Vehicle body rear structure and assembling method

Abstract

The embodiment of the invention provides a vehicle body rear structure and an assembling method. The vehicle body rear structure comprises a D ring, a rear girder assembly and a side wall assembly. The top of the D ring is connected with the top cover assembly, the two sides of the D ring are connected with the side wall assembly, the bottom of the D ring is connected with the rear girder assembly, and the rear girder assembly is in lap joint with the rear floor assembly. D column lower angle plates are arranged on the two inner sides of the bottom of the D ring, the two ends, away from each other, of the two D column lower angle plates are welded to the side wall assembly, the bottoms of the two D column lower angle plates extend to the lower side of the rear floor and are connected with the rear girder assembly in a fastened mode, and therefore the D ring, the rear girder assembly and the side wall assembly are restrained mutually in the deformation process. The D ring, the rear girder assembly and the rear anti-collision beam assembly are tightly and rigidly connected, the limitation that traditional assemblies are independently stressed is broken through, anti-deformation acting force can be efficiently transmitted, the torsional rigidity and the bending rigidity of a body in white are remarkably improved, and reliable support is provided for the control stability, the running smoothness and the passive safety of the body.

Description

Technical Field

[0001] This application relates to the field of vehicle body technology, and in particular to a rear vehicle body structure and assembly method. Background Technology

[0002] The characteristics of the existing rear body structure are as follows: 1. The D-ring is suspended above the rear beam, and the structure is discontinuous, resulting in insufficient overall structural rigidity in the corresponding area of ​​the rear body. 2. Three large welding holes are opened at the bottom of the D-pillar. The installation of these welding holes damages the structural integrity of the lower D-pillar parts and the joints in this area, resulting in poor structural rigidity of the parts and joints. 3. During the manufacturing process of the rear side panel assembly, the rear side panel assembly is positioned in the Y-axis of the vehicle body. In this state, the lower part of the D-pillar forms a cantilever beam structure, which has relatively weak rigidity. During the manufacturing process, due to the weight of the rear side panel assembly itself, the lower part of the D-pillar is prone to downward deformation (i.e., sagging), making it difficult to control the manufacturing dimensional accuracy of the lower part of the D-pillar within the preset range. 4. The D-pillar joint section is unreasonable. The outer side panel is not connected to the lower reinforcing plate / lower corner plate of the D-pillar, which makes the overall structural rigidity of the D-pillar joint area weak. Summary of the Invention

[0003] This application proposes a rear structure and assembly method for a vehicle body, relating to the field of vehicle body technology. By achieving a tight and rigid connection between the D-ring, the rear beam assembly, and the rear anti-collision beam assembly, the limitation of isolated force distribution of each assembly in the traditional method is broken. This method can efficiently transmit anti-deformation forces, significantly improve the torsional stiffness and bending stiffness of the body-in-white, and provide reliable support for vehicle handling stability, ride comfort, and passive safety.

[0004] In a first aspect, embodiments of this application provide a rear structure of a vehicle body, characterized in that it includes a D-ring, a rear beam assembly, and a side panel assembly; The top of the D ring is connected to the top cover assembly, the two sides are connected to the side wall assembly, and the bottom is connected to the rear beam assembly. The rear floor assembly overlaps the rear beam assembly. The bottom two inner sides of the D-ring are provided with D-pillar lower corner plates. The two ends of the two D-pillar lower corner plates that are far apart from each other are welded to the side wall assembly. The bottom of the two D-pillar lower corner plates extends to the lower side of the rear floor and is fastened to the rear beam assembly so that the D-ring, the rear beam assembly and the side wall assembly inhibit each other during deformation.

[0005] Preferably, a rear anti-collision beam assembly is also connected to the bottom outer side of the D-ring, the rear anti-collision beam assembly being used to absorb impact energy.

[0006] Preferably, the rear bumper beam assembly includes a rear bumper beam, a left energy-absorbing box, and a right energy-absorbing box. The rear bumper beam is connected to the bottom of the D-ring, and the left and right energy-absorbing boxes are respectively disposed at both ends of the bumper beam and located between the D-ring and the rear bumper beam.

[0007] Preferably, the outer sides of the two lower corner plates of the D-pillars are also provided with rear anti-collision beam mounting supports, and the two ends of the rear anti-collision beam are connected to the rear anti-collision beam mounting supports.

[0008] Preferably, the rear bumper beam mounting bracket, the lower corner plate of the D-pillar, and the rear beam assembly are connected by the same fastener, so that the impact force on the rear bumper beam assembly is transmitted to the rear beam assembly through the lower corner plate of the D-pillar.

[0009] Preferably, a first partition plate connects the D-pillar reinforcing plate and the D-pillar inner plate in the D-ring.

[0010] Preferably, a second partition plate connects the lower reinforcing plate of the D-pillar and the lower corner plate of the D-pillar in the D-ring.

[0011] Preferably, a third partition plate connects the inner plate and the outer plate of the tail end plate in the D ring.

[0012] Preferably, the lower corner plate and lower reinforcing plate of the D-pillar in the D-ring are connected to the side assembly at the lower part of the D-pillar by spot welding.

[0013] Secondly, this application also provides a method for assembling a rear structure of a vehicle body, including the following steps: a. Lower body assembly welding stage: First, the tail end plate assembly is rigidly connected to the rear floor assembly, front floor assembly, and front body assembly by welding to form a complete lower body assembly; b. Body-in-white assembly stage: After the lower body assembly is welded and passes the precision inspection, it is used as the basic carrier and assembled with the side panel assembly, roof assembly and rear bumper beam. The side panel assembly and roof assembly are connected to the lower body assembly by welding. The rear bumper beam is connected and fixed to the lower body assembly by welding or bolting according to structural requirements, and finally a complete body-in-white assembly is formed.

[0014] In the embodiments of this application: 1. By achieving a tight and rigid connection between the D-ring, the rear beam assembly, and the rear anti-collision beam assembly, the limitation of isolated force distribution of each assembly in the traditional system is broken. This enables efficient transmission of anti-deformation forces, significantly improving the torsional stiffness and bending stiffness of the body-in-white, and providing reliable support for vehicle handling stability, ride comfort, and passive safety.

[0015] Second, by optimizing the length and weight of the D-pillar cantilever, the structural rigidity of the D-pillar cantilever itself is effectively enhanced, and the dimensional fluctuations caused by insufficient rigidity of parts during the manufacturing process are reduced. This significantly improves the manufacturing precision of the rear side panel assembly and solves the pain point of unstable manufacturing dimensions of the lower part of the D-pillar in traditional models.

[0016] Third, by optimizing the layout of the lower D-pillar components (such as Z-axis staggering to prevent abrupt changes in stiffness) and strengthening the structural design (such as multiple baffles working together to transmit force), the lower D-pillar structure becomes more reasonable, which can effectively improve the local deformation resistance of the D-pillar and effectively improve the overall stiffness of the body-in-white.

[0017] Fourth, by concentrating the interior trim mounting points under the D-pillar on the rear end panel assembly, the installation dimension chain is significantly shortened, avoiding the cumulative error of dimensions in traditional cross-assembly installation. This not only makes it easier to ensure the accuracy of interior trim installation, but also reduces assembly matching time, lowers matching difficulty, and improves production efficiency and assembly consistency.

[0018] Fifth, the phased BOP manufacturing process adopted, by first integrating the lower body assembly and then assembling the body-in-white, unifies the assembly benchmark, effectively reduces the cumulative error of cross-assembly dimensions, significantly improves the overall manufacturing precision of the body-in-white, and ensures the stable implementation of the design performance of this structure. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is an overall schematic diagram of a rear structure of a vehicle body provided in an embodiment of this application; Figure 2 A schematic diagram of a rear structure of a vehicle body provided in an embodiment of this application; Figure 3 A bottom schematic diagram of a rear structure of a vehicle body provided in an embodiment of this application; Figure 4 A rear view of a vehicle rear structure provided in an embodiment of this application; Figure 5 A schematic diagram of a rear side frame of a vehicle body rear structure provided in an embodiment of this application; Figure 6 A schematic diagram illustrating the connection between the D-ring of the rear structure of a vehicle body and the rear beam assembly, provided in an embodiment of this application; Figure 7 This is a structural schematic diagram of the rear bumper beam mounting support provided in an embodiment of this application; Figure 8 A schematic diagram illustrating the misalignment of the inner and outer components of the D-pillar provided in an embodiment of this application; Figure 9 Provided for the embodiments of this application Figure 9 Cross-sectional schematic diagram of BB; Figure 10 This is a schematic diagram of the structure of the D-pillar cantilever provided in an embodiment of this application; Figure 11 This is an assembly diagram of a rear structure of a vehicle body provided in an embodiment of this application.

[0021] Explanation of reference numerals in the attached figures: 1. Left D-pillar outer panel; 2. Right D-pillar outer panel; 3. Left combination light cover; 4. Right combination light cover; 5. Left side panel; 6. Right side panel; 7. Rear end panel inner panel; 8. Rear end panel outer panel; 9. Rear bumper beam; 10. Left D-pillar reinforcement plate; 11. Right D-pillar reinforcement plate; 12. Left D-pillar inner plate; 13. Right D-pillar inner plate; 14. Right rear wheel arch extension plate; 15. Left rear wheel arch extension plate; 16. Right D-pillar lower corner plate; 17. Left D-pillar lower corner plate; 18. Right D-pillar lower reinforcement plate; 19. Left D-pillar lower reinforcement plate; 20. Left rear wheel arch outer plate; 21. Left rear wheel arch inner panel; 22. Left energy absorption box; 23. Left rear beam extension; 24. Left rear beam; 25. Rear floor; 26. Right rear beam; 27. Right rear beam extension; 28. Right energy absorption box; 29. ​​Right rear wheel arch inner panel; 30. Right rear wheel arch outer panel; 31. Left D-pillar partition; 32. Left extension partition of rear end panel; 33. Right D-pillar partition; 34. Left end panel of rear end panel; 35. Right extension partition of rear end panel; 36. Right end panel of rear end panel; 37. Left mounting bracket for rear bumper beam; 38. Right mounting bracket for rear bumper beam; 39. Lower trim panel of left rear side panel; 40. Tailgate carpet trim strip; 41. Lower trim panel of right rear side panel; 50. Side panel assembly; 60. Rear end panel assembly; 70. Front body assembly; 80. Front floor assembly; 90. Rear floor assembly. Detailed Implementation

[0022] To better understand the technical solutions in this specification, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0023] It should be understood that the described embodiments are merely some, not all, of the embodiments in this specification. All other embodiments obtained by those skilled in the art based on the embodiments in this specification without inventive effort are within the scope of protection of this specification.

[0024] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this specification. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0025] The characteristics of the existing rear body structure are as follows: 1. The D-ring is suspended above the rear beam, and the structure is discontinuous, resulting in insufficient overall structural rigidity in the corresponding area of ​​the rear body. 2. Three large welding holes are opened at the bottom of the D-pillar. The installation of these welding holes damages the structural integrity of the lower D-pillar parts and the joints in this area, resulting in poor structural rigidity of the parts and joints. 3. During the manufacturing process of the rear side panel assembly, the rear side panel assembly is positioned in the Y-axis of the vehicle body. In this state, the lower part of the D-pillar forms a cantilever beam structure, which has relatively weak rigidity. During the manufacturing process, due to the weight of the rear side panel assembly itself, the lower part of the D-pillar is prone to downward deformation (i.e., sagging), making it difficult to control the manufacturing dimensional accuracy of the lower part of the D-pillar within the preset range. 4. The D-pillar joint section is unreasonable. The outer side panel is not connected to the lower reinforcing plate / lower corner plate of the D-pillar, which makes the overall structural rigidity of the D-pillar joint area weak.

[0026] In view of this, according to Figures 1 to 10 As shown, this application embodiment provides a rear structure of a vehicle body, characterized in that it includes a D-ring, a rear beam assembly, and a side panel assembly 50.

[0027] The top of the D ring is connected to the top cover assembly, the two sides are connected to the side wall assembly 50, and the bottom is connected to the rear beam assembly. The rear floor 25 assembly is attached to the rear beam assembly.

[0028] In this embodiment, the D-ring is specifically composed of the following structures: left D-pillar outer plate 1, right D-pillar outer plate 2, left combined lampshade 3, right combined lampshade 4, left side outer plate 5, right side outer plate 6, left D-pillar reinforcing plate 10, right D-pillar reinforcing plate 10, left D-pillar inner plate 12, right D-pillar inner plate 13, right D-pillar lower corner plate 16, left D-pillar lower corner plate 17, right D-pillar lower reinforcing plate 18, and left D-pillar lower reinforcing plate 19; all the aforementioned structures are sequentially welded or screwed together to form a D-shaped ring structure.

[0029] The rear beam assembly includes a left rear beam extension 23, a left rear beam 24, a right rear beam 26, and a right rear beam extension 27. The left rear beam extension 23 and the right rear beam extension 27 serve as extensions of the rear ends of the left rear beam 24 and the right rear beam 26, respectively. In the entire connection structure, they are mainly connected to the lower corner plate 17 of the left D-pillar and the lower corner plate 16 of the right D-pillar in the D-ring through the left rear beam extension 23 and the right rear beam extension 27.

[0030] The left rear wheel cover outer plate 20 and left rear wheel cover inner plate 21, the right rear wheel cover inner plate 29 and right rear wheel cover outer plate 30 serve as cover plate structures for the two rear wheels of the vehicle body, respectively. The right rear wheel cover extension plate 14 and left rear wheel cover extension plate 15 serve as connections between the two cover plate structures and the D ring, respectively, and play a connecting role.

[0031] The bottom two inner sides of the D-ring are provided with D-pillar lower corner plates. The two ends of the two D-pillar lower corner plates that are far apart from each other are welded to the side wall assembly 50, and the bottom of the two D-pillar lower corner plates extends to the lower side of the rear floor 25 and is fastened to the rear beam assembly so that the D-ring, the rear beam assembly and the side wall assembly 50 inhibit each other during deformation.

[0032] Specifically, such as Figure 6 As shown, the lower corner plate 17 of the left D-pillar is connected to the left rear beam extension 23 and the right rear beam extension 27 respectively, and then connected to the left mounting bracket 37 and the right mounting bracket 38 of the rear bumper beam by fasteners. Figure 6 and Figure 7As shown. The lower corner plate 17 of the left D-pillar, the left rear beam extension 23 and the right rear beam extension 27, the left mounting bracket 37 and the right mounting bracket 38 of the rear bumper beam are respectively part of the D-ring, the rear beam assembly, and the rear bumper beam assembly. That is, in this embodiment, the D-ring, the rear beam assembly, and the rear bumper beam assembly are effectively connected together. When the vehicle body is under torsional conditions (such as driving on bumpy roads, extreme steering, etc.) and torsional deformation occurs, the rear beam assembly transmits torsional support force to the D-ring through the left rear beam extension 23 and the right rear beam extension 27. The rear bumper beam assembly applies reverse constraint force to the basic connection unit through the left mounting bracket 37 and the right mounting bracket 38 of the rear bumper beam. The two work together to form a bidirectional torsional constraint on the D-ring, effectively suppressing the torsional displacement of the D-ring and significantly improving the overall torsional stiffness of the body-in-white. When the vehicle body is subjected to longitudinal loads (such as acceleration, braking, or rear-mounted loads) causing bending deformation of the rear beam assembly, the D-ring applies a reverse supporting force to the left rear beam extension 23 and the right rear beam extension 27 through the lower corner plate 17 of the left D-pillar. This effectively suppresses the bending deformation of the rear beam assembly, reduces its bending deformation, and thus effectively improves the bending stiffness of the body-in-white. This structure achieves a rigid and coordinated connection between the D-ring, the rear beam assembly, and the rear bumper beam assembly, breaking the limitations of traditional structures where each assembly at the rear of the vehicle body is subjected to independent forces and deforms in isolation, effectively improving the torsional stiffness and bending stiffness of the vehicle body.

[0033] In some embodiments, a rear bumper beam assembly is also connected to the bottom outer side of the D-ring, the rear bumper beam assembly being used to absorb impact energy.

[0034] The rear bumper beam assembly includes a rear bumper beam 9, a left energy-absorbing box 22, and a right energy-absorbing box 28. The rear bumper beam 9 is connected to the bottom of the D-ring. The left energy-absorbing box 22 and the right energy-absorbing box 28 are respectively disposed at both ends of the bumper beam and located between the D-ring and the rear bumper beam 9.

[0035] In some embodiments, the outer sides of the two lower corner plates of the D-pillars are also provided with rear anti-collision beam 9 mounting supports, and the two ends of the rear anti-collision beam 9 are connected to the rear anti-collision beam 9 mounting supports.

[0036] In some embodiments, the rear bumper beam 9 mounting bracket, the lower corner plate of the D-pillar, and the rear beam assembly are connected by the same fastener so that the impact force on the rear bumper beam assembly is transmitted to the rear beam assembly through the lower corner plate of the D-pillar.

[0037] In some embodiments, a first partition plate connects the D-pillar reinforcing plate and the D-pillar inner plate in the D-ring. The first partition plate includes a left D-pillar partition plate 31 and a right D-pillar partition plate 33, corresponding to the left and right sides of the D-pillar, respectively. In some embodiments, a second partition is connected between the lower reinforcing plate of the D-pillar and the lower corner plate of the D-pillar in the D-ring. The second partition includes a left extension partition 32 of the rear end plate and a right extension partition 35 of the rear end plate.

[0038] In some embodiments, a third partition is connected between the inner plate 7 and the outer plate 8 of the tail end plate in the D ring. The third partition includes a left sealing plate 34 and a right sealing plate 36 of the rear end plate.

[0039] Specifically, in this embodiment, the three parts—the rear end plate outer panel 8, the left D-pillar lower reinforcing plate 19, and the left combination lamp cover 3—are located at the middle of the lower corner of the D-pillar; the inner part of the lower D-pillar is located at the upper part of the lower corner of the D-pillar. The inner and outer parts are offset by 140mm in the Z-direction of the vehicle body coordinate system. This Z-direction offset design effectively prevents sudden changes in local stiffness caused by overlapping parts. Figure 8 As shown. Additionally, at the D-pillar lower joint, three partitions are arranged on one side to connect the inner and outer panels. Taking the left side as an example, the first partition, i.e., the left D-pillar partition 31, connects the left D-pillar reinforcing plate 10 and the left D-pillar inner panel 12; the second partition, i.e., the rear end panel left extension partition 32, connects the left D-pillar lower reinforcing plate 19 and the left D-pillar lower corner plate 17; and the third partition, i.e., the rear end panel left sealing plate 34, connects the rear end panel inner panel 7 and the rear end panel outer panel 8. When the D-pillar lower joint undergoes torsional deformation due to vehicle body stress, the above three partitions can simultaneously apply mutually restrictive anti-deformation forces to the connected inner and outer panels. Through the "multi-partition synergistic force transmission" mechanism, the relative torsional deformation of the inner panel, outer panel, and reinforcing plate is suppressed, thereby significantly improving the torsional stiffness and bending stiffness of the entire vehicle. This structure is symmetrical from left to right.

[0040] In some embodiments, the lower corner plate and lower reinforcing plate of the D-pillar in the D-ring are connected to the side assembly 50 at the lower part of the D-pillar by spot welding.

[0041] In this embodiment, the lower corner plate 17 of the left D-pillar, the lower reinforcing plate 19 of the left D-pillar, and the outer left side panel 5 are connected at the lower part of the D-pillar by spot welding, such as... Figure 9 As shown in the cross-section, when the joint under the D-pillar deforms, the outer left side panel 5 also participates in partial deformation. Through "multi-component collaborative force transmission," the deformation resistance of the joint area under the D-pillar is enhanced, thereby effectively improving the overall bending and torsional stiffness of the vehicle body. At locations where spot welding is not possible between the lower corner panel 17 and the inner panel 12 of the left D-pillar, the upper and lower vehicle bodies are connected by bolts to ensure an effective connection and a complete force transmission path. The lower D-pillar connection structure of this invention has a larger cross-sectional area and a longer structural outline, significantly increasing the moment of inertia and thus optimizing the cross-sectional stiffness. The structure is symmetrical from left to right.

[0042] Furthermore, in this embodiment, the lower corner plate 17 of the left D-pillar, the lower corner plate 16 of the right D-pillar, the lower reinforcing plate 19 of the left D-pillar, the lower reinforcing plate 18 of the right D-pillar, the left extension partition 32 of the rear end plate, and the right extension partition 35 of the rear end plate are assigned to the tail end plate assembly 60. The cantilever length of the D-pillar is shortened by approximately 400mm, and the cantilever weight is reduced by 2.5kg, achieving a dual structural improvement of "length reduction + weight reduction" for the D-pillar cantilever beam. Figure 10 As shown, as mentioned earlier, the welding process for the rear sidewall assembly 50 requires the work to be carried out horizontally along the Y-axis of the vehicle body. In this manufacturing scenario, the shorter the length and the lighter the weight of the D-pillar cantilever, the stronger its structural rigidity ensures dimensional accuracy. On the one hand, this significantly improves the overall dimensional stability of the D-pillar; on the other hand, it effectively avoids dimensional fluctuations caused by insufficient rigidity of the parts themselves during manufacturing, ultimately addressing the technical pain point of unstable manufacturing dimensions of the lower part of the D-pillar in traditional vehicles in existing technologies.

[0043] The left rear side panel lower trim 39, the right rear side panel lower trim 41, and the tailgate carpet trim 40 are mounted on the lower corner panels 16 of the left and right D-pillars, the lower corner panel 16 of the right D-pillar, and the inner panel 7 of the rear end panel, respectively, at their mounting points under the D-pillar. In previous models, because the lower corner panels of the D-pillars and the inner panel 7 of the rear end panel belonged to the side panel assembly 50 and the rear end panel assembly 60, respectively, they were two independent major body assemblies. The interior trim mounting points had to be installed across these major assemblies, resulting in a lengthy installation dimension chain and a significant increase in accumulated dimensional errors. This directly led to insufficient accuracy in the position of the interior trim mounting holes, resulting in technical pain points such as difficulty in assembling interior parts, long matching time, and poor assembly consistency. In this embodiment, both the lower corner panel of the D-pillar and the inner panel 7 of the rear end panel belong to the rear end panel assembly 60. The installation points for the interior trim are all within the rear end panel assembly 60. The dimensional accuracy of each basic component within the same assembly can be uniformly controlled through assembly-level tooling, significantly shortening the installation dimension chain and avoiding cumulative dimensional errors in cross-assembly matching. This effectively solves the problem of difficult interior trim installation, while reducing matching time and difficulty during assembly, and improving production efficiency and assembly consistency. Similarly, because the lower corner panel of the D-pillar and the rear end panel assembly 60 in previous models belonged to two different major assemblies, misalignment of the welded edges was prone to occur after welding the lower D-pillar. This misalignment not only affects the assembly accuracy of the subsequent tailgate rubber strip (such as loose rubber strip adhesion) but may also damage the body sealing structure, leading to the risk of water leakage and affecting the reliability of the vehicle body. The new structure allows for precise positioning during welding and splicing using the same assembly's positioning fixtures, ensuring complete consistency in welding benchmarks and fundamentally preventing misalignment of welding edges. This, in turn, guarantees the assembly accuracy of the tailgate rubber strip, eliminates water leakage problems caused by welding misalignment, and significantly improves the vehicle's sealing performance and structural reliability.

[0044] To meet the above structural manufacturing feasibility requirements, such as Figure 11 As shown. This application also provides a method for assembling a rear structure of a vehicle body, including the following steps: a. Lower body assembly welding stage: First, the tail end plate assembly 60 is rigidly connected to the rear floor assembly 90, the front floor assembly 80, and the front body assembly 70 by welding to form a complete lower body assembly. In this stage, the relative positional accuracy of the tail end plate assembly 60 and other lower body components is ensured by assembly-level welding fixtures, laying the benchmark for subsequent assembly.

[0045] b. Body-in-White Assembly Stage: After the lower body assembly is welded and passes precision testing, it serves as the base carrier for assembly with the side panel assembly 50, roof assembly, and rear bumper beam 9. The side panel assembly 50 and roof assembly are welded to the lower body assembly for overall connection. The rear bumper beam 9 is connected and fixed to the lower body assembly using welding or bolting (such as high-strength bolts) according to structural requirements, ultimately forming a complete body-in-white assembly. This ensures the effective implementation of the aforementioned optimized structure design under the D-pillar.

[0046] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

Claims

1. A vehicle body rear structure characterized by comprising: The D ring, the rear beam assembly and the side wall assembly are connected; The top of the D ring is connected with the roof assembly, the two sides are connected with the side wall assembly, and the bottom is connected with the rear beam assembly, and the rear floor assembly is overlapped on the rear beam assembly; The two inner sides of the bottom of the D ring are provided with D-pillar lower corner plates, the two ends of the two D-pillar lower corner plates away from each other are respectively welded with the side wall assembly, and the bottom of the two D-pillar lower corner plates extends to the lower side of the rear floor and is connected with the rear beam assembly through fastening, so that the D ring, the rear beam assembly and the side wall assembly inhibit each other during deformation.

2. The vehicle body rear structure according to claim 1, characterized by The outer side of the bottom of the D ring is further connected with a rear crash beam assembly, and the rear crash beam assembly is used for absorbing impact energy.

3. The vehicle body rear structure according to claim 2, characterized by The rear crash beam assembly comprises a rear crash beam, a left energy absorption box and a right energy absorption box, the rear crash beam is connected with the bottom of the D ring, and the left energy absorption box and the right energy absorption box are respectively arranged at the two ends of the rear crash beam and located between the D ring and the rear crash beam.

4. The vehicle body rear structure according to claim 3, characterized by The outer sides of the two D-pillar lower corner plates are further provided with rear crash beam mounting supports, and the two ends of the rear crash beam are connected on the rear crash beam mounting supports.

5. The vehicle body rear structure according to claim 4, characterized by The rear crash beam mounting supports, the D-pillar lower corner plates and the rear beam assembly are connected through the same fastener, so that the impact force received by the rear crash beam assembly is transmitted to the rear beam assembly through the D-pillar lower corner plates.

6. The vehicle body rear structure according to any one of claims 1 to 5, characterized by, A first partition plate is connected between the D-pillar reinforcement plate and the D-pillar inner plate in the D ring.

7. The vehicle body rear structure according to claim 6, characterized by A second partition plate is connected between the D-pillar lower reinforcement plate and the D-pillar lower corner plate in the D ring.

8. The vehicle body rear structure according to claim 7, characterized by A third partition plate is connected between the tail end plate inner plate and the tail end plate outer plate in the D ring.

9. The vehicle body rear structure according to claim 8, characterized by The D-pillar lower corner plate and the D-pillar lower reinforcement plate in the D ring are connected with the side wall assembly at the lower part of the D pillar through spot welding.

10. A method of assembling a vehicle body rear structure, characterized by, The method comprises the following steps: a. The lower vehicle body assembly welding stage: first, the tail end plate assembly is rigidly connected with the rear floor assembly, the front floor assembly and the front vehicle body assembly through welding to form a complete lower vehicle body assembly; b. The white body assembly total assembly stage: after the lower vehicle body assembly welding is completed and passes the precision detection, the lower vehicle body assembly is used as a basic carrier to assemble with the side wall assembly, the roof assembly and the rear crash beam; wherein, the side wall assembly and the roof assembly are integrally connected with the lower vehicle body assembly through welding process, and the rear crash beam is connected and fixed with the lower vehicle body assembly through welding or screwing according to the structure requirement, and finally a complete white body assembly is formed.

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