Vehicle body assembly and vehicle

Abstract

The application discloses a vehicle body assembly of a vehicle and the vehicle, and the vehicle body assembly of the vehicle comprises a D column, a trunk frame, and a rear end of the D column is fixedly connected with the trunk frame, a side wall of the D column is provided with a first protruding part and a second protruding part staggered in a width direction of the vehicle, a length of the first protruding part is different from that of the second protruding part, and / or a width of the first protruding part is different from that of the second protruding part. The vehicle body assembly disclosed by the application can effectively increase the strength of the D column itself, significantly reduce the vibration transmission sensitivity of the D column, thereby effectively improving the NVH level of the whole vehicle, and providing a relatively quiet and comfortable driving space for users.

Description

Technical Field

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

[0002] As living standards continue to improve, users are no longer satisfied with using vehicles merely as a means of transportation, and their demands for driving comfort are also constantly increasing.

[0003] When a vehicle is in motion, vibrations and noises generated by road surface excitation or powertrain excitation can cause discomfort to the occupants in the vehicle's cabin. The D-pillar, as a component connecting the C-pillar to the trunk structure, typically extends directly rearward to connect to the trunk frame. This allows the opposite ends of the D-pillar to connect to both the C-pillar and the trunk structure, thus transmitting force and vibration.

[0004] However, the structural strength of the D-pillar in the existing technology is relatively poor, which can cause the rear side panel or tailgate panel of the vehicle to vibrate and generate noise and road noise when subjected to road surface or powertrain excitation. Summary of the Invention

[0005] This invention aims to at least solve one of the technical problems existing in the prior art. Therefore, one object of this invention is to provide a vehicle body assembly that can effectively increase the strength of the D-pillar itself and significantly reduce the vibration transmission sensitivity of the D-pillar, thereby effectively improving the overall vehicle NVH level and providing users with a quieter and more comfortable driving space.

[0006] Another object of the present invention is to provide a vehicle.

[0007] The vehicle body assembly according to the present invention includes:

[0008] D-pillar;

[0009] The trunk frame is fixedly connected to the rear end of the D-pillar. The side wall of the D-pillar is provided with a first bulge and a second bulge that are offset in the width direction of the vehicle. The length of the first bulge is different from the length of the second bulge, and / or the width of the first bulge is different from the width of the second bulge.

[0010] According to the vehicle body assembly of the present invention, by providing a first raised portion and a second raised portion on the side wall of the D-pillar, the strength of the D-pillar itself can be effectively increased, thereby effectively improving the overall strength of the vehicle; at the same time, the vibration transmission sensitivity of the D-pillar can be significantly reduced, thereby reducing the vibration energy of the rear side panel or tailgate large panel of the vehicle when the vehicle is excited by the road surface or powertrain, thereby effectively improving the NVH level of the whole vehicle and providing users with a quieter and more comfortable driving space.

[0011] In some examples of the present invention, the first raised portion and the second raised portion are arranged adjacent to each other in the width direction of the D-pillar.

[0012] In some examples of the present invention, along the width direction of the D-pillar, the width of the first bulge is X1, the width of the second bulge is X2, and the relationship is satisfied: X1:X2=2:1.

[0013] In some examples of the present invention, the height of the first raised portion is greater than the height of the second raised portion.

[0014] In some examples of the present invention, the length of the D column is L, the length of the first bulge is L1, the length of the second bulge is L2, and the relationship is satisfied: L:L1:L2=3:2:1.

[0015] In some examples of the present invention, the body assembly further includes:

[0016] A first reinforcing member is connected between the D-pillar and the trunk frame;

[0017] The second reinforcing member is connected between the first reinforcing member and the wheel arch of the vehicle. The first connecting end of the second reinforcing member is fixedly connected to the middle part of the first reinforcing member, the second connecting end of the second reinforcing member is fixedly connected to the wheel arch, and the third connecting end of the second reinforcing member is fixedly connected to the bottom plate of the trunk frame.

[0018] In some examples of the present invention, the trunk frame is connected to the wheel arches of the vehicle via a connecting assembly, wherein the connecting assembly includes a first connecting plate and a second connecting plate disposed opposite each other in a left-right direction, the lower side of the first connecting plate is connected to the lower side of the second connecting plate, and the first connecting plate and the second connecting plate extend from bottom to top toward a direction away from each other.

[0019] In some examples of the present invention, a first reinforcing protrusion is formed on the first connecting plate, extending in a direction away from the second connecting plate;

[0020] Wherein, at least a portion of the first reinforcing protrusion is projected onto a vertical plane parallel to the front-back direction to form a first arch; at least a portion of the first reinforcing protrusion is projected onto a vertical plane parallel to the left-right direction to form a second arch, and the aspect ratio of the first arch is different from that of the second arch.

[0021] In some examples of the present invention, the trunk frame includes:

[0022] A connecting beam, the front end of which is adapted to connect to the D-column;

[0023] A support beam is provided between the rear end of the connecting beam and the rear end of the first connecting plate. The support beam includes a first structural reinforcement and a second structural reinforcement. The upper end of the first structural reinforcement is connected to the connecting beam and the outer contour of the first structural reinforcement is formed in an "S" shape.

[0024] The upper end of the second structural reinforcement is connected to the first structural reinforcement, and the lower end of the second structural reinforcement is connected to the first connecting plate.

[0025] In some examples of the present invention, the first structural reinforcement includes an upper reinforcement plate and a lower reinforcement plate, both of which are formed in a semi-ellipsoidal shape. The upper end of the upper reinforcement plate is connected to the connecting beam, the lower end of the upper reinforcement plate is connected to the upper end of the lower reinforcement plate, and the lower end of the lower reinforcement plate is connected to the second structural reinforcement.

[0026] In some examples of the present invention, a third reinforcing protrusion is formed on the second structural reinforcement, and the projection of the third reinforcing protrusion onto a vertical plane parallel to the front-back direction is triangular.

[0027] The vehicle proposed according to the present invention includes the vehicle body components described above.

[0028] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the structure of a vehicle body component according to an embodiment of the present invention;

[0031] Figure 2 This is a schematic diagram of the structure of column D according to an embodiment of the present invention;

[0032] Figure 3 This is a schematic diagram of the D-pillar from another perspective according to an embodiment of the present invention.

[0033] Figure 4 for Figure 1 A magnified view of a portion of location A in the diagram;

[0034] Figure 5 This is a schematic diagram of the vehicle body assembly from another perspective according to an embodiment of the present invention.

[0035] Explanation of reference numerals in the attached figures:

[0036] 10-Body components;

[0037] 100-D column;

[0038] 110 - First raised portion; 111 - First sub-raised portion; 112 - Second sub-raised portion;

[0039] 120 - Second ridge; 121 - Third sub-ridge; 122 - Fourth sub-ridge;

[0040] 130 - Weight Reduction Structure;

[0041] 140 - Connecting plate;

[0042] 200 - Trunk frame;

[0043] 210 - Connecting beam;

[0044] 220 - Support beam;

[0045] 230 - First structural reinforcement; 231 - Upper reinforcement plate; 232 - Lower reinforcement plate;

[0046] 240 - Second structural reinforcement; 241 - Third reinforcing protrusion;

[0047] 300 - First Reinforcing Component;

[0048] 310 - First protrusion; 320 - Second protrusion; 330 - First side; 340 - Second side;

[0049] 400 - Second reinforcement;

[0050] 500 - First connecting plate; 511 - First reinforcing protrusion; 512 - First arch; 513 - Second arch;

[0051] 600 - Second connecting plate; 611 - Second reinforcing protrusion;

[0052] 700-wheel cover;

[0053] 800-C column. Detailed Implementation

[0054] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0055] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, an indirect connection through an intermediate medium, or a connection within two components or an interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0056] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0057] The terms "first," "second," and "third" (if applicable) in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0058] Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such as a process, method, system, product, or maintenance tool that includes a series of steps or units, not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or maintenance tool.

[0059] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0060] Figure 1This is a schematic diagram of the structure of the vehicle body assembly 10 according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the structure of column D 100 according to an embodiment of the present invention. Figure 3 Figure 4 is a schematic diagram of the structure of the D-pillar 100 according to another perspective of an embodiment of the present invention. Figure 1 A magnified view of a portion of position A in the diagram. Figure 5 This is a schematic diagram of the body assembly 10 from another perspective according to an embodiment of the present invention.

[0061] like Figures 1-3 As shown, the D-pillar 100 of the vehicle includes: a main body, the main body having a first raised portion 110 and a second raised portion 120. The first raised portion 110 and the second raised portion 120 can strengthen the D-pillar 100 of the vehicle, so that the D-pillar 100 of the vehicle has higher strength and can better attenuate the vibration transmitted from the road surface and powertrain to the D-pillar 100 of the vehicle, thereby improving the NVH (Noise, Vibration, Harshness) performance of the vehicle and improving the comfort of the vehicle.

[0062] The length of the first raised portion 110 is different from the length of the second raised portion 120, and the length is the length of the D-pillar 100 in the case of... Figure 2 The length direction shown ( Figure 2 The dimension in the direction of X (where X is located), and / or the width of the first bulge 110 is different from the width of the second bulge 120, wherein the width is the dimension of the D-pillar 10 ... Figure 2 Width direction shown Figure 2 The dimension in the Y direction.

[0063] In other words, the main body has a first raised portion 110 and a second raised portion 120 of different sizes. Steps can be formed at the junctions of the first raised portion 110 and the second raised portion 120 with the main body and / or at the junctions of the first raised portion 110 and the second raised portion 120. Since the lengths and / or widths of the first raised portion 110 and the second raised portion 120 are different, steps can be defined at the junctions of the first raised portion 110 and the second raised portion 120 with the main body and / or at the junctions of the first raised portion 110 and the second raised portion 120. Steps of different lengths and / or widths have different strengths, achieving local modal frequency differences. Therefore, steps of different lengths and / or widths can attenuate vibrations of different frequencies, thus enabling raised sections of different sizes to attenuate vibrations of different frequencies. This allows the D-pillar 100 to maximize its avoidance of the excitation source frequency. The D-pillar 100 can better attenuate vibrations transmitted from the road surface and powertrain to the D-pillar 100, improving the vehicle's NVH performance and enhancing vehicle comfort.

[0064] Preferably, in this embodiment of the invention, the D-pillar 100 of the vehicle is connected between the C-pillar 800 and the rear wheel arch 700. The structural performance of the D-pillar 100 has a direct impact on the bending and torsional strength of the rear structure of the vehicle, and the strength of the D-pillar 100 affects the attenuation of vibration energy at the D-pillar 100.

[0065] like Figure 1 As shown, the D-pillar 100 includes a main body, which primarily serves to connect the C-pillar 800 and the rear wheel arch 700, and to attenuate vibrations transmitted from the road surface and powertrain to the D-pillar 100. The main body has a first raised portion 110 and a second raised portion 120, located at one end of the main body adjacent to the C-pillar 800.

[0066] The overall strength of the D-pillar 100 is enhanced by providing a first raised portion 110 and a second raised portion 120 on the main body. Steps can be formed at the junctions of the first raised portion 110 and the second raised portion 120 with the main body and / or at the junctions of the first raised portion 110 and the second raised portion 120. Since the lengths and / or widths of the first raised portion 110 and the second raised portion 120 are different, different steps can be defined at the junctions of the first raised portion 110 and the second raised portion 120 with the main body and / or at the junctions of the first raised portion 110 and the second raised portion 120. The steps of different lengths and / or widths have different strengths, achieving local modal frequency differences. Therefore, steps of different lengths and / or widths can attenuate vibrations of different frequencies, thereby enabling the first raised portion 110 and the second raised portion 120 to attenuate vibrations of different frequencies. This allows the D-pillar 100 to maximize avoidance of the excitation source frequency. At the D-pillar 100, vibrations transmitted from the road surface and powertrain to the D-pillar 100 can be better attenuated, improving the vehicle's NVH performance and enhancing vehicle comfort.

[0067] According to an embodiment of the present invention, the D-pillar 100 of the vehicle has higher strength and can maximize the avoidance of the frequency of the excitation source, and can better attenuate the vibration transmitted from the road surface and powertrain to the D-pillar 100 of the vehicle, thereby improving the NVH performance and comfort of the vehicle.

[0068] like Figure 1As shown, the first raised portion 110 and the second raised portion 120 are arranged adjacent to each other in the width direction of the main body. Since the raised portion 110 and the second raised portion 120 have different heights, that is, the top of the first raised portion 110 and the second raised portion 120 are at different distances from the plane of the main body, a height difference can be formed between the first raised portion 110 and the second raised portion 120. Furthermore, since the first raised portion 110 and the second raised portion 120 are arranged adjacent to each other in the width direction of the main body, the D-pillar 100 of the vehicle forms a stepped structure in its width direction. The stepped structure can strengthen the weak points in the width direction of the D-pillar 100 of the vehicle, thereby improving the overall strength of the D-pillar 100 of the vehicle.

[0069] The first raised portion 110 has a raised height of not less than 1.2mm and not more than 2.5mm. Through experiments and comparative analysis of different raised heights, it can be found that when the raised height of the first raised portion 110 is between 1.2mm and 2.5mm, the D-pillar 100 of the vehicle has a better vibration damping effect. The D-pillar 100 can maximize the avoidance of the vibration frequency of the excitation source. The D-pillar 100 can better dampen the vibration transmitted from the road surface and powertrain to the D-pillar 100, thereby improving the NVH performance of the vehicle and improving the vehicle's comfort.

[0070] Preferably, the height of the first raised portion 110 is 1.9 mm to maximize the frequency of avoiding the excitation source. The height of the first raised portion 110 can be adaptively adjusted in practical applications to achieve maximum frequency avoidance of the excitation source in different D-pillar 100 structures.

[0071] The second raised portion 120 has a raised height of not less than 1.0 mm and not more than 1.8 mm. Through experiments and comparative analysis of different raised heights, it can be found that when the raised height of the second raised portion 120 is between 1.0 mm and 1.8 mm, the D-pillar 100 of the vehicle has a better vibration damping effect. The D-pillar 100 can maximize the avoidance of the vibration frequency of the excitation source. The D-pillar 100 can better dampen the vibration transmitted from the road surface and powertrain to the D-pillar 100, thereby improving the NVH performance of the vehicle and enhancing the vehicle's comfort.

[0072] Preferably, the height of the second raised portion 120 is 1.4 mm to maximize the frequency of avoiding the excitation source. The height of the second raised portion 120 can be adaptively adjusted in practical applications to achieve maximum frequency avoidance of the excitation source in different D-pillar 100 structures.

[0073] like Figure 1 and Figure 2As shown, the height of the first raised portion 110 is greater than the height of the second raised portion 120. On the one hand, the greater height of the first raised portion 110 than the second raised portion 120 creates a height difference between the two portions. On the other hand, since the first raised portion 110 and the second raised portion 120 are arranged adjacent to each other in the width direction of the main body, the D-pillar 100 forms a stepped structure in its width direction. This stepped structure strengthens the weak points in the width direction of the D-pillar 100, improving the overall strength of the D-pillar 100.

[0074] On the other hand, the height of the first raised portion 110 is greater than the height of the second raised portion 120. In other words, the height of the first raised portion 110 is different from the height of the second raised portion 120. Raised portions with different heights can attenuate vibrations of different frequencies, thereby enabling the D-pillar 100 to maximize the avoidance of the excitation source frequency. The D-pillar 100 can better attenuate vibrations transmitted from the road surface and powertrain to the D-pillar 100, thereby improving the vehicle's NVH performance and enhancing vehicle comfort.

[0075] Furthermore, since the first raised portion 110 is located closer to the vibration transmission path on the D-pillar 100, the raised height of the first raised portion 110 is set higher so that the first raised portion 110 can better strengthen the D-pillar 100 and achieve a better shock absorption effect.

[0076] like Figure 1 and Figure 2 As shown, the first raised portion 110 and the second raised portion 120 both extend along the length direction of the main body, so that the first raised portion 110 and the second raised portion 120 cover a larger area on the D-pillar 100, so as to provide a better reinforcement effect on the D-pillar 100.

[0077] Furthermore, there is a height difference between the first raised portion 110 and the second raised portion 120 and the main body, which makes the D-pillar 100 form a stepped structure in its length direction. The stepped structure can strengthen the weak points in the length direction of the D-pillar 100 and improve the overall strength of the D-pillar 100.

[0078] like Figure 2As shown, the main body has a length of L, the first raised portion 110 has a length of L1, and the second raised portion 120 has a length of L2, satisfying the relationship: L:L1:L2 = 3:2:1. Through experiments and comparative analysis of different length ratios of the raised portions, it can be found that when the length of the first raised portion 110 is about 2 / 3 of the length of the main body and when the length of the first raised portion 110 is about 1 / 3 of the length of the main body, the D-pillar 100 of the vehicle has a better vibration damping effect. The D-pillar 100 can maximize the avoidance of the vibration frequency of the excitation source, and the D-pillar 100 can better dampen the vibration transmitted from the road surface and powertrain to the D-pillar 100, thereby improving the NVH performance and comfort of the vehicle.

[0079] The specific length ratios of the main body, the first raised portion 110, and the second raised portion 120 can be adaptively adjusted in practical applications.

[0080] like Figure 2 As shown, the width of the first raised portion 110 is X1, and the width of the second raised portion 120 is X2, and they satisfy the relationship: X1:X2=2:1, so that the D-pillar 100 of the vehicle has a better vibration damping effect. The D-pillar 100 can maximize the avoidance of the vibration frequency of the excitation source, improve the NVH performance of the vehicle, and improve the comfort of the vehicle.

[0081] In some embodiments, the width of the main body is the sum of the width of the first raised portion 110 and the width of the second raised portion 120. Through experiments and comparative analysis of different width ratios of the raised portions, it can be found that when the width of the first raised portion 110 is about 2 / 3 of the width of the main body and the width of the first raised portion 110 is about 1 / 3 of the width of the main body, the D-pillar 100 of the vehicle has a better vibration damping effect. The D-pillar 100 can maximize the avoidance of the vibration frequency of the excitation source. The D-pillar 100 can better dampen the vibration transmitted from the road surface and powertrain to the D-pillar 100, thereby improving the NVH performance of the vehicle and improving the comfort of the vehicle.

[0082] The specific width ratios of the main body, the first raised portion 110, and the second raised portion 120 can be adaptively adjusted in practical applications.

[0083] Because the length and / or width and / or height of the first raised portion 110 and the second raised portion 120 are different, their modal frequencies can differ. This prevents resonance caused by identical modal frequencies, allowing them to achieve frequency avoidance. Furthermore, by employing the aforementioned proportional or dimensional relationships, the modal frequency difference between the first raised portion 110 and the second raised portion 120 can be maximized, thereby achieving maximum frequency avoidance between them.

[0084] like Figure 1 As shown, the first raised portion 110 is provided with multiple weight-reducing structures 130, which can be weight-reducing holes to reduce the weight of the D-pillar 100 of the vehicle, thereby achieving vehicle lightweighting. Furthermore, the multiple weight-reducing structures 130 are arranged sequentially at intervals along the length of the first raised portion 110 to reduce the overall weight of the D-pillar 100 of the vehicle while ensuring its overall strength, thus better achieving vehicle lightweighting.

[0085] like Figure 2 As shown, the main body is provided with a connecting plate 140, which is located at the end of the main body and is adapted to be connected to the wheel cover 700.

[0086] It should be noted that in related technologies, the end of the main body does not have the aforementioned connecting plate 140, but the end of the main body is directly connected to the wheel cover 700, resulting in a small connection area between the main body and the wheel cover 700, which affects the connection reliability between the D-pillar 100 and the wheel cover 700. In this application, by providing a connecting plate 140 at the end of the main body, the connection area between the D-pillar 100 and the wheel cover 700 in the width direction is increased, and the strength at the connection between the D-pillar 100 and the wheel cover 700 is improved, thereby enhancing the connection reliability between the D-pillar 100 and the wheel cover 700.

[0087] Reference Figure 2 The main body is provided with a connecting plate 140, which is suitable for connecting with the wheel cover 700. By designing the connecting plate 140 structure at the connection between the wheel cover 700 and the D-post 100, the connection area between the D-post 100 and the wheel cover 700 can be increased, making it easier for the shape of the D-post 100 and the wheel cover 700 to be adapted, improving the strength of the connection between the D-post 100 and the wheel cover 700. While ensuring the stability of the connection between the wheel cover 700 and the D-post 100, the strength of the structural connection is increased, achieving a better vibration damping effect.

[0088] In some embodiments, the connecting plate 140 is a palm-shaped connecting plate 140 to better increase the connection area between the D-pillar 100 and the wheel arch 700, so that the shapes of the D-pillar 100 and the wheel arch 700 can be adapted to each other, and the strength of the connection between the D-pillar 100 and the wheel arch 700 can be improved.

[0089] like Figure 2 As shown, the connecting plate 140 includes a connecting boss (not shown in the figure), which protrudes toward the side away from the wheel cover 700.

[0090] In the prior art, the D-pillar 100 and the wheel arch are only connected by overlapping or other connection methods, resulting in a small contact area. Therefore, in this embodiment of the invention, a connecting boss is designed and raised to the side away from the wheel arch. This allows the connecting boss portion on the connecting plate 140 to support the wheel arch 700 when the connecting plate 140 is connected to the wheel arch, thereby increasing the mating connection area between the D-pillar 100 and the wheel arch 700. This facilitates the matching of the shapes of the D-pillar 100 and the wheel arch 700 and improves the reliability of the connection.

[0091] Furthermore, the connecting boss is a raised structure with high structural strength. The connecting boss can enhance the strength of the connection between the D-pillar 100 and the wheel cover 700, ensuring the stability of the connection between the wheel cover 700 and the D-pillar 100, while increasing the strength of the structural connection and improving the vibration damping effect of the D-pillar 100.

[0092] Reference Figure 2 A protrusion is also provided on the connecting boss. The protrusion is located on the connecting boss and rises from the connecting boss to the side away from the wheel cover 700. The protrusion can further enhance the strength of the connection between the D-pillar 100 and the wheel cover 700, ensure the stability of the connection between the wheel cover 700 and the D-pillar 100, further increase the strength of the structural connection, and improve the vibration damping effect of the D-pillar 100.

[0093] Reference Figure 2 The connecting plate 140 also includes a connecting flange (not shown in the figure). The connecting flange extends from the edge of the connecting boss to the side away from the connecting protrusion to increase the connection area between the D-pillar 100 and the wheel cover 700. This ensures the stability of the connection between the wheel cover 700 and the D-pillar 100, while increasing the strength of the structural connection and improving the vibration damping effect of the D-pillar 100.

[0094] like Figure 1 and Figure 2 As shown, the main body is also provided with a fourth sub-protrusion 122, which is recessed from the main body and is arranged adjacent to the first sub-protrusion 111 and the third sub-protrusion 121 respectively.

[0095] Because there is a height difference between the fourth sub-protrusion 122 and the first sub-protrusion 111, the D-pillar 100 forms a stepped structure in the width direction at the adjacent position of the fourth sub-protrusion 122 and the first sub-protrusion 111. The stepped structure can strengthen the weak points in the width direction of the D-pillar 100 and improve the overall strength of the D-pillar 100.

[0096] Because there is a height difference between the fourth sub-protrusion 122 and the third sub-protrusion 121, the D-pillar 100 forms a stepped structure in the length direction at the adjacent part of the fourth sub-protrusion 122 and the third sub-protrusion 121. The stepped structure can strengthen the weak part in the length direction of the D-pillar 100 and improve the overall strength of the D-pillar 100.

[0097] like Figure 2 As shown, in the length direction, the first end of the fourth sub-protrusion 122 is connected to the tail end of the third sub-protrusion 121, the tail end of the fourth sub-protrusion 122 is flush with the tail end of the first sub-protrusion 111, and the length ratio of the fourth sub-protrusion 122 to the length of the third sub-protrusion 121 is 1:2.

[0098] In some embodiments, the recessed depth of the fourth sub-protrusion 122 is not less than 0.1 mm and not more than 0.6 mm. Preferably, the recessed depth of the fourth sub-protrusion 122 is 0.4 mm to ensure the lightweight of the D-pillar 100, thereby increasing the strength of the D-pillar 100 and maximizing frequency avoidance.

[0099] Taking the D-pillar 100 of the present invention as a vehicle D-pillar 100 as an example, the vehicle D-pillar 100 is connected between the C-pillar 800 and the rear wheel arch 700. The structural performance of the D-pillar 100 has a direct impact on the bending and torsional strength of the rear structure of the vehicle. The strength of the D-pillar 100 affects the attenuation of vibration energy at the D-pillar 100.

[0100] In the existing technology, the D-pillar 100 has poor strength, and it is not possible to effectively attenuate the vibrations transmitted from the road surface and powertrain to the D-pillar 100. This will cause the rear side panels and the large tailgate panel of the vehicle to vibrate, affecting the vehicle's NVH performance.

[0101] like Figure 1 As shown, the D-pillar 100 includes a main body. The main body of the D-pillar 100 mainly serves to connect the C-pillar 800 and the rear wheel arch 700, and to attenuate vibrations transmitted from the road surface and powertrain to the D-pillar 100.

[0102] The main body is provided with a first raised portion 110 and a second raised portion 120. The first raised portion 110 and the second raised portion 120 are located at one end of the main body near the C-pillar 800, and both are constructed to bulge outward from the main body. As a result, there is a height difference between the first raised portion 110 and the second raised portion 120 and the main body, which makes the D-pillar 100 form a stepped structure in its length direction. The stepped structure can strengthen the weak points in the length direction of the D-pillar 100 and improve the overall strength of the D-pillar 100.

[0103] Furthermore, the first raised portion 110 and the second raised portion 120 are arranged adjacent to each other in the width direction of the main body. In some embodiments, since there is also a height difference between the first raised portion 110 and the second raised portion 120, the D-pillar 100 forms a stepped structure in its width direction. The stepped structure can strengthen the weak points in the width direction of the D-pillar 100 and improve the overall strength of the D-pillar 100.

[0104] Therefore, by setting the first raised portion 110 and the second raised portion 120 on the main body, the overall strength of the D-pillar 100 is improved. The vibration transmitted from the road surface and the powertrain to the D-pillar 100 can be better attenuated, thereby improving the vehicle's NVH performance and comfort.

[0105] Specifically, such as Figure 1 and Figure 2 As shown, the first raised portion 110 and the second raised portion 120 are flush with the end near the C-pillar 800 and the connection end between the main body and the C-pillar 800. The first raised portion 110 extends along the length of the main body and extends to 2 / 3 of the length of the main body. With this length ratio, the first raised portion 110 can better enhance the overall strength of the D-pillar 100 and improve the vibration damping effect of the D-pillar 100.

[0106] The second raised portion 120 extends along the length of the main body and reaches one-third of the length of the main body. With this length ratio, the second raised portion 120 can better enhance the overall strength of the D-pillar 100 and improve the vibration damping effect of the D-pillar 100.

[0107] like Figure 1 and Figure 4 As shown, a vehicle body assembly 10 according to an embodiment of the present invention includes: a D-pillar 100; a trunk frame 200, the D-pillar 100 and the trunk frame 200 being fixedly connected; and a first reinforcing member 300, the first reinforcing member 300 being connected between the D-pillar 100 and the trunk frame 200.

[0108] Specifically, one end of the D-pillar 100 can be fixedly connected to the C-pillar 800 of the vehicle, and the other end of the D-pillar 100 away from the C-pillar 800 can be fixedly connected to the trunk frame 200. The specific connection method can be welding, riveting, or threaded connection, etc., and this embodiment of the invention does not specifically limit this. This arrangement can fix the C-pillar 800 and the trunk frame 200 together as a single unit, thereby improving the overall strength of the vehicle.

[0109] Furthermore, the extending direction of the first reinforcing member 300 can be parallel to the length direction of the vehicle, which can be... Figure 1 The direction indicated by X in the middle. One end of the first reinforcing member 300 can be fixedly connected to the end of the D-pillar 100 opposite to the C-pillar 800, and the other end of the first reinforcing member 300 opposite to the D-pillar 100 can be fixedly connected to the trunk frame 200. The specific connection method can be welding, riveting, or threaded connection, etc., which is not specifically limited in this embodiment of the invention. This arrangement, by connecting the first reinforcing member 300 between the D-pillar 100 and the trunk frame 200, effectively improves the force transmission channel of the D-pillar 100 and the overall strength of the body component 10, thereby reducing the vibration transmission sensitivity.

[0110] According to an embodiment of the present invention, the body assembly 10, by providing a first reinforcing member 300 between the D-pillar 100 and the trunk frame 200, effectively increases the force transmission channel of the D-pillar 100 and enhances the connection strength between the D-pillar 100 and the trunk frame 200. Furthermore, it can improve the overall strength of the vehicle, significantly reduce vibration transmission sensitivity, and thus reduce the vibration energy of the rear side panel or tailgate large panel when the vehicle is subjected to road surface or powertrain excitation, thereby effectively improving the overall NVH level of the vehicle and providing users with a quieter and more comfortable driving space.

[0111] Please continue reading Figure 1 and Figure 4 As shown, in some embodiments of the present invention, the first reinforcing member 300 is connected between the D-pillar 100 and the middle part of the trunk frame 200.

[0112] Specifically, along the height direction of the vehicle, the height direction of the vehicle can be... Figure 1 In the direction indicated by Z, the end of the first reinforcing member 300 facing away from the D-pillar 100 can be connected to the middle position of the trunk frame 200 along the vehicle height direction. The specific connection method can be welding, riveting, or threaded connection, etc., which is not specifically limited in this embodiment of the invention. This arrangement can further improve the connection strength between the D-pillar 100 and the middle part of the trunk frame 200, thereby improving the overall strength of the vehicle.

[0113] Please continue reading Figure 4As shown, in some embodiments of the present invention, the first reinforcing member 300 has a first protrusion 310 protruding outward from the first reinforcing member 300. Specifically, the protrusion direction of the first protrusion 310 may be perpendicular to the extension direction of the first reinforcing member 300, and the first protrusion 310 may protrude upward along the height direction of the vehicle. This arrangement can effectively improve the strength of the first reinforcing member 300 itself, so that the first reinforcing member 300 can be more firmly connected and supported between the D-pillar 100 and the trunk frame 200, thereby effectively improving the overall strength of the vehicle.

[0114] Please continue reading Figure 4 As shown, in some embodiments of the present invention, the first reinforcing member 300 further has a second protrusion 320 protruding outward from the first reinforcing member 300. Specifically, the protrusion direction of the second protrusion 320 may be opposite to the protrusion direction of the first protrusion 310, and the second protrusion 320 may protrude downward along the vehicle height direction. This arrangement allows the first protrusion 310 and the second protrusion 320 to be located on opposite sides of the first reinforcing member 300, thereby further enhancing the strength of the first reinforcing member 300. This allows the first reinforcing member 300 to be more firmly connected and supported between the D-pillar 100 and the trunk frame 200, thereby effectively improving the overall strength of the vehicle.

[0115] Please continue reading Figure 4 As shown, in some embodiments of the present invention, the first reinforcing member 300 has a first side 330 and a second side 340 facing each other. A first protrusion 310 protrudes from the first side 330 of the first reinforcing member 300; a second protrusion 320 protrudes from the second side 340 of the first reinforcing member 300. Specifically, along the height direction of the vehicle, the first side 330 and the second side 340 may be located on the upper and lower sides of the first reinforcing member 300, respectively. For example, the first side 330 may be located on the upper side of the first reinforcing member 300, and the second side 340 may be located on the lower side of the first reinforcing member 300; or, the first side 330 may be located on the lower side of the first reinforcing member 300, and the second side 340 may be located on the upper side of the first reinforcing member 300. The embodiments of the present invention do not specifically limit this. The following embodiments use the example of the first side 330 being located on the upper side of the first reinforcing member 300 and the second side 340 being located on the lower side of the first reinforcing member 300 for explanation and illustration.

[0116] Furthermore, along the height direction of the vehicle, the first protrusion 310 may protrude towards the upper side of the first reinforcing member 300, and the second protrusion 320 may protrude towards the lower side of the first reinforcing member 300; alternatively, the first protrusion 310 may protrude towards the lower side of the first reinforcing member 300, and the second protrusion 320 may protrude towards the upper side of the first reinforcing member 300. This embodiment of the invention does not specifically limit the specific type of protrusion. The following embodiment uses the example of the first protrusion 310 protruding towards the upper side of the first reinforcing member 300 and the second protrusion 320 protruding towards the lower side of the first reinforcing member 300 for explanation. By respectively providing the first protrusion 310 and the second protrusion 320 on the opposite first side 330 and second side 340 of the first reinforcing member 300, the strength of the first reinforcing member 300 can be further improved, allowing the first reinforcing member 300 to be more firmly connected and supported between the D-pillar 100 and the trunk frame 200, thereby effectively improving the overall strength of the vehicle.

[0117] Please continue reading Figure 4 As shown, in some embodiments of the present invention, both the first protrusion 310 and the second protrusion 320 are constructed as arc-shaped structures. Specifically, the extension directions of the first protrusion 310 and the second protrusion 320 can be arc-shaped, which allows the first protrusion 310 and the second protrusion 320 to connect with each other to form an "S"-shaped first reinforcing member 300. Since the S-shaped structure has the characteristic of high strength due to its double arch shape, the strength of the first reinforcing member 300 can be further improved through the "S"-shaped structure design, so that the first reinforcing member 300 can be more firmly connected and supported between the D-pillar 100 and the trunk frame 200, thereby effectively improving the overall strength of the vehicle.

[0118] Please continue reading Figure 4 As shown, in some embodiments of the present invention, the first reinforcing member 300 is provided with reinforcing ribs (not shown in the figure). Specifically, the reinforcing ribs can be provided on one side surface of the first reinforcing member 300, or on opposite side surfaces of the first reinforcing member 300; the embodiments of the present invention do not specifically limit this. The extending direction of the reinforcing ribs can be parallel to the extending direction of the first reinforcing member 300. This arrangement can effectively improve the strength of the first reinforcing member 300 itself, so that the first reinforcing member 300 can be more firmly connected and supported between the D-pillar 100 and the trunk frame 200, thereby effectively improving the overall strength of the vehicle.

[0119] Please continue reading Figure 1 and Figure 4As shown, in some embodiments of the present invention, the vehicle body assembly 10 further includes a second reinforcing member 400, which is connected between the first reinforcing member 300 and the wheel arch 700 of the vehicle. Specifically, the second reinforcing member 400 can be disposed between the first reinforcing member 300 and the wheel arch 700 of the vehicle. One end of the second reinforcing member 400 can be connected to the first reinforcing member 300, and the other end of the second reinforcing member 400 away from the first reinforcing member 300 can be connected to the wheel arch 700. The specific connection method can be welding, riveting, or threaded connection, etc., which is not specifically limited in the embodiments of the present invention. This arrangement allows the second reinforcing member 400 and the wheel arch 700 to work together to effectively improve the stability performance of the first reinforcing member 300 and further enhance the support and connection strength of the first reinforcing member 300, so as to make the overall strength of the vehicle higher.

[0120] Please continue reading Figure 1 and Figure 4 As shown, in some embodiments of the present invention, the first connecting end of the second reinforcing member 400 is fixedly connected to the middle portion of the first reinforcing member 300, the second connecting end of the second reinforcing member 400 is fixedly connected to the wheel arch 700, and the third connecting end of the second reinforcing member 400 is fixedly connected to the bottom plate of the trunk frame 200. Specifically, the second reinforcing member 400 may include a first connecting end (not shown in the figure), a second connecting end (not shown in the figure), and a third connecting end (not shown in the figure). Along the height direction of the vehicle, the first connecting end of the second reinforcing member 400 away from the wheel arch 700 may be fixedly connected to the middle portion of the first reinforcing member 300, and the first connecting end of the second reinforcing member 400 may be connected to the surface of the first reinforcing member 300 away from the reinforcing rib; the second connecting end of the second reinforcing member 400 may be fixedly connected to the wheel arch 700; and the third connecting end of the second reinforcing member 400 may be fixedly connected to the bottom plate of the trunk frame 200. The specific connection method may be welding, riveting, or threaded connection, etc., which are not specifically limited in the embodiments of the present invention. This configuration allows the second reinforcing member 400 and the wheel arch 700 to work together to form a "T"-shaped connection structure, which effectively improves the stability of the first reinforcing member 300 and further enhances the support and connection strength of the first reinforcing member 300, resulting in a higher overall strength of the vehicle.

[0121] like Figure 1 , Figure 4 and Figure 5 As shown, the trunk frame 200 is located behind the wheel arch 700, and the trunk frame 200 is connected to the wheel arch 700 via a connecting assembly. This achieves a fixed connection between the trunk frame 200 and the wheel arch 700, thereby utilizing the wheel arch 700 to support the trunk frame 200 and improving the structural stability of the trunk frame 200.

[0122] It should be noted that "rear" here refers to the direction of the rear of the vehicle; correspondingly, "front" in the following text refers to the direction of the front of the vehicle, "up" refers to the direction of the roof of the vehicle, "down" refers to the direction of the bottom of the vehicle, "left" refers to the direction of the vehicle closer to the driver's seat, and "right" refers to the direction of the vehicle closer to the passenger seat.

[0123] like Figure 1 , Figure 4 and Figure 5 As shown, the connecting assembly includes a first connecting plate 500 and a second connecting plate 600. The first connecting plate 500 and the second connecting plate 600 are arranged opposite each other in the left-right direction. The lower side of the first connecting plate 500 is connected to the lower side of the second connecting plate 600. The first connecting plate 500 and the second connecting plate 600 extend from bottom to top in a direction away from each other.

[0124] As can be seen from the above structure, the body assembly 10 of this embodiment of the invention connects the trunk frame 200 and the wheel arch 700 by setting a connecting component, thereby using the wheel arch 700 to fix the trunk frame 200, thereby improving the positional stability of the trunk frame 200, that is, improving the overall structural stability of the body assembly 10, avoiding the structure of the body assembly 10 from shaking and generating noise during vehicle operation, thereby improving vehicle comfort and enhancing the user experience.

[0125] Furthermore, the connection components of this application include a first connecting plate 500 and a second connecting plate 600 disposed opposite to each other. That is, the trunk frame 200 is connected to the wheel arch 700 through the first connecting plate 500 and the second connecting plate 600. The first connecting plate 500 and the second connecting plate 600 cooperate to increase the contact area between the trunk frame 200 and the wheel arch 700, thereby increasing the connection strength between the trunk frame 200 and the wheel arch 700 and making the relative position of the trunk frame 200 and the wheel arch 700 stable.

[0126] Meanwhile, this application also connects the lower side of the first connecting plate 500 to the lower side of the second connecting plate 600 to ensure the relative position of the first connecting plate 500 and the second connecting plate 600 is stable, that is, to ensure the structural stability of the connecting assembly, thereby realizing the stable connection between the trunk frame 200 and the wheel arch 700 using the connecting assembly.

[0127] By arranging the first connecting plate 500 and the second connecting plate 600 to extend from bottom to top in a direction away from each other, the structural strength of the connecting assembly is improved by forming an arched structure on the projection of at least a portion of the connecting assembly onto a vertical plane parallel to the left and right directions.

[0128] In other words, this application achieves a fixed connection between the trunk frame 200 and the wheel arch 700 by setting a connecting component. The connecting component is composed of a first connecting plate 500 and a second connecting plate 600, with the lower side of the first connecting plate 500 connected to the lower side of the second connecting plate 600. The first connecting plate 500 and the second connecting plate 600 extend from bottom to top in a direction away from each other, thereby increasing the area of ​​the connecting component and improving its structural stability and strength. This increases the connection strength between the trunk frame 200 and the wheel arch 700, ensuring that the trunk frame 200 can be stably connected to the wheel arch 700, thus improving the positional stability of the trunk frame 200 and enhancing its vibration damping ability. When the trunk frame 200 is subsequently connected to the vehicle, it can reduce the vibration energy of the rear side panels and the large tailgate panel when the vehicle is subjected to road or powertrain excitation during driving, thereby improving the vehicle's NVH level, creating a quiet and comfortable driving space for passengers, and enhancing the user experience.

[0129] Understandably, compared to existing technologies, this application utilizes connecting components to connect the trunk frame 200 to the wheel arch 700, thereby increasing the connection strength between the trunk frame 200 and the wheel arch 700, thus improving the positional stability of the trunk frame 200 and enhancing its ability to dampen vibrations. By installing the trunk frame 200 on the vehicle, the NVH level of the vehicle can be effectively improved, thereby enhancing the vehicle's comfort.

[0130] In some embodiments of the present invention, such as Figure 1 , Figure 4 and Figure 5 As shown, the rear ends of the first connecting plate 500 and the second connecting plate 600 are respectively connected to the trunk frame 200. This achieves a fixed connection between the connecting components and the trunk frame 200.

[0131] It should be noted that by connecting the rear end of the first connecting plate 500 and the rear end of the second connecting plate 600 to the trunk frame 200, the contact area between the connecting component and the trunk frame 200 can be increased, thereby increasing the connection strength between the connecting component and the trunk frame 200, so as to prevent the connecting component and the trunk frame 200 from shaking at the connection point, thus making the relative position of the connecting component and the trunk frame 200 stable.

[0132] The connection mentioned here can be welding, bonding, bolting, etc., and there are no restrictions on the specific connection method, as long as the rear end of the first connecting plate 500 and the rear end of the second connecting plate 600 can be stably connected to the trunk frame 200.

[0133] Optionally, such as Figure 1, Figure 4 and Figure 5 The front end of the first connecting plate 500 is connected to the outer side of the wheel cover 700, and the front end of the second connecting plate 600 is connected to the inner side of the wheel cover 700. This achieves the connection of the front ends of the first connecting plate 500 and the second connecting plate 600 to the inner and outer sides of the wheel cover 700, respectively, thus achieving a fixed connection between the connecting assembly and the wheel cover 700.

[0134] Here, "inner side" refers to the side closer to the interior of the vehicle, while "outer side" refers to the side closer to the exterior of the vehicle.

[0135] It should be noted that by connecting the front end of the first connecting plate 500 and the front end of the second connecting plate 600 to the wheel cover 700 and respectively connecting the inner and outer sides of the wheel cover 700, the contact area between the connecting component and the wheel cover 700 can be increased, thereby increasing the connection strength between the connecting component and the wheel cover 700, so as to avoid the connecting component and the wheel cover 700 from shaking at the connection point, thus making the relative position of the connecting component and the wheel cover 700 stable.

[0136] In other words, one end of the connecting component of this application is stably connected to the trunk frame 200 through the first connecting plate 500 and the second connecting plate 600, and the other end of the connecting component is stably connected to the wheel arch 700 through the first connecting plate 500 and the second connecting plate 600, thereby realizing the connection between the trunk frame 200 and the wheel arch 700 by using the connecting component, so as to improve the positional stability of the trunk frame 200.

[0137] The connection mentioned here can also be welding, bonding, bolting, etc. The specific connection method is not limited, as long as the front end of the first connecting plate 500 and the front end of the second connecting plate 600 can be stably connected to the wheel cover 700.

[0138] In some embodiments of the present invention, such as Figure 4 and Figure 5 As shown, a first reinforcing protrusion 511 extending in a direction away from the second connecting plate 600 is formed on the first connecting plate 500. This can also be understood as a portion of the structure of the first connecting plate 500 extending in a direction away from the second connecting plate 600 to form the first reinforcing protrusion 511 on the first connecting plate 500. The first reinforcing protrusion 511 is used to increase the structural strength of the first connecting plate 500, thereby increasing the connection strength between the trunk frame 200 and the wheel arch 700, so that the trunk frame 200 is stable relative to the wheel arch 700, thereby improving the ability of the trunk frame 200 to dampen vibration.

[0139] Optionally, such as Figure 4As shown, at least a portion of the first reinforcing protrusion 511 is projected onto a vertical plane parallel to the front-rear direction to form a first arch 512. This can also be understood as at least a portion of the first reinforcing protrusion 511 being projected onto a vertical plane extending in the front-rear direction to form an arched structure. The arched structure has the characteristic of high strength, thereby improving the structural strength of the first connecting plate 500, that is, improving the connection strength between the trunk frame 200 and the wheel arch 700.

[0140] Optionally, such as Figure 4 As shown, at least a portion of the first reinforcing protrusion 511 is projected onto a vertical plane parallel to the left-right direction to form a second arch 513. This can also be understood as at least a portion of the first reinforcing protrusion 511 being projected onto a vertical plane extending in the left-right direction to form an arched structure, thereby utilizing the high strength of the arched structure to further enhance the structural strength of the first connecting plate 500, thus improving the connection strength between the trunk frame 200 and the wheel arch 700.

[0141] Optionally, the aspect ratio of the first arch 512 is different from that of the second arch 513. This ensures that the structural shape of the first reinforcing protrusion 511 on the first connecting plate 500 is such that the projection of the first reinforcing protrusion 511 onto a vertical plane parallel to the front-rear direction and onto a vertical plane parallel to the left-right direction both form an arched structure. This enhances the structural strength of the first connecting plate 500 and ensures that the first connecting plate 500 can effectively improve the connection strength between the trunk frame 200 and the wheel arch 700.

[0142] In this context, the height-to-width ratio of the first arch 512 is the ratio of its height to its width, and the height-to-width ratio of the second arch 513 is the ratio of its height to its width. Furthermore, the height and width of the first arch 512 can be understood as its rise, which is the vertical dimension from the highest point of its arc-shaped side to its lowest point. Figure 4 The maximum vertical distance of the first arch 512 shown is given by analogy; correspondingly, the height of the second arch 513 mentioned above refers to its sag. Figure 4 The second arch 513 shown is the maximum distance in the left-right direction; furthermore, the width of the first arch 512 mentioned above can be understood as the chord length of the first arch 512, that is, the length of the line connecting the two endpoints of the arc side of the first arch 512, i.e. Figure 4 The maximum distance of the first arch 512 shown in the front-to-back direction corresponds to the width of the second arch 513 mentioned above, which is also the chord length of the second arch 513. Figure 4 The second arch 513 shown is at its maximum distance in the vertical direction.

[0143] In other words, in this example, such as Figure 4 and Figure 5 As shown, the ratio of the maximum distance in the vertical direction to the maximum distance in the front-back direction of the first arch 512 is different from the ratio of the maximum distance in the horizontal direction to the maximum distance in the vertical direction of the second arch 513.

[0144] Optionally, the height-to-width ratio of the first arch 512 is 0.18-0.28, and the height-to-width ratio of the second arch 513 is 0.25-0.35. This ensures the structural shape of the first arch 512 and the second arch 513 while improving the structural strength of the first connecting plate 500.

[0145] In a specific example, the aspect ratio of the first arch 512 is 0.23, and the aspect ratio of the second arch 513 is 0.3, in order to improve the structural strength of the first connecting plate 500.

[0146] In other words, this application forms a first reinforcing protrusion 511 on the first connecting plate 500, and at least a portion of the first reinforcing protrusion 511 is formed into an arched structure in both the projection on the numerical plane extending in the front-rear direction and the projection on the vertical plane extending in the left-right direction, so as to maximize the structural strength of the first connecting plate 500, thereby ensuring that the first connecting plate 500 can stably connect the trunk frame 200 and the wheel arch 700, thereby improving the positional stability of the trunk frame 200 and thus enhancing the ability of the trunk frame 200 to dampen vibration.

[0147] In some embodiments of the present invention, such as Figure 5 As shown, a second reinforcing protrusion 611 is formed on the second connecting plate 600, extending in a direction away from the first connecting plate 500. This can also be understood as a portion of the structure of the second connecting plate 600 extending in a direction away from the first connecting plate 500 to form the second reinforcing protrusion 611. The second reinforcing protrusion 611 increases the structural strength of the second connecting plate 600, thereby increasing the connection strength between the trunk frame 200 and the wheel arch 700, making the trunk frame 200 more stable relative to the wheel arch 700, and thus improving the trunk frame 200's ability to dampen vibrations.

[0148] In summary, both the first connecting plate 500 and the second connecting plate 600 of this application have reinforcing protrusions, and both are formed by extending the first connecting plate 500 and the second connecting plate 600 in a direction away from each other, so that at least a part of the connecting component can form an arched structure on a vertical plane parallel to the left and right directions, thereby further increasing the structural strength of the connecting component.

[0149] Optionally, such as Figure 5As shown, at least a portion of the second reinforcing protrusion 611 projects onto a vertical plane parallel to the front-rear direction in the form of a triangle. This can also be understood as at least a portion of the second reinforcing protrusion 611 projecting onto a vertical plane extending in the front-rear direction in the form of a triangle. Triangles also have the characteristic of high strength, thereby improving the structural strength of the second connecting plate 600, that is, improving the connection strength between the trunk frame 200 and the wheel arch 700.

[0150] Optionally, such as Figure 5 As shown, at least a portion of the second reinforcing protrusion 611 is projected onto a vertical plane parallel to the left-right direction to form a third arch (not shown in the figure). That is, at least a portion of the second reinforcing protrusion 611 is projected onto a vertical plane extending in the left-right direction to form an arched structure, so as to further enhance the structural strength of the second connecting plate 600, thereby further enhancing the connection strength between the trunk frame 200 and the wheel arch 700.

[0151] Optionally, the aspect ratio of the third arch is different from that of the first arch 512 and the second arch 513. This ensures the structural shape of the first reinforcing protrusion 511 and the second reinforcing protrusion 611, ensuring that the projection of the first reinforcing protrusion 511 onto a vertical plane parallel to the front-rear direction and onto a vertical plane parallel to the left-right direction can both form an arched structure, and that the projection of the second reinforcing protrusion 611 onto a vertical plane extending in the left-right direction can also form an arched structure. This improves the structural strength of the connecting assembly and ensures that the connecting assembly can effectively enhance the connection strength between the trunk frame 200 and the wheel arch 700.

[0152] In addition, the aspect ratio of the third arch is set to be different from that of the second arch 513. The extension areas of the third arch and the second arch 513 can be different, resulting in different structural sizes of the third arch and the second arch 513. This can also be understood as setting the height-to-width ratio of the third arch to be different from that of the second arch 513, thus making the structural sizes of the first reinforcing protrusion 511 and the second reinforcing protrusion 611 different. This avoids the first reinforcing protrusion 511 and the second reinforcing protrusion 611 having the same mass, thereby preventing the first reinforcing protrusion 511 and the second reinforcing protrusion 611 from resonating due to the same vibration frequency. In other words, it avoids the first connecting plate 500 and the second connecting plate 600 from resonating due to the same vibration frequency, thereby achieving frequency avoidance design. This reduces the vibration generated by the connecting components when subjected to road surface excitation or powertrain excitation. In this way, while using the connecting components to achieve a stable connection between the trunk frame 200 and the wheel arch 700, it can also reduce the vibration generated by the body component 10 when subjected to road surface excitation or powertrain excitation. By installing the body component 10 on the vehicle, the NVH level of the vehicle can be further improved, thereby further improving the comfort of the vehicle.

[0153] Among them, the height-to-width ratio of the third arch mentioned above is the ratio of the height to the width of the third arch; in addition, the height and width of the third arch can be understood as the sag of the third arch, that is, the vertical dimension from the highest point of the arc side of the third arch to the bottom side, that is, the maximum distance of the third arch in the left-right direction; the width of the third arch mentioned above can be understood as the chord length of the third arch, that is, the length of the line connecting the two ends of the arc side of the third arch, that is, the maximum distance of the third arch 3211 in the up-down direction.

[0154] Optionally, the aspect ratio of the third arch 3211 is 0.06-0.16. This ensures the structural shape of the third arch 3211 while further enhancing the structural strength of the second connecting plate 600.

[0155] In the specific example, the aspect ratio of the third arch 3211 is 0.11.

[0156] In other words, this application forms a second reinforcing protrusion 611 on the second connecting plate 600, and at least a portion of the second reinforcing protrusion 611 is projected into an arched structure on a vertical plane extending in the left-right direction and into a triangular structure on a vertical plane extending in the front-back direction, so as to maximize the structural strength of the second connecting plate 600, thereby ensuring that the second connecting plate 600 can stably connect the trunk frame 200 and the wheel arch 700, thereby improving the positional stability of the trunk frame 200 and enhancing the ability of the trunk frame 200 to dampen vibration.

[0157] In some embodiments of the present invention, such as Figure 5 As shown, the projection of the connecting component onto a vertical plane parallel to the left and right directions forms a fourth arch. This means that the projection of the connecting component onto a vertical plane extending in the left and right directions forms an arched structure, maximizing the structural strength of the connecting component and thus improving the connection strength between the trunk frame 200 and the wheel arch 700.

[0158] Optionally, the aspect ratio of the fourth arch is greater than or equal to 0.05. This ensures the structural shape of the fourth arch while further enhancing the structural strength of the connecting components. In a specific example, the aspect ratio of the fourth arch is 0.05.

[0159] The height-to-width ratio of the fourth arch mentioned above is the ratio of its height to its width. Furthermore, the height and width of the fourth arch can be understood as its sag, which is the vertical dimension from the highest point of the arc side to the bottom side, i.e., the maximum distance of the fourth arch in the vertical direction. The width of the fourth arch mentioned above can be understood as its chord length, which is the length of the line connecting the two ends of the arc side of the fourth arch, i.e., the maximum distance of the fourth arch in the horizontal direction.

[0160] Optionally, the height-to-width ratio difference between the fourth arch and the second arch 513, as well as the height-to-width ratio difference between the fourth arch and the third arch, is greater than 0.05. That is, the height-to-width ratio difference between the second arch 513 and the fourth arch is greater than 0.05, and the height-to-width ratio difference between the third arch and the fourth arch is also greater than 0.05. Experiments show that setting the height-to-width ratio difference between the fourth arch and the second arch 513, as well as the height-to-width ratio difference between the third arch and the fourth arch, to be greater than 0.05 further avoids the first connecting plate 500 and the second connecting plate 600 generating the same vibration frequency, while also avoiding the first connecting plate 500 generating the same vibration frequency as the connecting assembly, and avoiding the second connecting plate 600 generating the same vibration frequency as the connecting assembly. The vibration frequencies are consistent. In other words, by setting the aspect ratio difference as described above, when the connecting component is subjected to vibration, it can be ensured that the vibration frequencies generated by the connecting component, the first connecting plate 500 and the second connecting plate 600 are different, thereby realizing the frequency avoidance design and reducing the vibration generated by the connecting component when subjected to road surface excitation or powertrain excitation, so as to further improve the vibration damping ability of the connecting component, thereby ensuring that the connecting component can effectively realize the stable connection between the trunk frame 200 and the wheel arch 700, and reduce the vibration generated by the body component 10 when subjected to road surface excitation or powertrain excitation.

[0161] In some embodiments of the present invention, such as Figure 1 and Figure 4 As shown, the body assembly 10 also includes a second connecting assembly (not shown) and a D-pillar 100. The second connecting assembly and the connecting assembly are spaced apart in the vertical direction. The trunk frame 200 is also connected to the wheel arch 700 and the D-pillar 100 through the second connecting assembly. In other words, the trunk frame 200 is not only connected to the wheel arch 700 through the connecting assembly, but also connected to the wheel arch 700 and the D-pillar 100 through the second connecting assembly. This maximizes the connection strength between the trunk frame 200 and the wheel arch 700, and also utilizes the D-pillar 100 to support the trunk frame 200, thereby improving the positional stability of the trunk frame 200 and the overall structural strength of the trunk frame 200, thus improving the trunk frame 200's ability to dampen vibrations.

[0162] Optionally, such as Figure 1As shown, the second connecting component includes a first reinforcing member 300, one end of which is connected to the trunk frame 200 and the other end of which is connected to the D-pillar 100. This increases the force transmission channel between the D-pillar 100 and the trunk frame 200, increases the contact area between them, and improves the connection strength. This makes the trunk frame 200 stable relative to the D-pillar 100, preventing it from shaking and thus avoiding noise caused by frequent vibrations during vehicle operation. This improves the vehicle's NVH level and ensures vehicle comfort.

[0163] In some examples, the first reinforcing member 300 is also provided with a reinforcing protrusion or a reinforcing recess. The reinforcing protrusion or the reinforcing recess is used to improve the structural strength of the first reinforcing member 300 itself, thereby increasing the connection strength between the D-pillar 100 and the trunk frame 200, and providing support for improving the overall structural strength of the trunk frame 200.

[0164] Optionally, such as Figure 1 As shown, the second connecting assembly also includes a second reinforcing member 400, which is cross-connected to the first reinforcing member 300. The second reinforcing member 400 is used to increase the structural strength of the first reinforcing member 300, thereby increasing the overall structural strength of the second connecting assembly and ensuring that the connection strength between the trunk frame 200 and the wheel arch 700 and D-pillar 100 can be increased using the second connecting assembly.

[0165] Optionally, such as Figure 1 As shown, the second reinforcing member 400 is disposed in the middle of the first reinforcing member 300. Since one end of the first reinforcing member 300 is connected to the trunk frame 200 and the other end of the first reinforcing member 300 is suitable for connecting to the D-pillar 100, the strength of the middle part of the first reinforcing member 300 is relatively weak. Therefore, the second reinforcing member 400 is disposed in the middle of the first reinforcing member 300 to improve the local strength of the first reinforcing member 300.

[0166] Optionally, such as Figure 1 As shown, the second reinforcing member 400 is connected to the wheel arch 700. That is, one end of the second reinforcing member 400 is connected to the first reinforcing member 300, and the other end of the second reinforcing member 400 is connected to the wheel arch 700, so as to connect the trunk frame 200 and the wheel arch 700 using the second connecting assembly. At this time, the wheel arch 700 can also support the second connecting assembly, making the overall structure of the second connecting assembly stable. Thus, the second connecting assembly can improve the overall structural strength and positional stability of the trunk frame 200, that is, improve the ability of the trunk frame 200 to dampen vibration.

[0167] Optionally, a part of the structure of the second reinforcing member 400 extends in a direction away from the first reinforcing member 300 and is connected to the bottom plate of the trunk frame 200. That is, one end of the second reinforcing member 400 is connected to the first reinforcing member 300, and the other end of the second reinforcing member 400 extends in different directions to be connected to the wheel house 700 and the bottom plate of the trunk frame 200 respectively, so that the second reinforcing member 400 can increase the contact area between the second connecting assembly and the trunk frame 200. At this time, the bottom plate of the trunk frame 200 can also be used to support the second reinforcing member 400, so that the structure of the second reinforcing member 400 is stable, thereby ensuring that the second reinforcing member 400 can effectively enhance the structural strength of the first reinforcing member 300, so that the overall structure of the second connecting assembly is stable and has high strength, so as to stably connect the trunk frame 200, thereby improving the positional stability of the trunk frame 200 and achieving the purpose of improving the vibration attenuation capability of the trunk frame 200.

[0168] In summary, through the above arrangement, the overall structure of the second connecting assembly can be formed into a "big" character-shaped structure in the present application, and the overall strength and stability of the trunk frame 200 are improved by utilizing the characteristic that the "big" character-shaped structure has good stability.

[0169] Optionally, the second reinforcing member 400 is welded to the middle portion of the first reinforcing member 300, so as to increase the connection strength between the second reinforcing member 400 and the first reinforcing member 300, ensure that the second reinforcing member 400 can be stably connected to the first reinforcing member 300, thereby making the overall structure of the second connecting assembly stable and high in strength.

[0170] Certainly, in some other examples, the second reinforcing member 400 can also be connected to the middle portion of the first reinforcing member 300 by means of bonding, bolt connection and other connection methods, which is not specifically limited herein.

[0171] In addition, in order to further increase the structural strength of the second connecting assembly, reinforcing protrusions or reinforcing recesses can also be provided on the second reinforcing member 400.

[0172] As Figure 1 and Figure 4 shown, the trunk frame 200 according to the embodiment of the present invention comprises: a connecting beam 210 and a supporting beam 220.

[0173] Wherein, as Figure 1 and Figure 4 shown, the connecting beam 210 and the first connecting plate 500 are arranged at intervals in the up-down direction, the front end of the connecting beam 210 is adapted to be connected to the D-pillar 100, and the front end of the first connecting plate 500 is adapted to be connected to the wheel house 700.

[0174] It should be noted that "up" here refers to the direction of the vehicle's roof, "down" refers to the direction of the vehicle's undercarriage, "front" refers to the direction of the vehicle's front end, and "rear" refers to the direction of the vehicle's rear end. Correspondingly, "left" in the following text refers to the direction of the vehicle closer to the driver's seat, and "right" refers to the direction of the vehicle closer to the passenger seat.

[0175] In other words, the connecting beam 210 and the first connecting plate 500 are spaced apart in the vertical direction of the vehicle, with the end of the connecting beam 210 pointing towards the front of the vehicle connected to the D-pillar 100, and the end of the first connecting plate 500 pointing towards the front of the vehicle connected to the wheel arch 700. This allows the trunk frame 200 to be connected to the D-pillar 100 and the wheel arch 700 respectively, where the D-pillar 100 and the wheel arch 700 cooperate to support the trunk frame 200, thereby improving the positional stability of the trunk frame 200.

[0176] like Figure 1 and Figure 4 As shown, the support beam 220 is located between the rear end of the connecting beam 210 and the rear end of the first connecting plate 500. This can be understood as the support beam 220 being located between the connecting beam 210 and the first connecting plate 500 and away from the D-pillar 100 and the wheel arch 700, so as to facilitate the support of the rear end of the connecting beam 210 and the rear end of the first connecting plate 500.

[0177] like Figure 4 As shown, the support beam 220 includes a first structural reinforcement 230 and a second structural reinforcement 240. The upper end of the first structural reinforcement 230 is connected to the connecting beam 210. This allows the upper end of the support beam 220 to be connected to the connecting beam 210. Since the connecting beam 210 is suitable for connection to the D-column 100 and is positionally stable, the above arrangement enables the connecting beam 210 to support the first structural reinforcement 230, thereby ensuring the positional stability of the first structural reinforcement 230.

[0178] The outer contour of the first structural reinforcement 230 is formed in an "S" shape.

[0179] like Figure 4 As shown, the upper end of the second structural reinforcement 240 is connected to the first structural reinforcement 230, and the lower end of the second structural reinforcement 240 is connected to the first connecting plate 500. This allows one end of the second structural reinforcement 240 to be connected to the first connecting plate 500. Since the first connecting plate 500 is suitable for connection to the wheel cover 700 and is positionally stable, the above arrangement allows the first connecting plate 500 to support the second structural reinforcement 240, ensuring the positional stability of the second structural reinforcement 240, thereby making the overall position of the support beam 220 stable.

[0180] As can be seen from the above structure, the trunk frame 200 of this embodiment of the invention is provided with a connecting beam 210, a first connecting plate 500 and a support beam 220. The support beam 220 is disposed between the connecting beam 210 and the first connecting plate 500. The upper end of the support beam 220 is connected to the connecting beam 210 and the lower end of the support beam 220 is connected to the first connecting plate 500, thereby realizing the interconnection between the components of the trunk frame 200, so as to make the trunk frame 200 structurally stable.

[0181] The trunk frame 200 is connected to the D-pillar 100 and wheel arch 700 by the spaced connecting beams 210 and the first connecting plate 500, so as to use the D-pillar 100 and wheel arch 700 to support the trunk frame 200, thereby fixing the trunk frame 200 and improving the positional stability of the trunk frame 200.

[0182] By configuring the support beam 220 to consist of a first structural reinforcement 230 and a second structural reinforcement 240, the first structural reinforcement 230 with an "S"-shaped outer contour is formed. The "S"-shaped first structural reinforcement 230 increases the structural strength of the support beam 220, allowing the support beam 220 to be stably positioned between the connecting beam 210 and the first connecting plate 500 for connection with the connecting beam 210 and the first connecting plate 500. This increases the overall structural strength of the trunk frame 200, thereby improving the trunk frame 200's ability to dampen vibrations. When the trunk frame 200 is subsequently connected to the vehicle, it can reduce the vibration energy of the rear side panels and the large tailgate panel when the vehicle is subjected to road or powertrain excitation during driving, thus improving the vehicle's NVH level, creating a quiet and comfortable driving space for passengers, and enhancing the user experience.

[0183] Understandably, compared to the prior art, this application sets the outer contour of part of the support beam 220 on the trunk frame 200 into an "S" shape to improve the structural strength of the trunk frame 200, thereby improving the ability of the trunk frame 200 to dampen vibration. By installing the trunk frame 200 on the vehicle, the NVH level of the vehicle can be effectively improved, thereby improving the comfort of the vehicle.

[0184] In some embodiments of the present invention, such as Figure 4 As shown, the first structural reinforcement 230 includes an upper reinforcement plate 231 and a lower reinforcement plate 232, both of which are formed in a semi-elliptical spherical shape. Because a semi-elliptical spherical structure has high strength, setting the upper reinforcement plate 231 and lower reinforcement plate 232 in a semi-elliptical spherical shape helps to improve the structural strength of the first structural reinforcement 230, thereby improving the structural strength of the entire trunk frame 200.

[0185] Furthermore, forming both the upper reinforcing plate 231 and the lower reinforcing plate 232 into a semi-ellipsoidal shape also helps to form the outer contour of the first structural reinforcing member 230 into an "S" shape.

[0186] Optionally, such as Figure 4 As shown, the upper end of the upper reinforcing plate 231 is connected to the connecting beam 210. This connects one end of the first structural reinforcing member 230 to the connecting beam 210. Since the connecting beam 210 is suitable for connection to the D-column 100 and is stable in position, the above arrangement allows the connecting beam 210 to support the first structural reinforcing member 230, thus ensuring the positional stability of the first structural reinforcing member 230.

[0187] Optionally, the connection mentioned here can be welding, bonding, bolting, etc., and there are no restrictions on the specific structural method, as long as the upper end of the upper reinforcing plate 231 can be stably connected to the connecting beam 210.

[0188] Optionally, such as Figure 4 As shown, the lower end of the upper reinforcing plate 231 is connected to the upper end of the lower reinforcing plate 232, and the lower end of the lower reinforcing plate 232 is connected to the second structural reinforcing member 240. That is, one end of the lower reinforcing plate 232 is connected to the upper reinforcing plate 231, and the other end is connected to the second structural reinforcing member 240. This allows the stable upper reinforcing plate 231 and the second structural reinforcing member 240 to cooperate in supporting the lower reinforcing plate 232, thereby ensuring the positional stability of the lower reinforcing plate 232, and consequently, the overall positional stability of the first structural reinforcing member 230.

[0189] The connection mentioned here can also be welding, bonding, bolting, etc. The specific structural method is not limited, as long as the two ends of the lower reinforcing plate 232 can be stably connected to the upper reinforcing plate 231 and the second structural reinforcing member 240.

[0190] In some examples, the upper reinforcing plate 231 and the lower reinforcing plate 232 are formed as a single piece. That is, the first structural reinforcing member 230 is made using a one-piece molding process. This arrangement eliminates the need for a connection between the upper reinforcing plate 231 and the lower reinforcing plate 232, thereby reducing the manufacturing difficulty of the first structural reinforcing member 230 and increasing the connection strength between the upper reinforcing plate 231 and the lower reinforcing plate 232. This ensures the overall structural strength of the first structural reinforcing member 230, thereby improving the vibration damping capability of the first structural reinforcing member 230, which in turn improves the vibration damping capability of the trunk frame 200.

[0191] Optionally, such as Figure 4As shown, both the upper reinforcing plate 231 and the lower reinforcing plate 232 extend in a direction away from each other. By connecting the upper reinforcing plate 231 and the lower reinforcing plate 232 in place, the outer contour of the first structural reinforcing member 230 is formed into an "S" shape, thereby improving the structural strength of the first structural reinforcing member 230, which in turn improves the structural strength of the support beam 220.

[0192] In some examples, combined Figure 1 and Figure 4 As shown, both the upper reinforcing plate 231 and the lower reinforcing plate 232 are formed into a semi-ellipsoidal shape. The upper reinforcing plate 231 extends toward the rear of the vehicle, and the lower reinforcing plate 232 extends toward the front of the vehicle. The upper end of the lower reinforcing plate 232 is connected to the lower end of the upper reinforcing plate 231. Thus, when the upper reinforcing plate 231 and the lower reinforcing plate 232 are connected in place, a first structural reinforcing member 230 with an outer contour of "S" can be formed to improve the structural strength of the first structural reinforcing member 230.

[0193] Optionally, such as Figure 4 As shown, the upper reinforcing plate 231 and the lower reinforcing plate 232 have different extension areas. This makes the upper reinforcing plate 231 and the lower reinforcing plate 232 have different structural sizes, which avoids the upper reinforcing plate 231 and the lower reinforcing plate 232 having the same mass, thereby avoiding resonance caused by the upper reinforcing plate 231 and the lower reinforcing plate 232 having the same vibration frequency.

[0194] In other words, by setting different extension areas for the upper reinforcing plate 231 and the lower reinforcing plate 232, frequency avoidance design can be achieved, thereby reducing the vibration generated by the first structural reinforcing member 230 when subjected to road surface excitation or powertrain excitation, so as to further improve the ability of the trunk frame 200 to attenuate vibration.

[0195] Optionally, the projection of the upper reinforcing plate 231 onto a vertical plane parallel to the front-back direction forms a first semi-ellipse, and the projection of the lower reinforcing plate 232 onto a vertical plane parallel to the front-back direction forms a second semi-ellipse. The aspect ratio of the second semi-ellipse is different from that of the first semi-ellipse. This results in the upper reinforcing plate 231 and the lower reinforcing plate 232 having different extension directions, thereby achieving frequency avoidance design.

[0196] Optionally, the aspect ratio of the first semi-ellipse is 0.45 to 0.55, and the aspect ratio of the second semi-ellipse is 0.33 to 0.43. By configuring the above, while ensuring that both the upper reinforcing plate 231 and the lower reinforcing plate 232 can be formed as semi-ellipsoids, the extended areas of the upper reinforcing plate 231 and the lower reinforcing plate 232 can be different, thereby increasing the structural strength of the first structural reinforcing member 230 and achieving frequency avoidance design.

[0197] In this context, the aspect ratio of the first semi-ellipse is the ratio of the height to the width of the upper reinforcing plate 231, and the aspect ratio of the second semi-ellipse is the ratio of the height to the width of the lower reinforcing plate 232. Since the projections of the upper and lower reinforcing plates 231 and 232 onto a vertical plane parallel to the front-back direction form a semi-ellipse, the height of the upper reinforcing plate 231 can be understood as its sag, which is the vertical dimension from the highest point of the arc side of the first semi-ellipse to the bottom side. Figure 4 The maximum distance of the upper reinforcing plate 231 in the front-to-back direction shown in the figure corresponds to the height of the lower reinforcing plate 232 mentioned above, which is the sag of the lower reinforcing plate 232. Figure 4 The maximum distance of the lower reinforcing plate 232 in the front-to-back direction is shown; furthermore, the width of the upper reinforcing plate 231 mentioned above can be understood as the chord length of the upper reinforcing plate 231, that is, the length of the line connecting the two endpoints of the arc side of the first semi-ellipse, i.e. Figure 4 The maximum vertical distance of the upper reinforcing plate 231 shown in the diagram corresponds to the width of the lower reinforcing plate 232 mentioned above, which is the chord length of the lower reinforcing plate 232. Figure 4 The maximum distance between the lower reinforcing plate 232 shown in the vertical direction.

[0198] In other words, in this example, such as Figure 4 As shown, the ratio of the maximum distance in the front-to-back direction to the maximum distance in the up-down direction of the upper reinforcing plate 231 is 0.45 to 0.55, and the ratio of the maximum distance in the front-to-back direction to the maximum distance in the up-down direction of the lower reinforcing plate 232 is 0.33 to 0.43.

[0199] In a specific example, the height-to-width ratio of the upper reinforcing plate 231 is 0.5, and the height-to-width ratio of the lower reinforcing plate 232 is 0.38. This not only improves the structural strength of the first structural reinforcing member 230, but also enables frequency avoidance design.

[0200] In some embodiments of the present invention, such as Figure 4As shown, a third reinforcing protrusion 241 is formed on the second structural reinforcement 240. The projection of the third reinforcing protrusion 241 onto a vertical plane parallel to the front-rear direction forms a triangle. This can also be understood as a partial structural protrusion of the second structural reinforcement 240, with the protrusion forming a triangular structure. Triangular structures have high strength, thus improving the overall structural strength of the second structural reinforcement 240. This, in turn, improves the structural strength of the support beam 220, further enhancing the structural strength of the trunk frame 200, thereby improving the trunk frame 200's ability to dampen vibrations. Simultaneously, the high structural strength of the second structural reinforcement 240 strengthens the connection between the first connecting plate 500 and the first structural reinforcement 230, ensuring the relative positional stability of the first connecting plate 500 and the first structural reinforcement 230, thereby guaranteeing the overall positional stability of the trunk frame 200.

[0201] In other words, by providing a third reinforcing protrusion 241 on the second structural reinforcement 240, and making the projection of the third reinforcing protrusion 241 on a vertical plane parallel to the front and rear directions form a triangle, the structural strength of the trunk frame 200 can be improved, while the connection strength between the first connecting plate 500 and the first structural reinforcement 230 can also be improved, thereby improving the positional stability of the trunk frame 200.

[0202] Optionally, such as Figure 4 As shown, the second structural reinforcement 240 extends toward the interior of the trunk frame 200. "Interior" here can be understood as a portion of the second structural reinforcement 240 extending toward the front side of the trunk frame 200, or, when the trunk frame 200 is located on the right side of the vehicle, a portion of the second structural reinforcement 240 extends toward the left side of the trunk frame 200; when the trunk frame 200 is located on the left side of the vehicle, a portion of the second structural reinforcement 240 extends toward the right side of the trunk frame 200. This increases the extension area of ​​the second structural reinforcement 240 to increase its structural strength while preventing it from occupying space outside the trunk frame 200.

[0203] Optionally, such as Figure 4 As shown, the second structural reinforcement 240 is provided with reinforcing ribs (not shown in the figure). The reinforcing ribs are used to further increase the structural strength of the second structural reinforcement 240, that is, to further improve the structural strength of the support beam 220, thereby improving the ability of the trunk frame 200 to dampen vibration.

[0204] In some examples, reinforcing protrusions or reinforcing recesses may be provided on the second structural reinforcement 240 to provide reinforcing ribs and improve the structural strength of the second structural reinforcement 240.

[0205] Optionally, such as Figure 4 As shown, the second structural reinforcement 240 is provided with multiple reinforcing ribs. The multiple reinforcing ribs work together to maximize the structural strength of the second structural reinforcement 240.

[0206] Optionally, such as Figure 4 As shown, the second structural reinforcement 240 is provided with weight-reduction holes (not shown in the figure). The weight-reduction holes serve two purposes: firstly, to reduce the weight of the second structural reinforcement 240, facilitating the lightweighting of the trunk frame 200, which helps to improve the vehicle's driving range; secondly, the weight-reduction holes also reduce the amount of material used in the second structural reinforcement 240, thereby saving on the production cost of the second structural reinforcement 240.

[0207] In other words, by setting weight-reduction holes on the second structural reinforcement 240, the trunk frame 200 can be made lighter, while also saving production costs.

[0208] Optionally, such as Figure 4 As shown, the second structural reinforcement 240 is provided with multiple weight-reduction holes. The multiple weight-reduction holes work together to maximize the lightweighting of the second structural reinforcement 240 while also maximizing cost savings in the production of the trunk frame 200.

[0209] In specific examples, such as Figure 4 As shown, the second structural reinforcement 240 is provided with three weight-reducing holes. The three weight-reducing holes can reduce weight and cost while ensuring the structural strength of the second structural reinforcement 240, and avoid the second structural reinforcement 240 from reducing strength due to opening too many weight-reducing holes 1321.

[0210] In other examples, such as Figure 4 As shown, the second structural reinforcement 240 can be provided with both reinforcing ribs and weight-reducing holes. The combination of reinforcing ribs and weight-reducing holes can improve the structural strength of the second structural reinforcement 240 while reducing its weight and production cost.

[0211] Optionally, such as Figure 4 As shown, both the reinforcing ribs and the weight-reducing holes are provided on the third reinforcing protrusion 241, and the weight-reducing holes are opened on the reinforcing ribs to make rational use of the space on the second structural reinforcement 240. This allows for the simultaneous provision of the third reinforcing protrusion 241, multiple reinforcing ribs, and multiple weight-reducing holes on the second structural reinforcement 240, thereby maximizing the structural strength of the second structural reinforcement 240.

[0212] A vehicle (not shown in the figure) according to an embodiment of the present invention includes the body assembly 10 in the above embodiments, wherein the specific structure of the body assembly 10 has been described in detail in the above embodiments and will not be repeated here. As can be seen from the above structure, the vehicle of the embodiment of the present invention, by adopting the aforementioned trunk frame 200, has high structural strength and vibration damping capabilities. Thus, during vehicle operation, the trunk frame 200 can effectively reduce the vibration energy of the rear side panels and tailgate large panel of the vehicle when subjected to road surface excitation and powertrain excitation, thereby improving the overall performance of the vehicle, creating a quiet and comfortable driving space for passengers, and enhancing the user experience.

[0213] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0214] In the description of this invention, "first feature" and "second feature" may include one or more of the features.

[0215] In the description of this invention, "a plurality of" means two or more.

[0216] In the description of this invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0217] In the description of this invention, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicating that the first feature is at a higher horizontal level than the second feature.

[0218] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0219] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle body assembly (10), characterized in that, include: D-pillar (100); The trunk frame (200) is fixedly connected to the rear end of the D-pillar (100). The side wall of the D-pillar (100) is provided with a first bulge (110) and a second bulge (120) offset in the width direction of the vehicle. The length of the first bulge (110) is different from the length of the second bulge (120), and / or the width of the first bulge (110) is different from the width of the second bulge (120). The trunk frame (200) is connected to the wheel arches (700) of the vehicle via a connecting assembly, wherein the connecting assembly includes a first connecting plate (500) and a second connecting plate (600) arranged opposite to each other in the left-right direction, the lower side of the first connecting plate (500) is connected to the lower side of the second connecting plate (600), and the first connecting plate (500) and the second connecting plate (600) extend from bottom to top in a direction away from each other; A first reinforcing protrusion (511) is formed on the first connecting plate (500) extending in a direction away from the second connecting plate (600); Wherein, at least a portion of the first reinforcing protrusion (511) is projected onto a vertical plane parallel to the front-back direction to form a first arch (512); at least a portion of the first reinforcing protrusion (511) is projected onto a vertical plane parallel to the left-right direction to form a second arch (513), and the aspect ratio of the first arch (512) is different from that of the second arch (513).

2. The vehicle body assembly (10) according to claim 1, characterized in that, The first raised portion (110) and the second raised portion (120) are arranged adjacent to each other in the width direction of the D column (100).

3. The vehicle body assembly (10) according to claim 2, characterized in that, Along the width direction of the D column (100), the width of the first raised portion (110) is X1, and the width of the second raised portion (120) is X2, and they satisfy the relationship: X1:X2=2:

1.

4. The vehicle body assembly (10) according to any one of claims 3, characterized in that, The height of the first raised portion (110) is greater than the height of the second raised portion (120).

5. The vehicle body assembly (10) according to any one of claims 1-4, characterized in that, The length of the D column (100) is L, the length of the first raised portion (110) is L1, and the length of the second raised portion (120) is L2, and they satisfy the relationship: L:L1:L2=3:2:

1.

6. The vehicle body assembly (10) according to claim 1, characterized in that, Also includes: A first reinforcing member (300) is connected between the D-pillar (100) and the trunk frame (200); The second reinforcing member (400) is connected between the first reinforcing member (300) and the wheel arch (700) of the vehicle. The first connecting end of the second reinforcing member (400) is fixedly connected to the middle part of the first reinforcing member (300), the second connecting end of the second reinforcing member (400) is fixedly connected to the wheel arch (700), and the third connecting end of the second reinforcing member (400) is fixedly connected to the bottom plate of the trunk frame (200).

7. The vehicle body assembly (10) according to claim 1, characterized in that, The trunk frame (200) includes: A connecting beam (210), the front end of which is adapted to connect to the D-column (100); A support beam (220) is provided between the rear end of the connecting beam (210) and the rear end of the first connecting plate (500). The support beam (220) includes a first structural reinforcement (230) and a second structural reinforcement (240). The upper end of the first structural reinforcement (230) is connected to the connecting beam (210), and the outer contour of the first structural reinforcement (230) is formed in an "S" shape. The upper end of the second structural reinforcement (240) is connected to the first structural reinforcement (230), and the lower end of the second structural reinforcement (240) is connected to the first connecting plate (500).

8. The vehicle body assembly (10) according to claim 7, characterized in that, The first structural reinforcement (230) includes an upper reinforcement plate (231) and a lower reinforcement plate (232). Both the upper reinforcement plate (231) and the lower reinforcement plate (232) are formed into a semi-ellipsoidal shape. The upper end of the upper reinforcement plate (231) is connected to the connecting beam (210), the lower end of the upper reinforcement plate (231) is connected to the upper end of the lower reinforcement plate (232), and the lower end of the lower reinforcement plate (232) is connected to the second structural reinforcement (240).

9. The vehicle body assembly (10) according to claim 8, characterized in that, The second structural reinforcement (240) has a third reinforcing protrusion (241) formed thereon, and the projection of the third reinforcing protrusion (241) on a vertical plane parallel to the front-back direction is triangular.

10. A vehicle, characterized in that, Includes the vehicle body assembly (10) of any one of claims 1-9.

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