Vehicle body rear structure and vehicle

Abstract

The utility model relates to the technical field of vehicle bodies, and provides a vehicle body rear structure and a vehicle. The vehicle body rear structure comprises a rear wheel cover inner plate, a rear floor longitudinal beam and a rear shock absorption tower, the rear shock absorption tower is integrally formed in a die-casting mode, and the lower portion of the rear shock absorption tower is connected to one side of the rear floor longitudinal beam and extends towards the lower portion of the rear floor longitudinal beam. According to the vehicle body rear structure, the rigidity of the rear shock absorption tower and the non-deformability and rigidity of the vehicle body rear part can be improved, the performance of the vehicle body rear structure is improved, meanwhile, the production efficiency is improved, the production cost is reduced, and the market competitiveness of the whole vehicle can be improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of vehicle body, especially relates to a vehicle body rear structure, and simultaneously, the utility model further relates to a vehicle provided with the vehicle body rear structure. BACKGROUND

[0002] The vehicle body rear structure is an important basis for vehicle safety and performance, which usually includes side wall door ring structure, rear wheel cover inner plate, rear wheel cover outer plate, rear shock tower, roof cross beam, rear floor cross beam, rear floor longitudinal beam and other components. These components are cooperatively designed to not only support luggage storage, rear suspension installation and other functions, but also play a key role in energy absorption and transmission during a collision, for example, the side wall door ring structure, roof cross beam and rear floor cross beam form a closed loop frame to improve the overall rigidity of the rear part of the vehicle body.

[0003] Among them, the rear shock tower is the core component of the vehicle body rear structure, mainly bearing the role of supporting the rear suspension system, and transmitting the vertical load generated by the road impact, the lateral force during vehicle turning and the longitudinal force during acceleration or braking to the vehicle body, to ensure the stability and maneuverability of the vehicle during driving. At the same time, the rear shock tower can also form a rigid frame by connecting with the rear wheel cover, side wall door ring structure and rear floor longitudinal beam and other components to enhance the overall rigidity and anti-deformation ability of the vehicle body, improve the safety during the collision of the rear part of the vehicle body, and optimize the vehicle dynamics performance to ensure the driving stability and maneuverability.

[0004] However, in the existing vehicle body rear structure, the rear shock tower is a split type sheet metal piece tailor-welded structure. Due to the large number of sheet metal pieces and welds, the rigidity of the rear shock tower is relatively low, which is not conducive to the combination with the surrounding components to improve the rigidity of the vehicle body, and the production efficiency is low and the production cost is high. UTILITY MODEL CONTENTS

[0005] Therefore, the utility model aims to provide a vehicle body rear structure which is beneficial to improve the structural reliability of the rear part of the vehicle.

[0006] To achieve the above-mentioned purpose, the technical scheme of the utility model is as follows:

[0007] A vehicle body rear structure, comprising a rear wheel cover inner plate, a rear floor longitudinal beam connected with the rear wheel cover inner plate, and a rear shock tower connected to the rear wheel cover inner plate.

[0008] The rear shock tower is integrally pressure cast, a rear shock absorber mounting portion is arranged on the rear shock tower, and the lower part of the rear shock tower is connected to one side of the rear floor longitudinal beam and extends to the lower part of the rear floor longitudinal beam.

[0009] Further, the lower part of the rear shock tower extends to the bottom of the rear floor longitudinal beam.

[0010] Further, the rear wheel cover inner plate is formed with an opening, and the rear shock tower is located in the opening and connected with the rear wheel cover inner plate at the edge of the opening.

[0011] Further, the bottom of the rear wheel cover inner plate is provided with a downward extending lower extending part, and the opening is arranged on the lower extending part; the lower extending part is connected with the lower part of the rear shock tower on the rear floor longitudinal beam, and the lower extending part and the lower part of the rear shock tower jointly block the side of the rear floor longitudinal beam towards the outside of the vehicle.

[0012] Further, the side of the rear shock tower facing away from the inside of the vehicle is formed with a convex column structure, the column structure constitutes the rear shock absorber mounting part on the rear shock tower, and the column structure is provided with a rear shock absorber mounting point.

[0013] Further, the side of the rear shock tower facing away from the inside of the vehicle is formed with a plurality of reinforcing ribs, and at least part of the reinforcing ribs are connected with the column structure.

[0014] Further, the plurality of reinforcing ribs include a plurality of first reinforcing ribs arranged in the front-rear direction of the whole vehicle and a plurality of second reinforcing ribs arranged in the up-down direction of the whole vehicle; the first reinforcing ribs and the second reinforcing ribs are arranged in intersection, and part of the first reinforcing ribs and part of the second reinforcing ribs are connected with the column structure.

[0015] Further, the rear floor transverse beam located on the inner side of the rear floor longitudinal beam is further included; the end of the rear floor transverse beam is provided with a connecting joint connected with the top of the rear floor longitudinal beam, and the connecting joint is connected with the rear shock tower.

[0016] Further, the upper part of the rear shock tower is connected with the C column through the backrest lock buckle mounting plate.

[0017] Compared with the prior art, the utility model has the following advantages:

[0018] The rear part structure of the vehicle body, by making the rear shock tower integrally pressure die casting, and making the lower part of the rear shock tower connected on one side of the rear floor longitudinal beam and extending to the lower part of the rear floor longitudinal beam, not only can utilize the pressure die casting mode to increase the rigidity of the rear shock tower itself, and improve the production efficiency and reduce the production cost compared with the split type sheet metal tailor-welded structure, but also can strengthen the rear floor longitudinal beam structure by means of the rear shock tower, increase the anti-deformation ability and rigidity of the rear part of the vehicle body, and help to improve the reliability of the rear part structure of the vehicle body.

[0019] In addition, the lower part of the rear shock tower extends to the bottom of the rear floor longitudinal beam, which has a more optimal structural reinforcement effect and can maximize the rigidity of the rear part of the vehicle body. The opening is arranged on the rear wheel cover inner panel, and the rear shock tower is connected in the opening, which is beneficial to the weight reduction of the rear wheel cover inner panel and the lightweight design of the vehicle body on the basis of the high rigidity of the pressure casting of the rear shock tower.

[0020] In addition, the column structure is formed on the rear shock tower and used as a rear shock absorber mounting part, which is beneficial to the structural design and forming preparation of the rear shock tower while realizing the mounting of the rear shock absorber. The reinforcing ribs are arranged and connected with the column structure, which can further increase the rigidity of the rear shock tower by the reinforcing ribs and particularly increase the rigidity of the rear shock absorber mounting point, thereby ensuring the stability of the rear shock absorber mounting. The reinforcing ribs include the first reinforcing ribs arranged in the front-rear direction of the whole vehicle and the second reinforcing ribs arranged in the up-down direction of the whole vehicle, which can better increase the rigidity of the rear shock tower, especially the rigidity of the rear shock absorber mounting point by the transverse and longitudinal interlaced reinforcing ribs, and the arrangement of the reinforcing ribs in the front-rear and up-down directions of the whole vehicle is also beneficial to the Y-direction demolding of the rear shock tower during casting, thereby helping to reduce the requirements for the casting press and the casting cost.

[0021] In addition, the rear shock tower is connected with the rear floor cross beam, which can increase the overall rigidity of the rear part of the vehicle body by the connection among the rear shock tower, the rear floor longitudinal beam and the rear floor cross beam, thereby improving the torsional performance of the rear part of the vehicle body and the filtering performance of the road excitation and improving the NVH performance of the whole vehicle. The rear shock tower is connected with the C column through the backrest lock buckle mounting plate, which can form a large annular rigidity structure in the rear part of the vehicle body in cooperation with the connection of the rear shock tower and the rear floor cross beam and the roof cross beam of the roof of the vehicle body, thereby better improving the rigidity of the rear part of the vehicle body and improving the driving comfort.

[0022] Another purpose of the utility model lies in providing a vehicle, wherein the vehicle body of the vehicle is provided with the rear part structure of the vehicle body.

[0023] The vehicle provided with the rear part structure of the vehicle body can increase the rigidity of the rear shock tower itself and the deformation resistance and rigidity of the rear part of the vehicle body, thereby making the rear part of the vehicle body have better structural performance, improving the production efficiency and reducing the production cost, and thus being beneficial to the development and design of the whole vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0024] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0025] Figure 1 This is a schematic diagram of the overall structure of the rear part of the vehicle body as described in an embodiment of this utility model;

[0026] Figure 2 for Figure 1 Enlarged view of point A in the middle;

[0027] Figure 3 for Figure 1 Enlarged view of point B in the middle;

[0028] Figure 4 This is a schematic diagram of the rear structure of the vehicle body described in an embodiment of the present utility model from another perspective;

[0029] Figure 5 This is a schematic diagram of the structure of the rear wheel arch inner plate according to an embodiment of the present utility model;

[0030] Figure 6 and Figure 7 These are schematic diagrams of the rear shock absorber tower described in this utility model embodiment from different perspectives;

[0031] Figure 8 and Figure 9 These are schematic diagrams of the connecting joint described in the embodiments of this utility model from different perspectives;

[0032] Figure 10 This is a schematic diagram of the structure of the rear floor beam described in an embodiment of the present utility model;

[0033] Figure 11 This is a schematic diagram of the backrest latch mounting plate according to an embodiment of the present utility model;

[0034] Explanation of reference numerals in the attached figures:

[0035] 11. Rear wheel arch inner panel; 111. Lower extension; 1110. Opening; 1111. Second connecting flange;

[0036] 12. Rear floor longitudinal beam; 121. Upper slab of longitudinal beam; 122. Lower slab of longitudinal beam;

[0037] 13. Rear shock absorber tower; 131. Column structure; 1310. Rear shock absorber mounting point; 132. First reinforcing rib; 133. Second reinforcing rib; 134. First connecting flange; 135. Third connecting flange; 136. Fourth connecting flange;

[0038] 14. Rear floor beam; 141. Through hole;

[0039] 15, connecting joint; 151, base plate; 1511, first flange; 152, side plate; 1521, second flange; 153, first connecting piece; 154, third reinforcing rib; 155, fourth reinforcing rib; 156, fifth reinforcing rib;

[0040] 16, backrest lock mounting plate; 161, third flange; 162, second connecting piece;

[0041] 17, rear wheel cover outer plate; 18, C pillar; 19, roof cross beam;

[0042] 21, rocker beam. DETAILED DESCRIPTION

[0043] It should be noted that the embodiments in the utility model and the features in the embodiments can be combined with each other without conflict.

[0044] In the following description, specific details are set forth such as particular system configurations, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application can be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

[0045] In the description of the utility model, it should be noted that if the terms indicating the orientation or position relationship such as "upper", "lower", "inner", "outer" appear, it is based on the orientation or position relationship shown in the drawings, and is only for the convenience of describing the utility model and simplifying the description, and therefore cannot be understood as limiting the utility model. In addition, if the terms "first", "second" appear, they are also used for description purposes only and cannot be understood as indicating or implying relative importance.

[0046] Taking the vehicle in which the rear structure of the vehicle body described in the utility model is located as an example, the orientation words used in the embodiments, such as "upper", "lower", "left", "right", "front", "rear", are defined based on the up-down direction (also called height direction, or the Z direction of the whole vehicle), the left-right direction (also called width direction, or the Y direction of the whole vehicle) and the front-rear direction (also called length direction, or the X direction of the whole vehicle) of the vehicle. "Inner" and "outer" are defined based on the contour of the corresponding component, for example, "inner" and "outer" are defined based on the contour of the vehicle, the side close to the middle of the vehicle is "inner", and vice versa.

[0047] In addition, in the description of the utility model, unless otherwise explicitly defined, the terms "mounting", "connection", "connecting", "connecting piece" should be understood broadly. For example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or the communication inside two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood in combination with specific circumstances.

[0048] The utility model will be described in detail below with reference to the drawings and in combination with embodiments.

[0049] Embodiment one

[0050] The embodiment relates to a rear body structure, which, compared with a split sheet metal tailor-welded structure, is not only easy to manufacture and beneficial to cost reduction, but also can increase the rigidity of the rear shock tower 13 itself, the deformation resistance and rigidity of the rear body, so that the rear body has higher structural rigidity and safety performance.

[0051] As shown in the whole structure, Figures 1 to 11 The rear body structure of the embodiment comprises a rear wheel cover inner plate 11, a rear floor longitudinal beam 12 connected with the rear wheel cover inner plate 11, and a rear shock tower 13 connected on the rear wheel cover inner plate 11. Meanwhile, the rear shock tower 13 is integrally pressure die cast, a rear shock absorber mounting portion is arranged on the rear shock tower 13, and the lower part of the rear shock tower 13 is connected on one side of the rear floor longitudinal beam 12 and extends to the lower part of the rear floor longitudinal beam 12.

[0052] At this time, as arranged above, the rear shock tower 13 is integrally pressure die cast, and the lower part of the rear shock tower 13 is connected on one side of the rear floor longitudinal beam 12 and extends to the lower part of the rear floor longitudinal beam 12, which not only can increase the rigidity of the rear shock tower 13 itself by pressure die casting, improve the production efficiency and reduce the production cost compared with the split sheet metal tailor-welded structure, but also can increase the deformation resistance and rigidity of the rear body by the rear shock tower 13 extending to the lower part of the rear floor longitudinal beam 12 and strengthening the structure of the rear floor longitudinal beam 12, so as to improve the reliability of the rear body structure.

[0053] Based on the above, in detail, in the embodiment, in the specific implementation, the rear wheel cover inner plate 11 of the rear body structure is provided with a rear wheel cover outer plate 17 on the side facing the outside of the vehicle, and the rear wheel cover inner plate 11, the rear wheel cover outer plate 17, the rear shock tower 13 and the rear floor longitudinal beam 12 are arranged on the left and right sides, and the side wall door ring structure on the left and right sides of the rear body structure is provided with the rear wheel cover inner plate 11, the rear wheel cover outer plate 17, the rear shock tower 13 and the rear floor longitudinal beam 12 on the same side to form the left structure part or the right structure part of the rear body structure.

[0054] Furthermore, the side wall door ring structure on each side has a C column 18 and a rocker beam 21, and the top cover cross beam 19 is connected between the side wall door ring structures. Of course, the related structure parts not mentioned in the rear body structure can refer to the structures in the vehicle body structure known to those skilled in the art, and will not be described here.

[0055] At this time, it should be noted that in the embodiment, the left structure part or the right structure part of the rear body structure is basically similar in structure, so as to facilitate the introduction of the specific structure of the rear body structure, the left structure part of the rear body structure in the embodiment is taken as an example to be introduced in detail, and the drawings of the specification of the embodiment mainly show the left structure part of the rear body structure. Figures 1 to 11 Also mainly embodies the components of the left structure part of the rear body structure. The following will not be described here.

[0056] Furthermore, it should be noted that one-piece die casting is an advanced manufacturing process that directly forms a complete large structure by injecting molten metal into a mold cavity under high temperature and high pressure environment at one time, and then cooling and solidifying. This process breaks through the limitation of traditional manufacturing that multiple parts need to be assembled by welding, riveting and other methods, and realizes the integration from raw materials to finished products.

[0057] The advantages of one-piece die casting mainly include the following aspects: first, the production efficiency is significantly improved, a large number of part processing, assembly and welding processes are saved, the forming time of a single part is counted in minutes, the manufacturing cycle is greatly shortened, and the labor cost and time cost are reduced; second, the structural strength and safety are optimized, the one-piece forming eliminates the stress concentration problem caused by the welding and connecting points in the traditional process, the overall structural rigidity is improved by more than 30%, and the performance is better in the collision test in the field of automobile and the like, which can more effectively absorb impact energy and ensure the structural safety; third, the lightweight design is realized, the material distribution is optimized by computer simulation, and the material amount can be reduced by 10%-20% under the premise of ensuring the structural strength, especially for new energy vehicles, the lightweight directly improves the cruising range;

[0058] In addition, the manufacturing cost is controllable in the long term, although a high-pressure casting device needs to be initially invested, the reduced parts procurement, assembly and quality inspection links significantly reduce the comprehensive cost, and the product consistency is higher and the scrap rate is lower; finally, the design freedom is greatly enhanced, the complex curved surface, hollow structure and multi-functional integrated design can be realized, which provides more space for product innovation, for example, the integrated pressure casting of the automobile rear floor can integrate multiple functional modules, and optimizes the space layout and aerodynamic performance. At present, the process has been widely used in the fields of automobile manufacturing (such as Tesla body structure parts), aerospace and the like, and has become a key technology to promote the development of manufacturing industry to high efficiency, light weight and high integration.

[0059] In this embodiment, as a preferred implementation form, referring to Figure 4 The lower part of the rear shock tower 13 extends to the bottom of the rear floor longitudinal beam 12. In this way, a more optimal structural reinforcement effect can be achieved, and the stiffness of the rear part of the vehicle body can be maximized.

[0060] At the same time, as a preferred implementation form, in combination with Figure 4 , Figure 5 and Figure 7 It is shown that the rear wheel cover inner plate 11 of the embodiment is formed with an opening 1110, and the rear shock tower 13 is located in the opening 1110 and connected with the rear wheel cover inner plate 11 at the edge position of the opening 1110. The benefits of such arrangement mainly lie in that, on the basis of the rear shock tower 13 being pressure casted to have a higher stiffness, the rear wheel cover inner plate 11 can be lightened, and thus the lightweight design of the vehicle body is facilitated.

[0061] In specific implementation, in this embodiment, as a preferred implementation form, the bottom of the rear wheel cover inner plate 11 has a downward extending lower extending part 111, and the opening 1110 is arranged on the lower extending part 111. Moreover, the lower extending part 111 is connected with the lower part of the rear shock tower 13 on the rear floor longitudinal beam 12, and the lower extending part 111 and the lower part of the rear shock tower 13 jointly constitute a blockage to the side of the rear floor longitudinal beam 12 towards the outside of the vehicle.

[0062] It can be understood that, by arranging the lower extending part 111 at the bottom of the rear wheel cover inner plate 11 and making the lower extending part 111 at the bottom of the rear wheel cover inner plate 11 and the lower part of the rear shock tower 13 jointly block the side of the rear floor longitudinal beam 12 towards the outside of the vehicle, the rear floor longitudinal beam 12 section can be closed by the rear wheel cover inner plate 11 and the rear shock tower 13, which can simplify the structure of the rear floor longitudinal beam 12 and facilitate the lightweight design of the vehicle body.

[0063] In addition, in this embodiment, as a preferred implementation form, referring to Figure 7As shown, the side of the rear shock tower 13 facing away from the vehicle interior is formed with a convex column structure 131, which constitutes a rear shock absorber mounting portion on the rear shock tower 13, and is provided with a rear shock absorber mounting point 1310. In this way, the rear shock absorber mounting can be achieved while facilitating the structural design and forming preparation of the rear shock tower 13.

[0064] To be specific, as a preferred implementation form, in this embodiment, the side of the rear shock tower 13 facing away from the vehicle interior is formed with a plurality of reinforcing ribs, and at least part of the reinforcing ribs are connected to the column structure 131. Here, by providing the reinforcing ribs and connecting the reinforcing ribs to the column structure 131, the stiffness of the rear shock tower 13 can be further increased by the reinforcing ribs, and in particular, the stiffness of the rear shock absorber mounting point 1310 can be increased, thereby ensuring the stability of the rear shock absorber mounting.

[0065] Among them, in combination with Figure 6 and Figure 7 As a preferred arrangement form, in this embodiment, the plurality of reinforcing ribs include a plurality of first reinforcing ribs 132 arranged in the front-rear direction of the vehicle, and a plurality of second reinforcing ribs 133 arranged in the up-down direction of the vehicle. At the same time, the first reinforcing ribs 132 and the second reinforcing ribs 133 are arranged intersecting each other, and part of the first reinforcing ribs 132 and part of the second reinforcing ribs 133 are connected to the column structure 131.

[0066] The advantage of such an arrangement is mainly that not only can the reinforcing ribs arranged in a horizontal and vertical interlacing manner better increase the stiffness of the rear shock tower 13, especially the stiffness of the rear shock absorber mounting point 1310, but also the arrangement of the reinforcing ribs in the front-rear and up-down directions of the vehicle facilitates the Y-direction demolding of the rear shock tower 13 during casting, thereby helping to reduce the requirements for the casting press and the casting cost.

[0067] Of course, the specific number and arrangement form of the first reinforcing ribs 132 and the second reinforcing ribs 133 of this embodiment can be set and adjusted according to the actual structural reinforcement requirements of the rear shock tower 13, for example, the first reinforcing ribs 132 are six or seven reinforcing ribs arranged at intervals in the up-down direction of the vehicle, and at least two first reinforcing ribs 132 are connected to the column structure 131, and at the same time, the second reinforcing ribs 133 are two or three reinforcing ribs arranged at intervals in the front-rear direction of the vehicle, and at least two second reinforcing ribs 133 are connected to the column structure 131, etc.

[0068] It is worth mentioning that the rear shock tower 13 of the embodiment is formed with a cavity on the side facing the outside of the vehicle, at least part of each first reinforcing rib 132 and part of each second reinforcing rib 133 are located in the cavity, and in order to facilitate the connection of the rear shock tower 13 and the rear wheel cover inner panel 11, the left and right sides of the rear shock tower 13 are preferably provided with first connecting flanges 134, and the edge position of the opening 1110 of the rear wheel cover inner panel 11 is formed with second connecting flanges 1111 corresponding to each first connecting flange 134, so that the rear shock tower 13 and the rear wheel cover inner panel 11 can be connected by welding each first connecting flange 134 and the second connecting flange 1111 on the same side.

[0069] Furthermore, the rear floor longitudinal beam 12 of the embodiment includes an upper longitudinal beam upper plate 121 and a lower longitudinal beam lower plate 122 arranged oppositely, specifically, the longitudinal beam upper plate 121 and the longitudinal beam lower plate 122 are both L-shaped in overall view, so that the rear floor longitudinal beam 12 is arranged with an opening on the side facing the outside of the vehicle, and the lower extension part 111 of the rear wheel cover inner panel 11 and the lower part of the rear shock tower 13 jointly constitute the blocking of the opening position. In order to ensure the structural rigidity of the rear floor longitudinal beam 12, the embodiment can also be provided with a reinforcing structure in the region enclosed between the longitudinal beam upper plate 121, the longitudinal beam lower plate 122, the rear wheel cover inner panel 11 and the rear shock tower 13 as necessary, which can be a separate reinforcing component or a support, for example.

[0070] Furthermore, the lower part of the rear shock tower 13 in the embodiment can preferably be provided with a fourth connecting flange 136, which can be specifically welded and connected with the top or bottom of the longitudinal beam lower plate 122 in the rear floor longitudinal beam 12. Similarly, the bottom of the lower extension part 111 of the rear wheel cover inner panel 11 can also preferably be provided with a fifth connecting flange connected with the longitudinal beam lower plate 122, so as to enhance the structural performance of the corresponding regions of the rear floor longitudinal beam 12, the rear wheel cover inner panel 11 and the rear shock tower 13, thereby facilitating the improvement of the overall rigidity of the rear structure of the vehicle body.

[0071] In specific implementation, the first connecting flange 134 and the second connecting flange 1111 on the same side can be preferably connected by an SPR (Self-Piercing Rivet) connection mode, so as to facilitate the reliability of the connection between the rear shock tower 13 and the rear wheel cover inner panel 11. Of course, in order to ensure the reliability of the connection between the rear shock tower 13 and the rear floor longitudinal beam 12 and between the rear wheel cover inner panel 11 and the rear floor longitudinal beam 12, the fourth connecting flange 136 and the longitudinal beam lower plate 122, and the fifth connecting flange and the longitudinal beam lower plate 122 can also be preferably connected by an SPR connection mode.

[0072] In addition, referring to Figure 1 and Figure 2As shown, as a preferred implementation form, the rear body structure of this embodiment further includes a rear floor cross member 14 located inside the rear floor longitudinal beam 12. A connection joint 15 is provided at the end of the rear floor cross member 14 and is connected to the top of the rear floor longitudinal beam 12, and the connection joint 15 is connected to the rear shock tower 13.

[0073] Making the rear shock tower 13 connected to the rear floor cross member 14, the mutual connection between the rear shock tower 13, the rear floor longitudinal beam 12 and the rear floor cross member 14 can be utilized to increase the overall stiffness of the rear body position, which is beneficial to improving the torsional resistance performance of the rear body and the filtering performance of road surface excitation, and enhancing the vehicle's NVH (Noise, Vibration, Harshness; noise, vibration and roughness) performance.

[0074] During specific implementation, referring to Figure 10 As shown, the cross-section of the rear floor cross member 14 of this embodiment can be specifically designed as a "U" shape to ensure the structural stiffness of the rear floor cross member 14 itself and improve the connection strength with the connection joint 15. When necessary in this embodiment, through holes 141 can also be provided on the rear floor cross member 14 to play a role in weight reduction and avoidance. Furthermore, the rear floor cross member 14 can be specifically the rear floor middle cross member. When necessary, the rear body structure can also include a rear floor front cross member and a rear floor rear cross member located inside the rear floor longitudinal beam 12, and the rear floor front cross member and the rear floor rear cross member are respectively arranged on the front and rear sides of the rear floor middle cross member.

[0075] Secondly, in combination with Figure 2 、 Figure 8 and Figure 9 As shown, the connection joint 15 of this embodiment can be preferably set to include a base plate 151, side plates 152 provided on the front and rear sides of the base plate 151, and a first flanging 1511 for connecting to the rear shock tower 13 is provided on one side of the base plate 151 close to the rear shock tower 13. Second flangings 1521 are provided at the bottoms of each side plate 152, and the left ends of each second flanging 1521 are connected to the top of the rear floor longitudinal beam 12 (that is, the top of the longitudinal beam upper plate 121), and the right ends of each second flanging 1521 are connected to the rear floor cross member 14.

[0076] In the specific structure, a similar triangular structure is formed between the connection joint 15 of this embodiment, the rear shock tower 13 and the rear floor longitudinal beam 12, making the structure of this area more stable, so as to optimize the force transmission path, and further facilitating the improvement of the connection reliability between the rear shock tower 13, the inner panel 11 of the rear wheel housing and the rear floor longitudinal beam 12.

[0077] Furthermore, it is understandable that, since the cross-section of the rear floor beam 14 is U-shaped, the rear floor beam 14 has a sixth connecting flange corresponding to each of the second flanges 1521. The main advantage of this arrangement is that it can improve the connection strength between the rear floor beam 14 and the connecting joint 15. Moreover, in this embodiment, the first flange 1511 and the rear shock absorber tower 13, each of the second flanges 1521 and the rear floor longitudinal beam 12, and each of the second flanges 1521 and the rear floor beam 14 can all be connected by a first connector 153, which is preferably a bolt known to those skilled in the art.

[0078] In specific implementation, in addition to the first flange 1511 being connected to the rear shock absorber tower 13, each of the second flanges 1521 being connected to the rear floor longitudinal beam 12, and each of the second flanges 1521 being connected to the rear floor transverse beam 14 via the first connector 153, the base plate 151 being connected to the rear floor transverse beam 14, and each of the side plates 152 being connected to the rear floor transverse beam 14 via the first connector 153, in order to enhance the connection strength.

[0079] Of course, the specific number of the first connector 153 can be set according to the actual connection requirements of the connector 15. For example, there are three first connectors 153 between the first flange 1511 and the rear shock absorber tower 13, one first connector 153 between the base plate 151 and the rear floor beam 14, and two first connectors 153 between each side plate 152 and the rear floor beam 14.

[0080] Meanwhile, in order to ensure the structural rigidity of the connecting joint 15, in this embodiment, as a preferred implementation, a plurality of third reinforcing ribs 154 are provided between the first flange 1511 and the base plate 151. As for the arrangement and number of each third reinforcing rib 154, they can be set and adjusted according to the actual structural rigidity requirements of the connecting joint 15. For example, the third reinforcing ribs 154 are six or seven arranged at intervals along the front-rear direction of the vehicle, and each third reinforcing rib 154 is arranged along the vertical direction of the vehicle.

[0081] Similarly, in this embodiment, as a preferred implementation, a fourth reinforcing rib 155 can be provided between the base plate 151 and each of the second flanges 1521, and a fifth reinforcing rib 156 connected to each side plate 152 can be provided on the base plate 151 to enhance the structural rigidity of the connecting joint 15, thereby improving the overall rigidity of the rear structure of the vehicle body.

[0082] In the specific structure, the arrangement and the number of the fourth reinforcing ribs 155 and the fifth reinforcing ribs 156 can also be set and adjusted according to the actual structural rigidity requirement of the connecting joint 15, for example, one fourth reinforcing rib 155 is arranged between the base plate 151 and each second flange 1521, each fourth reinforcing rib 155 is arranged in the up-down direction of the whole vehicle, and the fifth reinforcing rib 156 is designed in an X shape or a straight line shape, etc. Of course, in order to ensure the structural rigidity of the connecting joint 15, the fifth reinforcing rib 156 is three reinforcing ribs arranged in the left-right direction in the embodiment, the fifth reinforcing rib 156 in the middle is designed in an X shape, the fifth reinforcing ribs 156 on both sides are designed in a straight line shape, and the fifth reinforcing rib 156 in a straight line shape is arranged in the front-back direction of the whole vehicle.

[0083] In addition, as a preferred implementation form, in combination with Figure 1 and Figure 3 In the embodiment, the upper part of the rear shock tower 13 is connected with the C pillar 18 through the backrest lock buckle mounting plate 16. Here, the rear shock tower 13 is connected with the C pillar 18 through the backrest lock buckle mounting plate 16, which can cooperate with the connection of the rear shock tower 13 and the rear floor cross beam 14, and the roof cross beam 19 of the vehicle body roof, to form a large annular rigidity structure in the rear part of the vehicle body, so as to better improve the rigidity of the rear part of the vehicle body and improve the driving comfort.

[0084] In the specific implementation, the backrest lock buckle mounting plate 16 of the embodiment can be preferably provided in a structure shape matched with the C pillar 18, for example Figure 11 which is in the overall visual "J" shape and has two third flanges 161 on the front and back sides, and the two third flanges 161 are used to be connected with the C pillar 18 and the surrounding components. At the same time, in order to facilitate the upper part of the rear shock tower 13 to be connected with the C pillar 18 through the backrest lock buckle mounting plate 16, referring to Figure 6 and Figure 7 The upper part of the rear shock tower 13 is provided with a third connecting flange 135, and the third connecting flange 135 is connected with the bottom of the backrest lock buckle mounting plate 16 and part of the two third flanges 161. Moreover, the third connecting flange 135 can be connected with the backrest lock buckle mounting plate 16 by using a second connecting piece 162, and the second connecting piece 162 can be a bolt same as the first connecting piece 153.

[0085] The rear body structure of the embodiment can not only increase the rigidity of the rear shock tower 13 itself by die casting, improve production efficiency and reduce production cost compared with the split sheet metal welding structure, but also increase the anti-deformation ability and rigidity of the rear body by the rear shock tower 13 extending to the lower part of the rear floor longitudinal beam 12, thereby improving the reliability of the rear body structure.

[0086] On this basis, the rear shock tower 13 extending to the bottom of the rear floor longitudinal beam 12 can have a more optimal structure strengthening effect, thereby maximizing the rigidity of the rear body. By arranging the reinforcing ribs and connecting the reinforcing ribs with the column structure 131, the rigidity of the rear shock tower 13 can be further increased, and the rigidity of the rear shock absorber mounting point 1310 can be particularly increased, thereby ensuring the stability of the rear shock absorber mounting. In addition, the cooperation of the first reinforcing rib 132 and the second reinforcing rib 133 can not only increase the rigidity of the rear shock tower 13, especially the rigidity of the rear shock absorber mounting point 1310, by the transverse and longitudinal interlaced arrangement of the reinforcing ribs, but also facilitate the rear shock tower 13 to be removed in the Y direction during casting, thereby reducing the requirements for the casting press and the casting cost.

[0087] In addition, in the embodiment, the rear shock tower 13 is connected with the rear floor cross beam 14, the overall rigidity of the rear body position can be increased by the connection among the rear shock tower 13, the rear floor longitudinal beam 12 and the rear floor cross beam 14, thereby improving the torsional performance of the rear body and the filtering performance of the road excitation, and improving the overall NVH performance of the vehicle. The rear shock tower 13 is connected with the C column 18 through the backrest lock buckle mounting plate 16, and the large ring rigidity structure can be formed in the rear body by the cooperation of the connection of the rear shock tower 13 and the rear floor cross beam 14, the roof cross beam 19 of the roof of the vehicle body, thereby better improving the rigidity of the rear body and the driving comfort.

[0088] That is, in the embodiment, the rear shock tower 13 has a high structural rigidity, and the large ring rigidity structure is formed by the cooperation of the rear shock tower 13, the backrest lock buckle mounting plate 16, the C column 18, the connecting joint 15, the rear floor cross beam 14 and the roof cross beam 19, thereby further improving the rigidity of the rear body structure.

[0089] In addition, it is worth mentioning that the "ji" shape in this embodiment, for example, the cross-section of the rear floor crossbeam 14 is in the shape of a "ji", means that the cross-section of the rear floor crossbeam 14 visually resembles the character "ji", rather than that the cross-section of the rear floor crossbeam 14 must be exactly the same as the shape of the character "ji" strictly composed of a vertical left-falling stroke and a horizontal fold with a hook. During specific implementation, it can have a shape trend adapted to the structural shapes of components such as the connection joint 15, etc.

[0090] Similarly, the "X" shape in this embodiment also means that the fifth reinforcing rib 156 visually resembles the letter "X", rather than that the fifth reinforcing rib 156 must be set in exactly the shape of the letter "X" in the strict sense. During specific implementation, it can have a shape trend adapted to the surrounding components such as the base plate 151 and each side plate 152.

[0091] Embodiment 2

[0092] This embodiment relates to a vehicle, and the vehicle body thereof is provided with the rear vehicle body structure in Embodiment 1.

[0093] For the vehicle in this embodiment, by setting the rear vehicle body structure in Embodiment 1 in the vehicle body, it not only helps to improve production efficiency and reduce production costs, but also helps to enhance the structural performance of the rear vehicle body, making the rear vehicle body structure have better reliability, thereby improving the overall vehicle quality and market competitiveness.

[0094] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A vehicle body rear structure characterized by comprising a rear wheelhouse inner panel (11), a rear floor side member (12) connected to the rear wheelhouse inner panel (11), and a rear shock tower (13) connected to the rear wheelhouse inner panel (11); the rear shock tower (13) being integrally die-cast, provided with a rear shock absorber mounting portion on the rear shock tower (13), and having a lower portion connected to one side of the rear floor side member (12) and extending toward a lower portion of the rear floor side member (12).

2. The vehicle body rear structure according to claim 1, characterized in that the lower portion of the rear shock tower (13) extends to a bottom portion of the rear floor side member (12).

3. The vehicle body rear structure according to claim 1, characterized in that the rear wheelhouse inner panel (11) is formed with an opening (1110), the rear shock tower (13) is positioned in the opening (1110), and the rear wheelhouse inner panel (11) at a position of the edge of the opening (1110) is connected to the rear shock tower (13).

4. The vehicle body rear structure according to claim 3, characterized in that the bottom portion of the rear wheelhouse inner panel (11) has a downwardly extending lower extension portion (111), the opening (1110) is provided on the lower extension portion (111); the lower extension portion (111) is connected to the lower portion of the rear shock tower (13) on the rear floor side member (12), and the lower extension portion (111) and the lower portion of the rear shock tower (13) together constitute a seal toward the outside of the rear floor side member (12).

5. The vehicle body rear structure according to claim 1, characterized in that a column structure (131) is formed on a side of the rear shock tower (13) facing away from the inside of the vehicle, the column structure (131) constitutes the rear shock absorber mounting portion on the rear shock tower (13), and a rear shock absorber mounting point (1310) is provided on the column structure (131).

6. The vehicle body rear structure according to claim 5, characterized in that a plurality of reinforcing ribs are formed on the side of the rear shock tower (13) facing away from the inside of the vehicle, and at least some of the reinforcing ribs are connected to the column structure (131).

7. The vehicle body rear structure according to claim 6, characterized in that the plurality of reinforcing ribs include a plurality of first reinforcing ribs (132) arranged in the front-rear direction of the vehicle, and a plurality of second reinforcing ribs (133) arranged in the up-down direction of the vehicle; the first reinforcing ribs (132) and the second reinforcing ribs (133) are arranged so as to intersect, and some of the first reinforcing ribs (132) and some of the second reinforcing ribs (133) are connected to the column structure (131).

8. The vehicle body rear structure according to any one of claims 1 to 7, characterized by further comprising a rear floor cross member (14) positioned inside the rear floor side member (12); an end portion of the rear floor cross member (14) being provided with a connection joint (15) connected to a top portion of the rear floor side member (12), and the connection joint (15) being connected to the rear shock tower (13). ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ 9. The vehicle body rear structure according to claim 8, characterized in that: the upper portion of the rear shock tower (13) is connected to the C pillar (18) by a backrest lock catch mounting plate (16).

10. A vehicle characterized by: the vehicle body of the vehicle is provided with the vehicle body rear structure according to any one of claims 1 to 9.

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