcement 72 is located on the side of the fourth reinforcement 70 remote from the first reinforcement 20, and the sixth reinforcement 72 is located on the side of the fifth reinforcement 71 close to the first reinforcement 20.

As some embodiments of the present application, the sixth reinforcement 72 is adapted to correspond to a vehicle rear suspension spring.

By providing the sixth reinforcement 72, the structural strength of the side member body 10 can be improved, and the dynamic stiffness of the vehicle rear suspension mounting point can be improved. And, by making the sixth reinforcement 72 correspond to the vehicle rear suspension spring, it is advantageous to ensure the rigidity of the vehicle rear suspension spring mounting point.

As some embodiments of the present application, the fourth reinforcement 70 and the fifth reinforcement 71 may each be constructed in a "several" like structure.

As some embodiments of the present application, any two directions of the height direction of the vehicle body assembly 100 (i.e., the Z direction shown in fig. 1), the first direction of the vehicle body assembly 100 (i.e., the X direction shown in fig. 1), and the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in fig. 1) are perpendicular to each other.

According to the vehicle provided by the embodiment of the utility model, the vehicle body assembly 100 comprises the first reinforcement 20 arranged at the end, close to the threshold beam 40, of the longitudinal beam body 10, and the first flanging 22 is clamped between the longitudinal beam body 10 and the threshold beam 40, so that the dynamic stiffness of a rear suspension mounting point of the vehicle can be improved, the structural design of the vehicle body assembly 100 can be reasonable, the NVH performance of the vehicle can be improved, and the driving experience and the riding experience of the vehicle can be improved.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

In the description of the utility model, a "first feature" or "second feature" may include one or more of such features.

In the description of the present utility model, "plurality" means two or more.

In the description of the utility model, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.

In the description of the utility model, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Although embodiments of the present utility model have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the spirit and scope of the utility model as defined by the appended claims and their equivalents.

Claims (10)

1. A body assembly for a vehicle, comprising:

the longitudinal beam body is connected with a threshold beam of the vehicle;

The first reinforcement is arranged at one end, close to the threshold beam, of the longitudinal beam body along a first direction of the vehicle body assembly, and comprises a first reinforcement body and a first flanging which are connected, wherein the first flanging is clamped between the longitudinal beam body and the threshold beam along a second direction of the vehicle body assembly, and the second direction is perpendicular to the first direction.

2. The vehicle body assembly of claim 1, further comprising a first extension beam coupled to the rail body, the first extension beam corresponding to the first stiffener in the second direction.

3. The vehicle body assembly of claim 1, further comprising a second reinforcement member and a third reinforcement member, wherein the rail body defines a receiving cavity, the third reinforcement member is disposed in the receiving cavity and is spaced apart from the third reinforcement member in the first direction, and a portion of the second reinforcement member is disposed above the first reinforcement member and is connected to the third reinforcement member.

4. A vehicle body assembly according to claim 3, further comprising a fourth reinforcement member provided in the accommodation chamber, the fourth reinforcement member being provided on a side of the third reinforcement member remote from the first reinforcement member in the first direction and connected to the third reinforcement member.

5. The vehicle body assembly of claim 4, further comprising a first mounting member disposed in the receiving cavity and extending through the fourth reinforcement member, the first mounting member adapted to be matingly assembled with a rear suspension of the vehicle.

6. The vehicle body assembly of claim 4, further comprising a fifth reinforcement member disposed in the receiving cavity, the fifth reinforcement member being disposed on a side of the fourth reinforcement member remote from the first reinforcement member in the first direction.

7. The vehicle body assembly of claim 6, further comprising a second mounting member disposed in the receiving cavity and extending through the fifth reinforcement member, the second mounting member adapted to mate with a rear suspension of the vehicle.

8. The vehicle body assembly of claim 6, further comprising a second extension beam and a third extension beam, each of the second extension beam and the third extension beam being coupled to the rail body, the second extension beam corresponding to the fourth reinforcement and the third extension beam corresponding to the fifth reinforcement in the second direction.

9. The vehicle body assembly of claim 6, further comprising a sixth reinforcement member disposed in the receiving cavity and positioned between the fourth reinforcement member and the fifth reinforcement member.

10. A vehicle characterized by comprising a body assembly of a vehicle according to any one of claims 1-9.