WO2025209298A1 - Vehicle body and vehicle - Google Patents

Abstract

A vehicle body, the vehicle body comprising a first main vehicle body (100), a second main vehicle body (200) and a longitudinally-connecting structure (300). The first main vehicle body (100) and the second main vehicle body (200) are arranged in the length direction of the vehicle and are all of a unibody structure. Ends of the first main vehicle body (100) and the second main vehicle body (200) in the width direction of the vehicle are connected by insertion, and the middle portions of the first main vehicle body (100) and the second main vehicle body (200) in the width direction of the vehicle are in an overlap joint. The longitudinally-connecting structure (300) connects the first main vehicle body (100), the second main vehicle body (200), and the overlap region between the first main vehicle body (100) and the second main vehicle body (200). The present invention also relates to a vehicle. The present invention solves the technical problem of poor mechanical properties of existing unibody type vehicle bodies.

Description

Body and vehicle

Related applications

This application claims priority to Chinese patent applications filed on April 3, 2024, with application numbers 202410403171.2, 202420688891.3, 202420685899.4, 202420686200.6 and 202420688515.4, the entire contents of which are incorporated by reference into this application.

Technical Field

The present application relates to the technical field of vehicle bodies, and in particular to a vehicle body and a vehicle.

Background Art

With rapid economic development, demand for automobiles is increasing. As a crucial component of a vehicle, the body enhances its impact resistance. Currently, most vehicles utilize a non-load-bearing body, requiring a separate beam to transmit force and mount components such as the chassis and powertrain. This results in a high number of parts. While unibody designs are becoming a trend in R&D, die-cast unibody designs are too large and lack the required mechanical properties.

Technical issues

To achieve the above-mentioned purpose, an embodiment of the present application proposes a vehicle body, which includes a first vehicle body, a second vehicle body and a longitudinal connecting structure. The first vehicle body and the second vehicle body are arranged along the length direction of the vehicle and are both integrally formed structures. The first vehicle body and the second vehicle body are plugged in at the ends along the width direction of the vehicle, and the first vehicle body and the second vehicle body are overlapped in the middle along the width direction of the vehicle. The longitudinal connecting structure connects the first vehicle body, the second vehicle body and the overlapping area of the first vehicle body and the second vehicle body.

Technical Solutions

In one embodiment of the present application, the longitudinal connection structure includes:

a connecting body connected to the overlapping area;

a first connecting plate, provided at one end of the connecting body and connected to the first vehicle body; and

The second connecting plate is provided at the other end of the connecting body and is connected to the second vehicle body.

In one embodiment of the present application, the connecting body includes a first side panel, a second side panel, a third side panel, a fourth side panel and a vertical panel, the first side panel, the second side panel, the third side panel and the fourth side panel are connected end to end to form a cavity, the vertical panel is arranged in the cavity and connects the first side panel, the second side panel, the third side panel and the fourth side panel; wherein, the vertical panel is connected to the overlapping area, the first connecting panel is connected to the first side panel, and the second connecting panel is connected to the third side panel.

In one embodiment of the present application, the connecting body further includes a reinforcing rib, and the reinforcing rib is disposed in the cavity.

In one embodiment of the present application, a plurality of reinforcing ribs are provided, and the plurality of reinforcing ribs are staggeredly arranged in the cavity.

In one embodiment of the present application, the first vehicle body includes a first floor and a first longitudinal beam that are integrally die-cast, and the second vehicle body includes a second floor and a second longitudinal beam that are integrally die-cast, the first floor and the second floor are overlapped, and the first longitudinal beam and the second longitudinal beam are plugged into each other; the first longitudinal beam and the second longitudinal beam both have a plug-in cavity, and the connecting body is arranged in the plug-in cavity; the connecting body connects the overlapping area of the first floor and the second floor, the first connecting plate is connected to the first longitudinal beam, and the second connecting plate is connected to the second longitudinal beam.

In one embodiment of the present application, the longitudinal connection structure further includes a locking member, and the locking member connects the first floor panel and the second floor panel.

In one embodiment of the present application, at least one of the connection method between the longitudinal connection structure and the first vehicle body, the connection method between the longitudinal connection structure and the second vehicle body, and the connection method between the longitudinal connection structure and the overlap area is a mechanical connection method.

In one embodiment of the present application, the first body and the rear body of the four-wheel drive vehicle are die-casted by the same mold, and after die-casting, the first body is partially cut off in the length direction to form the second body.

In one embodiment of the present application, the vehicle body includes a first vehicle body, a second vehicle body and a vertical connection structure. The first vehicle body and the second vehicle body are arranged along the length direction of the vehicle. The first vehicle body and the second vehicle body are plugged into each other at their ends along the width direction of the vehicle. The first vehicle body and the second vehicle body are spaced apart in the vertical direction in the middle of the width direction of the vehicle to form a vertical gap. The vertical connection structure is arranged in the vertical gap and connects the first vehicle body and the second vehicle body.

In one embodiment of the present application, the vertical connection structure includes a support plate, and the support plates are provided in plurality. The plurality of support plates are connected end to end to form a support cavity, one of the plurality of support plates is connected to the first vehicle body, and another of the plurality of support plates is connected to the second vehicle body.

In one embodiment of the present application, the vehicle body includes a first vehicle body body, a second vehicle body body and a wheel cover connecting structure. The first vehicle body body and the second vehicle body body are arranged along the length direction of the vehicle. The first vehicle body body has a first wheel cover at one end close to the second vehicle body body, and the second vehicle body body has a second wheel cover at one end close to the first vehicle body body. The wheel cover connecting structure connects the first wheel cover and the second wheel cover, and both the first vehicle body body and the second vehicle body body are connected to the wheel cover connecting structure.

In one embodiment of the present application, the wheel cover connection structure includes a connecting plate, a first connecting side plate and a second connecting side plate. The first connecting side plate and the second connecting side plate are bent and arranged on opposite sides of the connecting plate. The first connecting side plate is connected to the first wheel cover, and the second connecting side plate is connected to the second wheel cover.

In one embodiment of the present application, the vehicle body includes a first vehicle body body and a second vehicle body body arranged along the length direction of the vehicle, the first vehicle body body includes a first floor and a first longitudinal beam that are integrally die-cast, the second vehicle body body includes a second floor and a second longitudinal beam that are integrally die-cast, and the first longitudinal beam and the second longitudinal beam are continuously and non-offsetly arranged in the length direction of the vehicle.

To achieve the above objectives, an embodiment of the present application proposes a vehicle, including the vehicle body described above.

Beneficial effects

Compared to the prior art, the present application proposes a technical solution in which a vehicle body comprises a first body, a second body, and a longitudinal connecting structure connecting the first and second bodies. The first and second body bodies are each integrally formed. In other words, the first and second body bodies each integrate multiple sheet metal components into a single die-cast part, which not only facilitates production and reduces vehicle assembly steps, but also achieves lightweighting and a reduced number of parts. Furthermore, the first and second body bodies can be die-cast using existing equipment, reducing the required press capacity and saving the cost of developing new molds. Furthermore, the first and second body bodies have a small die-casting size, and the distance from the casting gate to each position after die-casting is moderate, thereby preventing poor mechanical properties of the casting due to a long distance from the casting gate and improving the performance of the entire vehicle body. Furthermore, the longitudinal connecting structure not only connects the first and second body bodies, but also connects the overlapping area of the first and second body bodies, increasing the contact area of the longitudinal connecting structure when connecting the two, effectively improving the reliability of the connection and safeguarding the mechanical properties of the vehicle body. In addition, the overlapping area between the first body and the second body is relatively strong and not easy to break. When connected with the longitudinal connecting structure, it can further improve the reliability of the longitudinal connecting structure connecting the first body and the second body, thereby improving the mechanical properties of the entire body.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

FIG1 is a schematic structural diagram of a vehicle body embodiment of the present application from an angle;

FIG2 is a schematic structural diagram of a vehicle body embodiment of the present application from another angle;

FIG3 is a schematic diagram of the exploded structure of a vehicle body embodiment of the present application;

FIG4 is a schematic structural diagram of the longitudinal connection structure in an embodiment of a vehicle body of the present application;

FIG5 is a schematic structural diagram of a wheel cover connection structure in an embodiment of a vehicle body of the present application;

FIG6 is a schematic structural diagram of another angle of the vehicle body embodiment of the present application;

FIG7 is a schematic diagram of a vehicle body embodiment of the present application after the longitudinal connection structure is hidden;

FIG8 is a side view of a vehicle body embodiment of the present application;

FIG9 is a schematic diagram of the A-A cross-sectional structure of FIG8 ;

FIG10 is a schematic diagram of a vehicle body embodiment of the present application, in which the first vehicle body, the longitudinal connection structure, and the wheel cover connection structure are hidden;

FIG11 is a schematic diagram of the exploded structure of a vehicle body embodiment of the present application;

FIG12 is a schematic structural diagram of a vertical connection structure in an embodiment of a vehicle body of the present application;

FIG13 is a schematic structural diagram of a vehicle body according to an embodiment of the present application from an angle;

FIG14 is a schematic structural diagram of a vehicle body embodiment of the present application from another angle;

FIG15 is a schematic structural diagram of the wheel cover connection structure in FIG3 from another angle.

Description of Figure Numbers:

Label name Label name 100 First vehicle body 110 First Floor 120 First longitudinal beam 130 First wheel cover 200 Second vehicle body 210 Second floor 220 Second longitudinal beam 230 Second wheel cover 300 Vertical connection structure 310 Connect the main body 311 First side panel 312 Second side panel 313 Third side panel 314 Fourth side panel 315 Riser 320 First connecting plate 330 Second connecting plate 400 Vertical connection structure 500 Wheel housing connection structure 510 Connecting plate 520 First connecting side plate 530 Second connecting side plate 540 The third connecting side plate 240 Opening 3100 Support plate 5000 Vertical gap 3200 Blocking plate 111 First avoidance cavity 211 Second avoidance cavity 3000 Locking parts 350 Flanging    

The realization of the objectives, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings.

Modes for Carrying Out the Invention

The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the embodiments of this application.

It should be noted that all directional indications in the embodiments of the present application (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the various components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

In addition, in the embodiments of the present application, descriptions such as "first" and "second" are only for descriptive purposes and should not be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, features defined as "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the embodiments of the present application, the meaning of "plurality" is at least two, for example, two, three, etc., unless otherwise clearly and specifically defined.

In the embodiments of the present application, unless otherwise specified or limited, the terms "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can mean a fixed connection, a detachable connection, or an integral connection; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal connection between two elements or the interaction between two elements, unless otherwise specified. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present application can be understood according to the specific circumstances.

In addition, the technical solutions between the various embodiments of the present application can be combined with each other, but it must be based on the fact that ordinary technicians in this field can implement it. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the embodiments of the present application.

The car body is a crucial component of a vehicle, enhancing its impact resistance. Currently, most vehicles utilize a non-load-bearing body, requiring separate beams to transmit force and mount components such as the chassis and powertrain, resulting in a large number of parts. While unibody designs are becoming a trend in R&D, the die-cast size of unibody vehicles is too large. Existing die-casting machines, with a tonnage of less than 9,000 tons, are unable to meet the die-casting requirements for large unibody vehicles. Furthermore, due to the large die-cast size of unibody vehicles, the mechanical properties of the formed vehicle body are poor in areas away from the pouring gate, making it prone to cracking.

In view of this, embodiments of the present application provide a vehicle body and vehicle, wherein the vehicle body includes a first body portion and a second body portion. The first body portion and the second body portion can be die-cast using existing equipment. The die-casting dimensions are relatively small, and the distance from the pouring nozzle to each position after die-casting is moderate, thereby preventing the casting from exhibiting poor mechanical properties due to being far from the pouring nozzle and improving the performance of the entire vehicle body. Furthermore, the longitudinal connecting structure, while connecting the first and second body portions, also connects the overlapping areas of the first and second body portions, increasing the contact area of the longitudinal connecting structure when connecting the two, effectively improving the reliability of the connection and ensuring the mechanical properties of the vehicle body.

In order to better understand the above technical solution, the above technical solution is described in detail below with reference to the accompanying drawings.

As shown in Figures 1, 2, 8 and 9, an embodiment of the present application proposes a vehicle body, which includes a first vehicle body 100, a second vehicle body 200 and a longitudinal connecting structure 300. The first vehicle body 100 and the second vehicle body 200 are arranged along the length direction of the vehicle and are both integrally formed structures. The first vehicle body 100 and the second vehicle body 200 are plugged in at the ends along the width direction of the vehicle, and the first vehicle body 100 and the second vehicle body 200 are overlapped in the middle along the width direction of the vehicle. The longitudinal connecting structure 300 connects the first vehicle body 100, the second vehicle body 200 and the overlapping areas of the first vehicle body 100 and the second vehicle body 200.

In the technical solution adopted in this embodiment, the vehicle body includes a first vehicle body 100, a second vehicle body 200, and a longitudinal connecting structure 300 connecting the first vehicle body 100 and the second vehicle body 200. The first vehicle body 100 and the second vehicle body 200 are each an integrally formed structure. In other words, the first vehicle body 100 and the second vehicle body 200 each integrate multiple sheet metal parts into a single die-cast part, which not only facilitates production and reduces the number of vehicle assembly steps, but also achieves lightweighting and a reduced number of parts. Moreover, the first vehicle body 100 and the second vehicle body 200 can be die-cast using existing equipment, reducing the requirements for press tonnage and saving the cost of redeveloping molds. In addition, the first vehicle body 100 and the second vehicle body 200 have a small die-casting size during die-casting, and the distance from each position to the casting gate after die-casting is moderate, thereby preventing the casting from having poor mechanical properties due to being far away from the casting gate, thereby improving the performance of the entire vehicle body. At the same time, the longitudinal connecting structure 300 not only connects the first body 100 and the second body 200, but also connects the overlapping area of the first and second body 100, 200. This increases the contact area of the longitudinal connecting structure 300 when connecting the two, effectively improving the reliability of the connection and safeguarding the mechanical properties of the vehicle body. Furthermore, the overlapping area of the first and second body 100, 200 is relatively strong and less prone to breakage. Furthermore, the relatively strong overlapping area of the first and second body 100, 200 prevents cracking of the vehicle body when the longitudinal connecting structure 300 and the overlapping area are locked and secured, further improving the reliability of the first and second body 100, 200, and thereby enhancing the mechanical properties of the entire vehicle body.

Specifically, the vehicle body includes a first body 100, a second body 200, and a longitudinal connecting structure 300. The first and second body 100, 200 are integrally formed, reducing component count and improving structural strength. Optionally, the first and second body 100, 200 are made of metal and die-cast as a single unit. In one embodiment, the first and second body 100, 200 are made of aluminum. Of course, the first and second body 100, 200 can also be made of other metal materials, such as steel, magnesium alloy, and aluminum alloy, without limitation. Furthermore, the first and second body 100, 200 are relatively small, enabling production using existing die-casting machines and other equipment. This prevents oversize die-cast parts from degrading mechanical properties away from the sprue. To connect the first and second body 100, 200 into a single unit to form the vehicle body, a longitudinal connecting structure 300 is provided. This longitudinal connecting structure 300 securely and tightly connects the first and second body 100, 200, improving the mechanical properties of the entire vehicle body. In one embodiment, the longitudinal connection structure 300 can be connected using bolts, SPRs (rivets), FDSs (flow drill screws), etc., that is, the first body 100 and the second body 200 are connected by a mechanical connection, which is simple and highly reliable. Of course, in other embodiments, the longitudinal connection structure 300 can also be connected using welds, that is, the first body 100 and the second body 200 are welded and fixed, but this is not limited here.

To further enhance the reliability of the connection between the first and second vehicle bodies 100, 200, in this embodiment, the first and second vehicle bodies 100, 200 overlap at their respective ends, in the middle of the vehicle width. It is understood that the overlapping of the first and second vehicle bodies 100, 200, at their respective ends, in the vehicle height direction, forms an overlap region, which increases the thickness of the vehicle body in this overlap region, thereby improving the structural strength or mechanical properties of the vehicle body. Alternatively, a longitudinal connecting structure 300 can be connected to the overlap region. Due to the thicker and stronger overlap region, the reliability of the longitudinal connecting structure 300 connecting the first and second vehicle bodies 100, 200 can be further enhanced.

In one embodiment, referring to Figures 3, 6, 9, and 10, the first and second body sections 100, 200 are spaced apart at their respective ends in the vehicle height direction, forming a vertical gap 5000. A vertical connection structure 400 is disposed within the vertical gap 5000. The vertical connection structure 400 connects the first and second body sections 100, 200, and the longitudinal connection structure 300 is connected to the vertical connection structure 400. This increases the number of connection points between the first and second body sections 100, 200, and further improves the reliability of the secure connection between the two. It is understood that the middle portion of the first and second body sections 100, 200, along the vehicle width direction, are spaced apart in the vehicle height direction. The vertical gap 5000 is located in the overlapping region of the first and second body sections 100, 200. The vertical gap 5000 represents the distance between the first and second body sections 100, 200, along the vehicle height direction. In one embodiment, the vertical connection structure 400 can connect the first vehicle body 100 and the second vehicle body 200 by mechanical connection methods such as bolts, SPR (rivets), and FDS (flow drill screws). The connection method is simple and has high reliability.

In this embodiment, referring to FIG9 , the longitudinal connection structure 300 enables the first and second vehicle bodies 100 and 200 to be fixedly connected in the vehicle length direction, while the vertical connection structure 400 enables the first and second vehicle bodies 100 and 200 to be fixedly connected in the vehicle height direction. The coordination of the longitudinal connection structure 300 and the vertical connection structure 400 allows the first and second vehicle bodies 100 and 200 to be fixedly connected in both the vehicle length and vehicle height directions, further improving the reliability of the connection between the first and second vehicle bodies 100 and 200. In other words, the longitudinal direction in this embodiment refers to the length of the vehicle, and the vertical direction refers to the height of the vehicle.

As an optional embodiment, referring to FIG12 , the vertical connection structure 400 includes a support plate 3100 . The support plates 3100 are provided in a plurality and are connected end to end to form a support cavity. One of the plurality of support plates 3100 is connected to the first vehicle body 100 , and another of the plurality of support plates 3100 is connected to the second vehicle body 200 . In this way, by connecting the plurality of support plates 3100 to form a support cavity, a better support function can be provided, and the use of materials can be saved while improving the structural strength, thereby reducing the cost of use. Of course, in other embodiments, the vertical connection structure 400 also includes a reinforcement plate, which is provided in the support cavity and connects the two opposing support plates 3100 . This can further improve the strength of the vertical connection structure 400 .

Specifically, the vertical connection structure 400 includes a support plate 3100. Multiple support plates 3100 are connected end-to-end to form a support cavity, providing greater strength than a solid plate structure. Alternatively, two support plates 3100 are vertically positioned relative to each other: one support plate 3100 is parallel to and connected to the first body 100, while the other support plate 3100 is parallel to and connected to the second body 200. This facilitates securing the first and second body 100, 200 together. In one embodiment, the support plates 3100 are connected to the first and second body 100, or to the second body 200, by welding. Alternatively, bolts, SPRs (rivets), FDSs (flow drill screws), and other methods can be used for convenient and reliable connection.

For example, multiple reinforcing plates are provided, and the multiple reinforcing plates are staggered. In this way, support can be provided in both longitudinal and vertical directions, further improving the stability and reliability of the support cavity when subjected to forces in different directions.

For example, referring to FIG3 and FIG4 , in one embodiment of the present application, the longitudinal connection structure 300 includes:

A connecting body 310 , wherein the connecting body 310 is connected to the overlapping area;

A first connecting plate 320 is provided at one end of the connecting body 310 and is connected to the first vehicle body 100; and

The second connecting plate 330 is disposed at the other end of the connecting body 310 and is connected to the second vehicle body 200 .

Specifically, the longitudinal connection structure 300 includes a connection body 310, a first connection plate 320, and a second connection plate 330. The connection body 310, the first connection plate 320, and the second connection plate 330 are integrally formed, reducing component count and improving overall structural strength. The first and second connection plates 320, 330 are positioned at either end of the connection body 310 along the vehicle's length. The first connection plate 320 connects to the first body 100, while the second connection plate 330 connects to the second body 200, thereby connecting the first and second body 100, 200, into a single, integrated structure. The first connection plate 320 and the first body 100 can be connected mechanically using bolts, SPR rivets, FDS (flow drill screws), or other methods, offering simple and reliable connections. The connection between the second connection plate 330 and the second body 200, and between the connection body 310 and the overlapped area, can be similar to the connection between the first connection plate 320 and the first body 100 and is not limited here.

For example, referring to Figure 4, in one embodiment of the present application, the connecting body 310 includes a first side panel 311, a second side panel 312, a third side panel 313, a fourth side panel 314 and a vertical panel 315. The first side panel 311, the second side panel 312, the third side panel 313 and the fourth side panel 314 are connected end to end to form a cavity. The vertical panel 315 is arranged in the cavity and connects the first side panel 311, the second side panel 312, the third side panel 313 and the fourth side panel 314; wherein the vertical panel 315 connects the overlapping area, the first connecting panel 320 is connected to the first side panel 311, and the second connecting panel 330 is connected to the third side panel 313.

Specifically, the connecting body 310 includes a first side panel 311, a second side panel 312, a third side panel 313, a fourth side panel 314, and a vertical panel 315. It is understood that the first side panel 311, the second side panel 312, the third side panel 313, and the fourth side panel 314 form a cavity, which can achieve both structural strength and material conservation. The vertical panel 315 can further improve structural strength and facilitate connection of overlapping areas, thereby improving assembly efficiency.

For example, in one embodiment of the present application, the connecting body 310 also includes reinforcing ribs, which are arranged in the cavity, so as to improve the structural strength of the connecting body 310. As an optional method, a plurality of reinforcing ribs are provided in a linear array; the reinforcing ribs connect the first side plate 311 and the third side plate 313 that are relatively arranged, or the reinforcing ribs connect the second side plate 312 and the fourth side plate 314 that are relatively arranged. That is to say, the structural strength of the connecting body 310 along the length direction or along the height direction of the vehicle is improved by setting the reinforcing ribs.

For example, in one embodiment of the present application, a plurality of reinforcing ribs are provided, and the plurality of reinforcing ribs are staggered in the cavity. It is understandable that the staggered reinforcing ribs can simultaneously improve the longitudinal and vertical structural strength of the connecting body 310.

For example, in one embodiment of the present application, referring to FIG12 , the vertical connection structure 400 further includes a blocking plate 3200, which is disposed within the support cavity and connected to the vertical plate 315. Specifically, the blocking plate 3200 not only provides support for the support cavity but also facilitates connection with the vertical plate 315, thereby improving the convenience of connecting the vertical connection structure 400 and the longitudinal connection structure 300.

For example, in one embodiment of the present application, the blocking plate 3200 and the plurality of support plates 3100 are integrally formed, thereby reducing the use of components and improving the overall structural strength.

For example, referring to Figures 3, 6-8, and 10, in one embodiment of the present application, the first vehicle body 100 includes an integrally die-cast first floor panel 110 and first longitudinal beam 120, and the second vehicle body 200 includes an integrally die-cast second floor panel 210 and second longitudinal beam 220. It is understood that integral die-casting can reduce the number of components and improve structural strength. The first and second floor panels 110 and 210 overlap, and the first and second longitudinal beams 120 and 220 plug into each other. Each of the first and second longitudinal beams 120 and 220 has a plug-in cavity, within which a connecting body 310 is disposed. Referring to Figure 10, the ends of the first and second longitudinal beams 120 and 220 facing each other are hollow structures with an opening 240. The first longitudinal beam 120 can be inserted into the interior of the second longitudinal beam 220, or the second longitudinal beam 220 can be inserted into the interior of the first longitudinal beam 120. The connecting body 310 is placed into the hollow structure (i.e., the plug-in cavity) through the opening 240 and connected to the overlapping area of the first floor panel 110 and the second floor panel 210. The first connecting plate 320 and the second connecting plate 330 extend on both sides of the opening 240 and in directions away from each other. The first connecting plate 320 is connected to the first longitudinal beam 120, and the second connecting plate 330 is connected to the second longitudinal beam 220. The top and bottom surfaces of the connecting body 310 are respectively connected to the overlapping positions of the first longitudinal beam 120 and the second longitudinal beam 220 in the vehicle height direction, thereby tightly fixing the first body 100 and the second body 200 together.

For example, in one embodiment of the present application, the first longitudinal beam 120 and the second longitudinal beam 220 are clearance-fitted, which can reduce friction when the first longitudinal beam 120 and the second longitudinal beam 220 are plugged together, thereby improving the convenience of plugging.

For example, in one embodiment, the first floor panel 110 and the second floor panel 210 are stacked at their respective ends in the vehicle height direction. This allows at least a portion of the first floor panel 110 and the second floor panel 210 to overlap, effectively increasing the thickness of the vehicle body in this area, thereby improving the structural strength or mechanical properties of the vehicle body.

In one embodiment, after die-casting, the first and second longitudinal beams 120 and 220 are connected continuously and non-displaced along the length of the vehicle, improving the continuity of torque transmission, thereby being able to withstand greater external forces and further enhancing the strength and mechanical properties of the entire vehicle body. Alternatively, the first and second longitudinal beams 120 and 220, as well as the first and second floor panels 110 and 210, can be connected using bolts, SPRs (rivets), FDSs (flow drill screws), or the like. In other words, the first and second vehicle body sections 100 and 200 are connected mechanically, which offers a simple and highly reliable connection method.

In one embodiment, referring to Figure 11 , the first floor panel 110 and the second floor panel 210 are spaced apart vertically to form a vertical gap 5000. One of the plurality of support plates 3100 is connected to the first floor panel 110, and another of the plurality of support plates 3100 is connected to the second floor panel 210. It is understood that the integrated die-casting process can reduce the number of components and improve structural strength. The first floor panel 110 and the second floor panel 210 are spaced apart vertically, and the vertical connection structure 400 locks the first floor panel 110 and the second floor panel 210 together, preventing them from separating or misaligning in the longitudinal direction and ensuring a secure connection.

In one embodiment, two first longitudinal beams 120 are provided, one on each side of the first floor panel 110 in the vehicle width direction. Specifically, the two first longitudinal beams 120 form the ends of the first vehicle body 100 in the vehicle width direction, while the first floor panel 110 forms the middle portion of the first vehicle body 100 in the vehicle width direction. Two second longitudinal beams 220 are provided, one on each side of the second floor panel 210 in the vehicle width direction. Specifically, the two second longitudinal beams 220 form the ends of the second vehicle body 200 in the vehicle width direction, while the second floor panel 210 forms the middle portion of the second vehicle body 200 in the vehicle width direction.

In one embodiment, referring to Figures 1 to 3, the first body 100 has a first wheel housing 130 at one end adjacent to the second body 200, and the second body 200 has a second wheel housing 230 at one end adjacent to the first body 100. The first wheel housing 130 and the first body 100 are integrally formed, and the second wheel housing 230 and the second body 200 are integrally formed. A wheel housing connection structure 500 connects the first wheel housing 130 and the second wheel housing 230, and both the first body 100 and the second body 200 are connected to the wheel housing connection structure 500. It will be appreciated that connecting the first wheel housing 130 and the second wheel housing 230 through the wheel housing connection structure 500 can further improve the reliability of the connection between the first body 100 and the second body 200.

In one embodiment, the longitudinal connection structure 300 is connected to the wheel house connection structure 500. In this way, the wheel house connection structure 500 not only connects the first wheel house 130 and the second wheel house 230, but also connects to the first longitudinal beam 120 and the second longitudinal beam 220, so that the first wheel house 130, the second wheel house 230, the first longitudinal beam 120, the second longitudinal beam 220 and the wheel house connection structure 500 are tightly connected together, improving the reliability and stability of the connection between the first longitudinal beam 120 and the second longitudinal beam 220, and further enhancing the overall structural strength of the wheel house and the vehicle body.

In one embodiment, a first longitudinal beam 120 and a first wheel housing 130 are respectively provided on both sides of the first floor 110 in the width direction, and a second longitudinal beam 220 and a second wheel housing 230 are respectively provided on both sides of the second floor 210 in the width direction.

As an optional method, referring to Figure 5, the wheel cover connection structure 500 includes a connecting plate 510, a first connecting side plate 520 and a second connecting side plate 530. The first connecting side plate 520 and the second connecting side plate 530 are bent and arranged on opposite sides of the connecting plate 510. The first connecting side plate 520 is connected to the first wheel cover 130, and the second connecting side plate 530 is connected to the second wheel cover 230.

Specifically, the wheel cover connection structure 500 includes a connecting plate 510 and a first connecting side plate 520 and a second connecting side plate 530 arranged on opposite sides of the connecting plate 510. The first connecting side plate 520 and the second connecting side plate 530 are respectively bent and connected to the connecting plate 510, so that the first connecting side plate 520 can at least partially cover the side of the first wheel cover 130 facing the second wheel cover 230, and the second connecting side plate 530 can at least partially cover the side of the second wheel cover 230 facing the first wheel cover 130, thereby increasing the contact area between the first connecting side plate 520 and the first wheel cover 130 and the contact area between the second connecting side plate 530 and the second wheel cover 230, thereby improving the reliability of the connection between the first body 100 and the second body 200.

In another embodiment, referring to FIG5 , the wheelhouse connection structure 500 further includes a third connecting side plate 540 , which connects to the insertion area of the first longitudinal beam 120 and the second longitudinal beam 220 . It will be appreciated that the third connecting side plate 540 can be superimposed on the first longitudinal beam 120 and the second longitudinal beam 220 in the vehicle height direction and fixed together via a mechanical connection method such as bolts, SPR (rivets), or FDS (flow drill screws), further improving the reliability of the connection between the first and second vehicle body sections 100 and 200.

Exemplarily, the first longitudinal beam 120 and the second longitudinal beam 220 both have a plug-in cavity, and the vehicle body further includes a longitudinal connecting structure 300, which is disposed in the plug-in cavity and connects the first longitudinal beam 120 and the second longitudinal beam 220. The third connecting side plate 540 is connected to the longitudinal connecting structure 300. Specifically, by connecting the first longitudinal beam 120 and the second longitudinal beam 220 via the longitudinal connecting structure 300, the reliability of the connection between the first longitudinal beam 120 and the second longitudinal beam 220 can be improved, thereby ensuring the mechanical properties of the vehicle body. Furthermore, the longitudinal connecting structure 300 is also connected to the third connecting side plate 540, which can securely fix the first longitudinal beam 120, the second longitudinal beam 220, the first wheel housing 130, and the second wheel housing 230 together. In one embodiment, the longitudinal connecting structure 300 may be a sheet metal component.

15 , in one embodiment of the present application, the wheel arch connection structure 500 further includes a flange 350, which is provided at one end of the connecting plate 510 facing away from the longitudinal connection structure 300. Specifically, the flange 350 is folded relative to the connecting plate 510 to increase the strength of the outer side of the connecting plate 510.

For example, in one embodiment of the present application, the connecting plate 510, the flange 350, the first connecting side plate 520, the second connecting side plate 530, and the third connecting side plate 540 are integrally formed, thereby reducing the use of parts and improving structural strength.

In one embodiment, the first wheel housing 130 is integrated with the first vehicle body 100, and the second wheel housing 230 is integrated with the second vehicle body 200. The first and second wheel housings 130, 230 are directly connected and fixed together via a wheel housing connection structure 500 to form a single unitary structure, effectively enhancing the strength of the wheel housings. It will be appreciated that the first and second wheel housings 130, 230 can share force via the wheel housing connection structure 500, thereby being able to withstand greater impacts and ensuring the strength of the wheel housings.

Specifically, the vehicle body includes a first body 100, a second body 200, and a wheel housing connection structure 500. Both the first body 100 and the second body 200 are integrally formed structures. A first wheel housing 130 is integrated into the first body 100, while a second wheel housing 230 is integrated into the second body 200. The first and second wheel housings 130 and 230 are arranged along the length of the vehicle. This integrated structure reduces component count and improves structural strength.

It should be noted that a vehicle generally has a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The left front wheel and the right front wheel are each provided with a first wheel cover 130, and the left rear wheel and the right rear wheel are each provided with a second wheel cover 230. The first wheel cover 130 and the second wheel cover 230 on the same side are connected by a wheel cover connecting structure 500. In other words, the wheel cover connecting structure 500 connects the first wheel cover 130 provided for the left front wheel and the second wheel cover 230 provided for the left rear wheel, or the wheel cover connecting structure 500 connects the first wheel cover 130 provided for the right front wheel and the second wheel cover 230 provided for the right rear wheel.

For example, referring to FIG. 13 , in one embodiment of the present application, the end of the second floor panel 210 protrudes away from the second wheel housing 230 at one end thereof, forming a second escape cavity 211, and/or the end of the first floor panel 110 protrudes away from the first wheel housing 130 at one end thereof, forming a first escape cavity 111. This increases the space on the ground-facing side of the vehicle body, facilitating the arrangement of other vehicle components.

3 , in one embodiment of the present application, both the side of the first floor panel 110 facing away from the ground and the side of the second floor panel 210 facing away from the ground are flat. Thus, the side of the vehicle body facing away from the ground is flat, which facilitates the arrangement or movement of seats.

For example, in one embodiment of the present application, the longitudinal connection structure 300 further includes a locking member 3000, which connects the first floor panel 110 and the second floor panel 210. It is understood that the locking member 3000 can vertically secure the first floor panel 110 and the second floor panel 210 together, preventing misalignment after the first and second floor panels 110, 210 overlap. It also serves as an auxiliary connection, further improving the reliability of the connection between the first and second vehicle body panels 100, 200. Alternatively, the locking member 3000 can be a bolt, SPR (rivet), FDS (flow drill screw), or other suitable method, providing convenient and reliable connection.

For example, referring to FIG. 14 , in one embodiment of the present application, the vehicle body further includes a locking member 3000, which connects the overlapping area of the first vehicle body 100 and the second vehicle body 200. In order to further improve the reliability of the connection between the first vehicle body 100 and the second vehicle body 200, a locking member 3000 is provided, and the first vehicle body 100 and the second vehicle body 200 are tightly and reliably connected together by the locking member 3000. In one embodiment, the locking member 3000 connects the overlapping area in the vertical direction. Since the overlapping area is thicker and stronger, the locking member 3000 can prevent the vehicle body from cracking when it is locked and fixed to the vehicle body. As an optional method, the locking member 3000 can be a bolt, SPR (rivet), FDS (flow drill screw), etc., which are easy to connect and have high reliability.

For example, in one embodiment of the present application, multiple locking members 3000 are spaced apart along the width of the vehicle. This provides locking force at multiple locations, further enhancing the secure connection between the first and second vehicle bodies 100 and 200. In one embodiment, multiple locking members 3000 are staggered in the width direction, further enhancing locking force along the length of the vehicle, further enhancing the secure connection between the first and second vehicle bodies 100 and 200.

For example, in one embodiment of the present application, the first body 100 and the rear body of a four-wheel drive vehicle are die-casted using the same mold. After die-casting, the first body 100 is partially cut lengthwise to form the second body 200. It is understood that the first body 100 and the rear body of the four-wheel drive vehicle are die-casted using a common mold. After die-casting using the common mold, the first body 100 can be directly used as the rear body of a 4x4 vehicle (i.e., a four-wheel drive vehicle), eliminating the need for separate die-casting molds and fixtures, thus saving development costs. Furthermore, when used in a six-wheel drive vehicle (i.e., a 6x6 vehicle), the first body 100 can simply be cut lengthwise (typically 1050 mm) as needed to form the second body 200. The first and second body 100 are then connected to form the rear body of the 6x6 vehicle. It is understood that the second body 200 can be formed by cutting the first body 100 to the appropriate length, depending on the vehicle model. In this way, the rear bodies of different models can be die-cast using the same mold, reducing the number of new molds required to adapt to different models and lowering mold development costs.

To achieve the above objectives, the present application provides a vehicle comprising the vehicle body described above. Specifically, the specific structure of the vehicle body is similar to that of the above embodiment. Since the vehicle utilizes all of the technical solutions of the above embodiment, it at least possesses all of the beneficial effects brought about by the technical solutions of the above embodiment, and no further elaboration is required here.

The above description is only a preferred embodiment of the present application and does not limit the patent scope of the embodiments of the present application. All equivalent structural transformations made by using the contents of the description and drawings of the embodiments of the present application under the inventive concept of the embodiments of the present application, or direct/indirect application in other related technical fields are included in the patent protection scope of the embodiments of the present application.

Claims (15)

A vehicle body, wherein the vehicle body includes a first vehicle body, a second vehicle body and a longitudinal connecting structure, the first vehicle body and the second vehicle body are arranged along the length direction of the vehicle and are both integrally formed structures, the first vehicle body and the second vehicle body are plugged in at their ends along the width direction of the vehicle, the first vehicle body and the second vehicle body are overlapped in the middle along the width direction of the vehicle, and the longitudinal connecting structure connects the first vehicle body, the second vehicle body and the overlapping area of the first vehicle body and the second vehicle body. The vehicle body according to claim 1, wherein the longitudinal connection structure comprises: a connecting body connected to the overlapping area; a first connecting plate, provided at one end of the connecting body and connected to the first vehicle body; and The second connecting plate is provided at the other end of the connecting body and is connected to the second vehicle body. The vehicle body as described in claim 2, wherein the connecting body includes a first side panel, a second side panel, a third side panel, a fourth side panel and a vertical panel, the first side panel, the second side panel, the third side panel and the fourth side panel are connected end to end to form a cavity, the vertical panel is arranged in the cavity and connects the first side panel, the second side panel, the third side panel and the fourth side panel; wherein the vertical panel connects the overlapping area, the first connecting panel is connected to the first side panel, and the second connecting panel is connected to the third side panel. The vehicle body according to claim 3, wherein the connecting body further comprises a reinforcing rib, and the reinforcing rib is disposed in the cavity. The vehicle body according to claim 4, wherein a plurality of reinforcing ribs are provided, and the plurality of reinforcing ribs are staggered in the cavity. The vehicle body as described in any one of claims 2 to 5, wherein the first vehicle body body includes a first floor panel and a first longitudinal beam that are integrally die-cast, the second vehicle body body includes a second floor panel and a second longitudinal beam that are integrally die-cast, the first floor panel and the second floor panel overlap, and the first longitudinal beam and the second longitudinal beam are plugged into; the first longitudinal beam and the second longitudinal beam both have a plug-in cavity, and the connecting body is arranged in the plug-in cavity; the connecting body connects the overlapping areas of the first floor panel and the second floor panel, the first connecting plate connects the first longitudinal beam, and the second connecting plate connects the second longitudinal beam. The vehicle body according to claim 6, wherein the longitudinal connection structure further comprises a locking member, wherein the locking member connects the first floor panel and the second floor panel. The vehicle body according to claim 6, wherein at least one of the connection between the longitudinal connecting structure and the first vehicle body, the connection between the longitudinal connecting structure and the second vehicle body, and the connection between the longitudinal connecting structure and the overlap area is a mechanical connection. The vehicle body according to claim 6, wherein the first vehicle body and the rear vehicle body of the four-wheel drive vehicle are die-casted by the same mold, and after die-casting, the first vehicle body is partially cut off in the length direction to form the second vehicle body. The vehicle body as described in claim 1, wherein the vehicle body further includes a vertical connecting structure, the first vehicle body and the second vehicle body are vertically spaced apart in the middle along the width direction of the vehicle to form a vertical gap, and the vertical connecting structure is arranged in the vertical gap and connects the first vehicle body and the second vehicle body. The vehicle body as described in claim 10, wherein the vertical connection structure includes a support plate, and the support plates are provided in plurality, and the plurality of support plates are connected end to end to form a support cavity, one of the plurality of support plates is connected to the first vehicle body, and another of the plurality of support plates is connected to the second vehicle body. The vehicle body as described in claim 1, wherein the vehicle body also includes a wheel cover connecting structure, the first vehicle body has a first wheel cover at one end close to the second vehicle body, the second vehicle body has a second wheel cover at one end close to the first vehicle body, the wheel cover connecting structure connects the first wheel cover and the second wheel cover, and the first vehicle body and the second vehicle body are both connected to the wheel cover connecting structure. The vehicle body as described in claim 12, wherein the wheel house connection structure includes a connecting plate, a first connecting side plate and a second connecting side plate, the first connecting side plate and the second connecting side plate are bent and arranged on opposite sides of the connecting plate, the first connecting side plate is connected to the first wheel house, and the second connecting side plate is connected to the second wheel house. The vehicle body as claimed in claim 1, wherein the first vehicle body includes a first floor panel and a first longitudinal beam formed by integral die-casting, and the second vehicle body includes a second floor panel and a second longitudinal beam formed by integral die-casting, and the first longitudinal beam and the second longitudinal beam are continuously and non-offsetly arranged in the longitudinal direction of the vehicle. A vehicle, wherein the vehicle comprises the vehicle body according to any one of claims 1-14.