A rear wheel cover reinforcing structure based on a rear wheel cover reinforcing structure design method

Abstract

The application discloses a rear wheel cover reinforcing structure based on a rear wheel cover reinforcing structure design method, which comprises a rear wheel cover inner plate reinforcing structure arranged on a rear wheel cover inner plate and a rear wheel cover outer plate reinforcing structure arranged on a rear wheel cover outer plate, the rear wheel cover inner plate reinforcing structure comprises a rear wheel cover inner plate main reinforcing structure extending from the top of the rear wheel cover inner plate to the bottom and a rear wheel cover inner plate auxiliary reinforcing structure fixed with the rear wheel cover inner plate main reinforcing structure; and the rear wheel cover outer plate reinforcing structure comprises a rear wheel cover outer plate main reinforcing structure extending from the top of the rear wheel cover outer plate to the bottom and a rear wheel cover outer plate auxiliary reinforcing structure fixed with the rear wheel cover outer plate main reinforcing structure. The rear wheel cover inner plate main reinforcing structure provides main reinforcing support for the rear wheel cover inner plate. The rear wheel cover inner plate auxiliary reinforcing structure can disperse part of the load borne by the rear wheel cover to a D column, thereby reducing the deformation of the rear wheel cover caused by the excitation of a rear shock absorber. The rear wheel cover outer plate auxiliary reinforcing structure transmits the load borne by the rear wheel cover to a C column, thereby enhancing the overall strength of the vehicle body structure, reducing the deformation of the rear wheel cover caused by the excitation of the rear shock absorber and improving the anti-deformation capacity of the rear wheel cover.

Description

Technical Field

[0001] This invention relates to the field of automotive structural design technology, specifically to a rear wheel arch reinforcement structure based on a rear wheel arch reinforcement structure design method. Background Technology

[0002] Rear wheel arch reinforcement plays a crucial role in automotive design, particularly in enhancing the dynamic stiffness of the rear shock absorbers and the torsional stiffness of the vehicle body. The design of the rear wheel arch reinforcement not only affects the vehicle's appearance but also directly impacts its handling performance and driving stability.

[0003] First, the reinforced structure of the rear wheel arch effectively improves the dynamic stiffness of the rear shock absorber: dynamic stiffness refers to the structure's resistance to deformation under dynamic excitation forces. Through proper design and material selection, the reinforced structure of the rear wheel arch can reduce the vibration and impact experienced by the rear shock absorber during driving, thereby improving its efficiency and response speed. This improvement not only enhances vehicle comfort but also strengthens vehicle stability at high speeds or on complex road conditions.

[0004] Secondly, the structural reinforcement of the rear wheel arches also has a significant impact on the torsional stiffness of the vehicle body. Torsional stiffness refers to the vehicle body's ability to resist deformation when subjected to torsional torque. Simply put, when a vehicle is driving on uneven roads, or during cornering, acceleration, or braking, the vehicle body is subjected to various torsional forces. If the torsional stiffness is insufficient, the body will twist and deform, affecting the vehicle's handling stability, safety, and ride comfort. By adding reinforcing ribs or using high-strength materials in the rear wheel arch area, the overall rigidity of the vehicle body can be effectively improved, reducing deformation during tilting. This increased stiffness allows the vehicle to better maintain its posture when cornering, reducing body roll and thus improving handling safety and precision.

[0005] In conclusion, the reinforced structure of the rear wheel arches in automotive design is not only for aesthetic purposes but also a key factor in improving vehicle performance. By optimizing the structural design of the rear wheel arches, the dynamic stiffness of the rear shock absorbers and the torsional stiffness of the vehicle body can be significantly improved, thereby enhancing the overall performance and driving experience of the vehicle.

[0006] The current status of existing rear wheel arch reinforcement structures and their designs is as follows:

[0007] "Herringbone" rib structure: Some rear wheel arch reinforcement structures utilize a "herringbone" rib design. This structure features two ribs that converge at the top, each connecting to a different part of the vehicle body. For example, one rib's lower end connects to the junction of the floor crossbeam and the body longitudinal beam, while the other connects to the body longitudinal beam. This design creates two complete load transfer paths, improving the structure's strength, torsional resistance, and bending resistance. It can be applied to heavier vehicle bodies to enhance the vehicle's load-bearing capacity.

[0008] Bracket structure: This includes bracket bodies with a concave center and outward extensions forming recesses. The upper end of the bracket body connects to the D-pillar reinforcement plate and the upper section of the rear inner skin crossbeam of the vehicle body, while the lower end connects to the top of the rear wheel arch, reinforcing the sensitive area at the top of the rear wheel arch and thus improving the overall support rigidity of the rear wheel arch.

[0009] Reinforced plate assembly structure: The reinforced plate assembly is composed of multiple components, such as symmetrical inner plate reinforcements on both sides and seat mounting beams connecting the two inner plate reinforcements. This structure not only improves the dynamic stiffness of the rear shock absorber mounting point and the torsional mode of the body-in-white, but also provides support for the rear wheel arch and strengthens the connection between the rear wheel arch and the floor, effectively improving the structural stiffness of the rear wheel arch.

[0010] Currently, different rear wheel arch reinforcement structures are selected and installed on the vehicle body according to different vehicles and requirements. Although the reinforcement requirements of the rear wheel arch structure and the torsional stiffness requirements of the vehicle body are met to a certain extent, the reinforcement structure of the rear wheel arch is not specifically designed for the dynamic stiffness of the rear shock absorber. As a result, the reinforcement structure of the rear wheel arch cannot meet the dynamic stiffness requirements of the shock absorber after actual vehicle body assembly, and the deformation in some areas of the rear wheel arch exceeds the set value. Summary of the Invention

[0011] The purpose of this invention is to overcome the shortcomings of the aforementioned background technology and provide a rear wheel arch reinforcement structure based on a rear wheel arch reinforcement structure design method that specifically designs for the dynamic stiffness of the shock absorber and meets the dynamic stiffness requirements of the shock absorber.

[0012] To achieve this objective, the rear wheel arch reinforcement structure designed in this invention includes an inner plate reinforcement structure disposed on the inner plate of the rear wheel arch and an outer plate reinforcement structure disposed on the outer plate of the rear wheel arch. The inner plate reinforcement structure includes a main inner plate reinforcement structure extending from the top to the bottom of the inner plate of the rear wheel arch and an auxiliary inner plate reinforcement structure fixed to the main inner plate reinforcement structure. The auxiliary inner plate reinforcement structure includes a first auxiliary inner plate reinforcement plate for transferring the load on the rear wheel arch to the D-pillar and a second auxiliary inner plate reinforcement plate for reducing the deformation of the rear wheel arch caused by the excitation of the rear shock absorber. The outer plate reinforcement structure includes a main outer plate reinforcement structure extending from the top to the bottom of the outer plate of the rear wheel arch and an auxiliary outer plate reinforcement structure fixed to the main outer plate reinforcement structure. The auxiliary outer plate reinforcement structure includes a first auxiliary outer plate reinforcement plate for transferring the load on the rear wheel arch to the C-pillar and a second auxiliary outer plate reinforcement plate for reducing the deformation of the rear wheel arch caused by the excitation of the rear shock absorber. The main inner plate reinforcement structure extends from the top to the bottom of the inner plate of the rear wheel arch, providing the main reinforcement support for the inner plate of the rear wheel arch. Its position and extension direction ensure overall reinforcement of the inner panel at different heights, effectively resisting stress from different directions. The first inner panel auxiliary reinforcement plate can distribute part of the load borne by the rear wheel arch to the D-pillar, thereby reducing the burden on the rear wheel arch and improving the stability of the entire vehicle structure. The second inner panel auxiliary reinforcement plate is used to reduce the deformation of the rear wheel arch caused by the excitation of the rear shock absorber. Since the rear shock absorber generates vibration and impact forces during vehicle operation, the second inner panel auxiliary reinforcement plate can effectively absorb and disperse these forces, reducing the deformation of the rear wheel arch and improving the vehicle's ride comfort and handling stability. The outer panel main reinforcement structure is similar to the inner panel main reinforcement structure, extending from the top to the bottom of the rear wheel arch outer panel, providing the main reinforcement support for the rear wheel arch outer panel. The first outer panel auxiliary reinforcement plate transfers the load borne by the rear wheel arch to the C-pillar, distributing the load to the C-pillar and enhancing the overall strength of the vehicle structure. The second outer panel auxiliary reinforcement plate is used to reduce the deformation of the rear wheel arch caused by the excitation of the rear shock absorber, further improving the deformation resistance of the rear wheel arch. The load on the rear wheel arch is effectively distributed to the D-pillar and C-pillar by auxiliary reinforcing plates on the inner and outer panels, reducing local stress concentration and improving the overall load-bearing capacity of the vehicle body structure. The second auxiliary reinforcing plates on the inner and outer panels significantly reduce the deformation of the rear wheel arch in response to the excitation effect of the rear shock absorber. This not only helps improve ride comfort but also ensures the stability of the connection between the rear wheel arch and other components, extending the vehicle's service life. The main and auxiliary reinforcing structures of the inner and outer panels work together to form a complete rear wheel arch reinforcement system. This design improves the stiffness and strength of the rear wheel arch, enhancing the vehicle's handling stability and safety during driving. The rear wheel arch reinforcement structure designed in this invention has broad application prospects in the field of automotive engineering.As the automotive industry continues to demand higher performance and safety standards for vehicles, this innovative design offers automakers an effective solution to meet consumer demand for high-quality vehicles. Simultaneously, the design also supports vehicle lightweighting, reducing body weight while increasing rear wheel arch strength through appropriate material selection and structural optimization, thereby lowering energy consumption and emissions.

[0013] Furthermore, both the first and second inner plate auxiliary reinforcing plates are cavity structures with flanges on all four sides. This structural design increases the structural stability of both the first and second inner plate auxiliary reinforcing plates. The flanges provide additional support and stiffness, making the reinforcing plates less prone to deformation under load. The flanges also enhance the connection strength between the reinforcing plates and the rear wheel arch inner plate. Through welding or other connection methods, the flanges can better integrate with the inner plate, improving the reliability of the connection. The cavity structure has high strength and stiffness. Compared to a solid structure, the cavity structure can provide better mechanical performance without adding excessive weight. The cavity can be filled with sound-absorbing materials or other functional materials to achieve functions such as noise reduction and heat insulation. This has a positive impact on improving the vehicle's ride comfort and performance. The combination of flanges on all four sides and the cavity structure gives the reinforcing plates higher strength and stiffness, enabling them to better withstand the loads on the rear wheel arch. This helps reduce the deformation of the rear wheel arch and improves the overall structural stability of the vehicle.

[0014] Furthermore, the first inner plate auxiliary reinforcement plate includes a rear inner plate reinforcement plate fixedly connected to the main inner plate reinforcement structure on its front side and fixedly connected to the D-pillar mounting area of ​​the rear wheel arch on its rear side. The rear inner plate reinforcement plate in the first inner plate auxiliary reinforcement plate is located at a specific position within the rear wheel arch inner plate. Its front side is fixedly connected to the main inner plate reinforcement structure, while its rear side is fixedly connected to the D-pillar mounting area of ​​the rear wheel arch. This connection method makes the rear inner plate reinforcement plate a crucial link between the main inner plate reinforcement structure and the D-pillar, helping to more effectively transfer the load on the rear wheel arch to the D-pillar. The fixed connection between the front side of the rear inner plate reinforcement plate and the main inner plate reinforcement structure enhances the overall integrity of the entire rear wheel arch inner plate reinforcement structure. The main inner plate reinforcement structure typically bears the primary reinforcement role; after the rear inner plate reinforcement plate is connected to it, it can further enhance the performance of the main inner plate reinforcement structure, jointly resisting stresses and loads from different directions. The fixed connection between the rear side of the rear inner plate reinforcement plate and the D-pillar mounting area ensures that the load on the rear wheel arch can be smoothly transferred to the D-pillar. As an important component of the vehicle body structure, the D-pillar has high strength and rigidity, and can withstand and distribute the load from the rear wheel arches, thereby improving the overall stability of the vehicle body.

[0015] Furthermore, the rear reinforcing plate of the inner panel is arranged on the upper part of the rear wheel arch inner panel. Since the rear side of the rear reinforcing plate is fixedly connected to the D-pillar mounting area of ​​the rear wheel arch, placing it on the upper part of the inner panel closer to the D-pillar shortens the load transfer path, allowing the load on the rear wheel arch to be transferred to the D-pillar more efficiently. This reduces energy loss and structural deformation during the transfer process, improving the stability of the vehicle body structure. Proximity to the D-pillar also facilitates the connection design with the D-pillar, making the connection more robust and reliable, and capable of withstanding greater loads. The upper part of the rear wheel arch inner panel is typically an area bearing significant stress, especially during vehicle operation, where impacts from the road surface, vehicle vibrations, and body torsion all exert considerable forces on the upper part of the rear wheel arch. Placing the rear reinforcing plate here specifically enhances the strength of the upper part of the rear wheel arch inner panel, improving the overall deformation resistance of the rear wheel arch. For some models with higher vehicle bodies or higher centers of gravity, the strength of the upper part of the rear wheel arch is particularly important, as these models are more susceptible to roll and sway during driving. The arrangement of the rear reinforcing plate effectively improves the stability and safety of the vehicle body. The rear reinforcing plate, positioned in the upper part of the rear wheel arch, works in conjunction with other reinforcing structures to enhance the overall torsional and bending stiffness of the vehicle body. This is crucial for improving vehicle handling, reducing body vibration and noise, and enhancing ride comfort. In the event of a collision, the reinforcing structure in the upper part of the rear wheel arch can better disperse collision energy, protecting the safety of passengers. The presence of the rear reinforcing plate enhances the impact resistance of this area, improving the vehicle's collision safety. Positioning the rear reinforcing plate in the upper part of the rear wheel arch inner plate also offers advantages in vehicle manufacturing and maintenance. The relatively open upper area facilitates installation and welding, improving production efficiency. Furthermore, it makes inspection and replacement of the rear reinforcing plate easier during later maintenance and repairs, reducing maintenance costs and complexity.

[0016] Furthermore, the second inner plate auxiliary reinforcing plate includes a front inner plate reinforcing plate fixedly connected to the main inner plate reinforcing structure at the rear and fixedly connected to the front part of the rear wheel arch inner plate at the front. The front inner plate reinforcing plate in the second inner plate auxiliary reinforcing plate is located at a specific position, fixedly connected to the main inner plate reinforcing structure at the rear and fixedly connected to the front part of the rear wheel arch inner plate at the front. This connection method makes the front inner plate reinforcing plate a connecting bridge between the main inner plate reinforcing structure and the front part of the rear wheel arch inner plate, helping to enhance the overall structural strength of the rear wheel arch inner plate. The fixed connection between the rear side of the front inner plate reinforcing plate and the main inner plate reinforcing structure further strengthens the performance of the main inner plate reinforcing structure. The main inner plate reinforcing structure usually bears the main reinforcing role; after the front inner plate reinforcing plate is connected to it, they can jointly resist stresses and loads from different directions, improving the overall stability of the rear wheel arch inner plate. The fixed connection between the front side of the front inner plate reinforcing plate and the front part of the rear wheel arch inner plate specifically enhances the strength of the front part of the rear wheel arch inner plate. The front part of the rear wheel arch liner also bears various loads during vehicle operation, such as road impacts and inertial forces during braking. The presence of a front reinforcement plate can reduce the risk of deformation and damage in this area. The arrangement of the front reinforcement plate can distribute the load on the rear wheel arch more evenly to the main reinforcement structure and other parts of the rear wheel arch liner. This reduces local stress concentration and improves the overall load-bearing capacity of the rear wheel arch. Especially during vehicle operation, the rear wheel arch is subjected to dynamic loads from different directions. The front reinforcement plate can work in conjunction with other reinforcement structures to effectively disperse these loads and protect the integrity of the rear wheel arch and the vehicle body structure. Since the front reinforcement plate is fixedly connected to the front of the rear wheel arch liner and is connected to the main reinforcement structure, it can reduce the deformation of the rear wheel arch caused by the excitation of the rear shock absorbers. The rear shock absorbers generate vibrations and impacts during vehicle operation, and these forces are transmitted to the rear wheel arch. The front reinforcement plate can absorb and disperse some of these forces, reducing the degree of deformation of the rear wheel arch and improving the vehicle's ride comfort and handling stability. The front reinforcing plate of the inner panel, together with the main reinforcing structure and other auxiliary reinforcing structures, forms a complete rear wheel arch reinforcement system. This system improves the rigidity and strength of the rear wheel arch, enhancing the vehicle's handling stability and safety during driving. This reinforcement structure is particularly important for high-performance vehicles or vehicles frequently driven in harsh road conditions. It ensures that the rear wheel arch remains stable and does not deform or break under conditions of high speed, sharp turns, or rough terrain.

[0017] Furthermore, the front reinforcing plate of the inner panel includes at least two vertically arranged front reinforcing plates on the upper inner panel and a lower front reinforcing plate on the lower inner panel. The design of the front reinforcing plate, consisting of at least two vertically arranged front reinforcing plates on the upper inner panel and a lower front reinforcing plate, allows for more precise reinforcement of the front of the rear wheel arch inner panel. The reinforcing plates at different positions can be optimized for different height loads and stresses, improving the reinforcement effect. The vertical arrangement also better adapts to the shape and space requirements of the front of the rear wheel arch inner panel, making the installation of the reinforcing plates more reasonable and compact. The combination of at least two reinforcing plates increases design flexibility. The number, size, and shape of the reinforcing plates can be adjusted according to the needs and actual conditions of different vehicle models to achieve the best reinforcement effect. The combination of multiple reinforcing plates also improves the reliability of the reinforcement structure. If one reinforcing plate is damaged or fails, the other reinforcing plates can still continue to provide some reinforcement, reducing the risk of severe deformation of the rear wheel arch. The front reinforcing plates on the upper inner panel and the lower front reinforcing plates on the lower inner panel can respectively reinforce different height positions of the front of the rear wheel arch inner panel. For example, the front reinforcement plate on the inner panel can better withstand loads and stresses from above, while the lower front reinforcement plate on the inner panel can enhance support for the area below. This localized reinforcement can more effectively reduce deformation and damage to the front of the rear wheel arch inner panel under various loads, improving the overall structural strength and stability of the vehicle. Multiple vertically arranged reinforcement plates can better distribute the load on the rear wheel arch. Reinforcement plates at different heights can transfer the load to different parts, avoiding localized stress concentration and improving the load-bearing capacity of the rear wheel arch. By optimizing load distribution, the impact on other components can also be reduced, improving the coordination and reliability of the entire vehicle body structure. In the event of a collision, the front reinforcement plate on the inner panel can absorb and disperse collision energy. The combination of multiple reinforcement plates can increase the collision energy absorption area and transmission path, reducing the degree of injury to passengers inside the vehicle. Especially for frontal collisions, the front reinforcement plate on the inner panel and the lower front reinforcement plate on the inner panel can work together with other body structures to resist collision forces, improving the vehicle's collision safety.

[0018] Furthermore, both the first and second outer panel auxiliary reinforcing plates are cavity structures with flanges on all four sides. The flanged design increases the structural stability of both the first and second outer panel auxiliary reinforcing plates. The flanges provide additional support and rigidity, making the reinforcing plates less prone to deformation under external forces. The flanges also enhance the connection strength between the reinforcing plates and the rear wheel arch outer panel, improving the overall structural reliability. Through welding or other connection methods, the flanges can better integrate with the outer panel, ensuring that they do not loosen or separate during vehicle operation. The cavity structure has high strength and rigidity. Compared to a solid structure, the cavity structure can provide better mechanical performance without adding excessive weight. The cavity can be filled with sound-absorbing materials or other functional materials to achieve noise reduction, heat insulation, and other functions. The cavity structure can also optimize the stress distribution of the reinforcing plates, allowing external forces to be more evenly distributed throughout the structure, reducing local stress concentration and improving the service life of the reinforcing plates.

[0019] Furthermore, the first outer panel auxiliary reinforcement plate includes a front reinforcement plate fixedly connected to the main outer panel reinforcement structure at the rear and fixedly connected to the C-pillar mounting area of ​​the rear wheel arch at the front. The front reinforcement plate is positioned specifically. It is fixedly connected to the main outer panel reinforcement structure at the rear and to the C-pillar mounting area of ​​the rear wheel arch at the front. This connection method makes the front reinforcement plate a crucial link between the main outer panel reinforcement structure and the C-pillar, helping to transfer the load on the rear wheel arch to the C-pillar and enhancing the stability of the vehicle body structure. The fixed connection at the rear to the main outer panel reinforcement structure strengthens the performance of the main outer panel reinforcement structure. The main outer panel reinforcement structure typically bears the primary reinforcement role; the connection with the front reinforcement plate further enhances the strength and rigidity of the main outer panel reinforcement structure, jointly resisting stresses and loads from different directions. The fixed connection at the front to the C-pillar mounting area ensures that the load on the rear wheel arch can be smoothly transferred to the C-pillar. As an important component of the vehicle body structure, the C-pillar has high strength and rigidity, capable of bearing and distributing the load from the rear wheel arch, improving the overall load-bearing capacity of the vehicle body.

[0020] Furthermore, the second outer panel auxiliary reinforcement plate includes a rear outer panel reinforcement plate fixedly connected to the main outer panel reinforcement structure at the front and fixedly connected to the rear part of the rear wheel arch outer panel at the rear. The rear outer panel reinforcement plate in the second outer panel auxiliary reinforcement plate has a specific positional layout. It is fixedly connected to the main outer panel reinforcement structure at the front and fixedly connected to the rear part of the rear wheel arch outer panel at the rear. This connection method allows the rear outer panel reinforcement plate to structurally connect the main outer panel reinforcement structure and the rear part of the rear wheel arch outer panel, helping to enhance the overall structural strength and stability of the rear wheel arch outer panel. The fixed connection at the front to the main outer panel reinforcement structure further strengthens the performance of the main outer panel reinforcement structure. The main outer panel reinforcement structure typically undertakes the main reinforcement task; after the rear outer panel reinforcement plate is connected to it, they can jointly resist stresses and loads from different directions, improving the strength of the rear wheel arch outer panel in this area. The fixed connection at the rear to the rear part of the rear wheel arch outer panel specifically enhances the strength of the rear part of the rear wheel arch outer panel. The rear part of the rear wheel arch outer panel also bears various loads during vehicle operation, such as road impacts and vibrations during vehicle travel. The presence of a rear reinforcing plate on the outer panel can reduce the risk of deformation and damage in this area.

[0021] Furthermore, a design method for a rear wheel arch reinforcement structure includes constructing a rear wheel arch simulation model, applying loads to the rear shock absorber mounting points of the simulation model, identifying structural weaknesses in the simulation model, setting auxiliary reinforcement structures at these weak points, and determining whether the simulation model with auxiliary reinforcement structures meets structural strength requirements under rear shock absorber loads. If not, the auxiliary reinforcement structures are modified and optimized until they do meet the structural strength requirements. Constructing the rear wheel arch simulation model is a fundamental step in the design process. A virtual model of the rear wheel arch is created using professional Computer-Aided Engineering (CAE) software. This model accurately reflects the geometry, material properties, and connections to other components of the rear wheel arch. Constructing the simulation model requires collecting detailed design parameters and material properties of the rear wheel arch to ensure its accuracy and reliability. Specific loads are then applied to the rear shock absorber mounting points of the constructed simulation model. These loads simulate the forces exerted by the rear shock absorbers on the rear wheel arches during actual vehicle operation, including static and dynamic loads. Accurately determining the magnitude, direction, and loading method of the loads is crucial for subsequent analysis and design. By analyzing the simulation model of the rear wheel arches under load, structural weak points are identified. These weak points are typically areas prone to significant deformation, stress concentration, or failure under load. Analysis methods can include finite element analysis and stress analysis to accurately determine the location and nature of the weak points. Reinforcing structures are then installed at the identified structural weak points. These reinforcement structures can be designed according to the specific weak point conditions, including forms such as reinforcing plates, ribs, and supports. The design of these reinforcement structures must consider factors such as reinforcement effect, weight increase, and manufacturing process to achieve the optimal design. The simulation model with the reinforcing structures is then re-analyzed to determine whether it meets structural strength requirements under rear shock absorber loads. Structural strength requirements typically include indicators such as deformation, stress level, and fatigue life. If the requirements are not met, the reinforcing structures of the rear wheel arches need to be modified and optimized, and the above steps are repeated until the structural strength requirements are met. Designing using simulation models allows for rapid, iterative optimization on a computer, significantly improving design efficiency. Compared to traditional experimental methods, it saves time and costs. Problems can be identified and optimized early in the design process, avoiding rework and modifications after issues arise during actual manufacturing and testing. Simulation models accurately simulate the behavior of the rear wheel arch under actual loads, providing detailed information on stress, deformation, and other parameters. This enables designers to more accurately identify structural weak points and optimize structural reinforcement. Various complex load conditions and boundary conditions can be considered, improving the reliability and accuracy of the design.The design methodology allows designers to continuously modify and optimize the rear wheel arch reinforcement structure to achieve the best reinforcement effect. A balance between performance and cost can be achieved by adjusting parameters such as the shape, size, and materials of the reinforcement structure. Multi-objective optimization can be performed, simultaneously considering factors such as structural strength, weight, and manufacturing processes to obtain the optimal design solution.

[0022] The beneficial effects of this invention are as follows: In this invention, the main reinforcing structure of the inner panel extends from the top to the bottom of the rear wheel arch inner panel, providing the main reinforcing support for the rear wheel arch inner panel. Its position and extension direction ensure overall reinforcement of the inner panel at different heights, effectively resisting stress from different directions. The first auxiliary reinforcing plate of the inner panel can distribute part of the load borne by the rear wheel arch to the D-pillar, thereby reducing the burden on the rear wheel arch and improving the stability of the entire vehicle body structure. The second auxiliary reinforcing plate of the inner panel is used to reduce the deformation of the rear wheel arch caused by the excitation of the rear shock absorber. Since the rear shock absorber generates vibration and impact forces during vehicle operation, the second auxiliary reinforcing plate of the inner panel can effectively absorb and disperse these forces, reduce the deformation of the rear wheel arch, and improve the ride comfort and handling stability of the vehicle. The main reinforcing structure of the outer panel is similar to the main reinforcing structure of the inner panel, extending from the top to the bottom of the rear wheel arch outer panel, providing the main reinforcing support for the rear wheel arch outer panel. The first auxiliary reinforcing plate of the outer panel transfers the load borne by the rear wheel arch to the C-pillar, distributing the load to the C-pillar and enhancing the overall strength of the vehicle body structure. The second outer auxiliary reinforcement plate reduces the deformation of the rear wheel arch caused by the rear shock absorber, further improving its resistance to deformation. The load on the rear wheel arch is transferred to the D-pillar and C-pillar respectively through the auxiliary reinforcement plates on the inner and outer plates, effectively dispersing the load, reducing local stress concentration, and improving the overall load-bearing capacity of the vehicle body structure. The second auxiliary reinforcement plates on the inner and outer plates significantly reduce the deformation of the rear wheel arch in response to the shock absorber's excitation. This not only helps improve ride comfort but also ensures the stability of the connection between the rear wheel arch and other components, extending the vehicle's service life. The main and auxiliary reinforcement structures of the inner and outer plates work together to form a complete rear wheel arch reinforcement system. This design improves the stiffness and strength of the rear wheel arch, enhancing the vehicle's handling stability and safety during driving. The rear wheel arch reinforcement structure designed in this invention has broad application prospects in the automotive engineering field. As the automotive industry's requirements for vehicle performance and safety continue to increase, this innovative design can provide automakers with an effective solution to meet consumers' demands for high-quality vehicles. At the same time, this design can also support vehicle lightweighting. Through reasonable material selection and structural optimization, it can reduce vehicle weight while improving the strength of the rear wheel arch, thereby reducing energy consumption and emissions. Attached Figure Description

[0023] Figure 1 This is a front view of the inner plate reinforcement structure of the rear wheel arch in this invention;

[0024] Figure 2 This is a front view of the outer panel reinforcement structure of the rear wheel arch in this invention;

[0025] Figure 3 for Figure 1 Sectional view of AA;

[0026] Figure 4 This is a flowchart of the design method for the rear wheel arch reinforcement structure in this invention;

[0027] Among them, 1—inner plate main reinforcing structure, 2—inner plate rear reinforcing plate, 3—inner plate upper front reinforcing plate, 4—inner plate lower front reinforcing plate, 5—inner plate middle reinforcing plate, 6—inner plate upper sealing plate, 7—inner plate rear reinforcing plate, 8—inner plate front reinforcing plate, 9—outer plate front reinforcing plate, 10—outer plate main reinforcing structure, 11—outer plate rear reinforcing plate, 12—rear wheel arch inner plate, 13—rear wheel arch outer plate, 14—rear floor, 15—rear shock absorber mounting plate. Detailed Implementation

[0028] 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, and not all embodiments. In the description of the present invention, it should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present 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, and therefore should not be construed as a limitation of the present invention.

[0029] The design method for the rear wheel arch reinforcement structure of this invention includes constructing a rear wheel arch simulation model, applying a load to the rear shock absorber mounting point of the rear wheel arch simulation model, identifying the structural weak points of the rear wheel arch simulation model, setting an auxiliary reinforcement structure for the rear wheel arch at the structural weak points of the rear wheel arch simulation model, determining whether the rear wheel arch simulation model with the auxiliary reinforcement structure meets the structural strength requirements when subjected to the rear shock absorber load, and if not, modifying and optimizing the auxiliary reinforcement structure until the rear wheel arch simulation model with the auxiliary reinforcement structure meets the structural strength requirements when subjected to the rear shock absorber load.

[0030] like Figure 4 As shown, in some embodiments, the design method of the rear wheel arch reinforcement structure includes the following steps:

[0031] S1. Construct a dynamic stiffness analysis model for the rear shock absorber mounting point: Construct a simulation model of the rear wheel arch, including the inner and outer plates of the rear wheel arch, the reinforcing structure set on the inner and outer plates of the rear wheel arch, and the rear shock absorber mounting plate 15 fixed to the bottom of the rear wheel arch.

[0032] S2. Simulation Analysis and Result Confirmation: A load is applied to the rear shock absorber mounting point of the rear wheel arch simulation model, i.e., at... Figure 3 Excitation in the X, Y, and Z directions is applied at the position indicated by the middle arrow, and the dynamic stiffness value of the rear shock absorber within a certain frequency range is calculated. The excitation magnitude is designed based on the excitation data of the rear shock absorber during actual driving to simulate the driving state of the real vehicle as closely as possible.

[0033] S3. Optimization Scheme and Confirmation: Based on the results of S2, the structural weak points of the rear wheel arch simulation model are confirmed. By comparing the dynamic stiffness value of the rear shock absorber calculated in S2 with the set threshold, the structural weak points of the rear wheel arch simulation model can be confirmed, that is, where to add reinforcements to the rear wheel arch simulation model to make the dynamic stiffness value of the rear shock absorber meet the requirements.

[0034] S4. Structural Optimization and Data Design: Based on the results of S3, auxiliary reinforcement structures for the rear wheel arch are set at the weak points of the rear wheel arch simulation model. Example: Design Figure 1 —2. The structural dimensions, arrangement, and structural form of the rear inner plate reinforcing plate 2, the front inner plate reinforcing plate 3, the lower front inner plate reinforcing plate 4, the front outer plate reinforcing plate 9, and the rear outer plate reinforcing plate 11.

[0035] S5. Optimized Analysis Model Update and Analysis: Determine whether the rear wheel arch simulation model with the rear wheel arch auxiliary reinforcement structure meets the structural strength requirements when subjected to the rear shock absorber load. This can be done by adding the rear wheel arch auxiliary reinforcement structure to the rear wheel arch simulation model and then... Figure 3 Excitation in the X, Y, and Z directions is applied at the position indicated by the middle arrow, and the dynamic stiffness value of the rear shock absorber within a certain frequency range is calculated.

[0036] S6. Confirm whether the analysis results meet the target value: Based on the calculation results of S5, determine whether the dynamic stiffness value of the rear shock absorber meets the requirements. If it does not meet the requirements, return to S3 and modify and optimize the rear wheel arch auxiliary reinforcement structure until the rear wheel arch simulation model with the rear wheel arch auxiliary reinforcement structure meets the structural strength requirements when subjected to the rear shock absorber load.

[0037] A rear wheel arch reinforcement structure designed based on the above design method is as follows:

[0038] like Figure 1As shown in Figure 2, the rear wheel arch reinforcement structure includes an inner plate reinforcement structure disposed on the inner plate 12 of the rear wheel arch and an outer plate reinforcement structure disposed on the outer plate 13 of the rear wheel arch. The inner plate reinforcement structure includes a main inner plate reinforcement structure 1 extending from the top to the bottom of the inner plate 12 of the rear wheel arch and an auxiliary inner plate reinforcement structure fixed to the main inner plate reinforcement structure 1. The auxiliary inner plate reinforcement structure includes a first auxiliary inner plate reinforcement plate for transferring the load on the rear wheel arch to the D-pillar and a second auxiliary inner plate reinforcement plate for reducing the deformation of the rear wheel arch caused by the excitation of the rear shock absorber. The outer plate reinforcement structure includes a main outer plate reinforcement structure 10 extending from the top to the bottom of the outer plate 13 of the rear wheel arch and an auxiliary outer plate reinforcement structure fixed to the main outer plate reinforcement structure 10. The auxiliary outer plate reinforcement structure includes a first auxiliary outer plate reinforcement plate for transferring the load on the rear wheel arch to the C-pillar and a second auxiliary outer plate reinforcement plate for reducing the deformation of the rear wheel arch caused by the excitation of the rear shock absorber.

[0039] Example 1

[0040] like Figure 1 As shown, based on the aforementioned rear wheel arch reinforcement structure, the inner plate main reinforcement structure 1 is optimized: it includes an upper inner plate sealing plate 6 and an inner plate middle reinforcement plate 5 arranged vertically and fixed to the inner plate 12 of the rear wheel arch. The bottom of the inner plate middle reinforcement plate 5 is fixedly connected to an inner plate rear reinforcement plate 7 and an inner plate front reinforcement plate 8. Both the inner plate rear reinforcement plate 7 and the inner plate front reinforcement plate 8 are overlapped and fixed to the rear floor 14. The upper inner plate sealing plate 6, the inner plate middle reinforcement plate 5, the inner plate rear reinforcement plate 7, and the inner plate front reinforcement plate 8 are all cavity structures with flanges.

[0041] Example 2

[0042] like Figure 1 As shown, based on Embodiment 1, the first inner plate auxiliary reinforcing plate and the second inner plate auxiliary reinforcing plate are optimized in design: both the first inner plate auxiliary reinforcing plate and the second inner plate auxiliary reinforcing plate are cavity structures with flanges on all four sides. The first inner plate auxiliary reinforcing plate is a rear inner plate reinforcing plate 2 that is fixedly connected to the main inner plate reinforcing structure 1 on the front and fixedly connected to the D-pillar mounting area of ​​the rear wheel arch on the rear. The rear inner plate reinforcing plate 2 is arranged on the upper part of the rear wheel arch inner plate 12. The second inner plate auxiliary reinforcing plate is a front inner plate reinforcing plate that is fixedly connected to the main inner plate reinforcing structure 1 on the rear and fixedly connected to the front part of the rear wheel arch inner plate 12 on the front. The front inner plate reinforcing plate includes two upper inner plate front reinforcing plates 3 and lower inner plate front reinforcing plates 4 arranged vertically.

[0043] Example 3

[0044] like Figure 2As shown, based on the above embodiment one or two, the outer panel main reinforcing structure 10 is designed as follows: the outer panel main reinforcing structure 10 has weight reduction holes, flanges around its perimeter, and an internal cavity structure. It is welded and fixed to the rear wheel arch outer panel 13 from top to bottom, and is located between the C-pillar overlap area and the D-pillar overlap area of ​​the rear wheel arch outer panel 13.

[0045] Example 4

[0046] like Figure 2 As shown, based on the above embodiment three, the first outer panel auxiliary reinforcing plate and the second outer panel auxiliary reinforcing plate are optimized in design: both the first outer panel auxiliary reinforcing plate and the second outer panel auxiliary reinforcing plate are cavity structures with flanges on all four sides. The first outer panel auxiliary reinforcing plate includes a front reinforcing plate 9 of the outer panel fixedly connected to the C-pillar mounting area of ​​the rear wheel arch on the rear side. The second outer panel auxiliary reinforcing plate includes a rear reinforcing plate 11 of the outer panel fixedly connected to the rear of the rear wheel arch outer panel 13 on the rear side.

[0047] In summary, the design method for the rear wheel arch reinforcement structure of this invention begins with constructing a simulation model of the rear wheel arch. This is achieved using professional Computer-Aided Engineering (CAE) software to create a virtual model of the rear wheel arch. This model accurately reflects the geometry, material properties, and connections to other components of the rear wheel arch. Constructing the simulation model requires collecting detailed design parameters and material properties of the rear wheel arch to ensure its accuracy and reliability. Specific loads are then applied to the rear shock absorber mounting points of the constructed simulation model. These loads simulate the forces exerted by the rear shock absorber on the rear wheel arch during actual vehicle operation, including static and dynamic loads. Accurately determining the magnitude, direction, and loading method of the loads is crucial for subsequent analysis and design. Analysis of the rear wheel arch simulation model after applying the loads identifies structural weak points. These weak points are typically areas prone to significant deformation, stress concentration, or failure under load. Analysis methods may include finite element analysis and stress analysis to accurately determine the location and nature of the weak points. Finally, auxiliary reinforcement structures for the rear wheel arch are installed at the identified structural weak points. These reinforcement structures can be designed according to specific weak points, including forms such as reinforcing plates, ribs, and supports. When designing reinforcement structures, factors such as reinforcement effect, weight increase, and manufacturing process need to be considered to achieve the optimal design solution. The simulation model with the rear wheel arch auxiliary reinforcement structure is re-analyzed to determine whether it meets the structural strength requirements under the load of the rear shock absorber. Structural strength requirements typically include indicators such as deformation, stress level, and fatigue life. If the requirements are not met, the rear wheel arch auxiliary reinforcement structure needs to be modified and optimized, and the above steps are repeated until the structural strength requirements are met. Designing through simulation models allows for rapid multiple iterations and optimizations on a computer, greatly improving design efficiency. Compared to traditional experimental methods, it saves time and costs. Problems can be identified and optimized early in the design process, avoiding rework and modifications after problems occur during actual manufacturing and testing. The simulation model can accurately simulate the behavior of the rear wheel arch under actual loads, providing detailed information on stress, deformation, etc. This allows designers to more accurately identify structural weak points and optimize reinforcement structures. Various complex load conditions and boundary conditions can be considered, improving the reliability and accuracy of the design. The design methodology allows designers to continuously modify and optimize the rear wheel arch reinforcement structure to achieve the best reinforcement effect. A balance between performance and cost can be achieved by adjusting parameters such as the shape, size, and materials of the reinforcement structure. Multi-objective optimization can be performed, simultaneously considering factors such as structural strength, weight, and manufacturing processes to obtain the optimal design solution.

[0048] Based on the above design method, the rear wheel arch reinforcement structure designed in this invention is arranged on the inner and outer plates of the rear wheel arch. The main reinforcement structure 1 of the inner plate extends from the top to the bottom of the inner plate 12 of the rear wheel arch, providing the main reinforcement support for the inner plate 12. Its position and extension direction ensure overall reinforcement at different heights of the inner plate, effectively resisting stress from different directions. The first auxiliary reinforcement plate of the inner plate can distribute part of the load borne by the rear wheel arch to the D-pillar, thereby reducing the burden on the rear wheel arch and improving the stability of the entire vehicle body structure. The second auxiliary reinforcement plate of the inner plate is used to reduce the deformation of the rear wheel arch caused by the excitation of the rear shock absorber. Since the rear shock absorber generates vibration and impact forces during vehicle operation, the second auxiliary reinforcement plate of the inner plate can effectively absorb and disperse these forces, reduce the deformation of the rear wheel arch, and improve the ride comfort and handling stability of the vehicle. The main reinforcement structure 10 of the outer plate is similar to the main reinforcement structure 1 of the inner plate, extending from the top to the bottom of the outer plate 13 of the rear wheel arch, providing the main reinforcement support for the outer plate 13 of the rear wheel arch. The first outer panel auxiliary reinforcement plate transfers the load on the rear wheel arch to the C-pillar, distributing the load across the C-pillar and enhancing the overall strength of the vehicle body structure. The second outer panel auxiliary reinforcement plate reduces the deformation of the rear wheel arch caused by the rear shock absorber, further improving the rear wheel arch's resistance to deformation. Through the auxiliary reinforcement plates on the inner and outer panels, the load on the rear wheel arch is transferred to the D-pillar and C-pillar respectively, effectively dispersing the load on the rear wheel arch, reducing local stress concentration, and improving the overall load-bearing capacity of the vehicle body structure. The second auxiliary reinforcement plates on the inner and outer panels significantly reduce the deformation of the rear wheel arch in response to the shock absorber's excitation. This not only helps improve the vehicle's ride comfort but also ensures the stability of the connection between the rear wheel arch and other components, extending the vehicle's service life. The main reinforcement structure and auxiliary reinforcement structure of the inner and outer panels work together to form a complete rear wheel arch reinforcement system. This design can improve the stiffness and strength of the rear wheel arch, enhancing the vehicle's handling stability and safety during driving. The rear wheel arch reinforcement structure designed in this invention has broad application prospects in the field of automotive engineering. As the automotive industry continues to demand higher performance and safety standards for vehicles, this innovative design offers automakers an effective solution to meet consumer demand for high-quality vehicles. Simultaneously, the design also supports vehicle lightweighting, reducing body weight while increasing rear wheel arch strength through appropriate material selection and structural optimization, thereby lowering energy consumption and emissions.

[0049] It should be noted that the above description of the technical solutions is exemplary, and this specification may be embodied in different forms and should not be construed as limiting itself to the technical solutions set forth herein. Rather, providing these descriptions will ensure that the disclosure of this invention is thorough and complete, and will fully convey the scope of this specification to those skilled in the art. Furthermore, the technical solutions of this invention are defined only by the scope of the claims. When using terms such as "comprising," "having," and "including" as described in this specification, there may also be another part or other components, and the terms used are generally singular but may also represent plural forms. It should be pointed out that although various different components may appear and be described in this specification using terms such as "first," "second," "top," "bottom," "one side," "the other side," "one end," "the other end," etc., these components and parts should not be limited by these terms. These terms are only used to distinguish one component and part from another component and part. For example, without departing from the scope of this specification, a first component may be referred to as a second component, and similarly, a second component may be referred to as a first component; top and bottom components may, in certain cases, be interchanged or converted; components at one end and at the other end may have the same or different performance characteristics. Finally, it should be noted that the above embodiments are merely representative examples of the present invention. Obviously, the present invention is not limited to the above embodiments and many variations are possible. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention should be considered within the protection scope of the present invention.

Claims

1. A rear wheel arch reinforcement structure based on a rear wheel arch reinforcement structure design method, comprising an inner plate reinforcement structure disposed on the inner plate (12) of the rear wheel arch and an outer plate reinforcement structure disposed on the outer plate (13) of the rear wheel arch, characterized in that: The rear wheel arch reinforcement structure design method includes constructing a rear wheel arch simulation model, applying a load to the rear shock absorber mounting point of the rear wheel arch simulation model, identifying the structural weak points of the rear wheel arch simulation model, setting an auxiliary reinforcement structure for the rear wheel arch at the structural weak points of the rear wheel arch simulation model, determining whether the rear wheel arch simulation model with the auxiliary reinforcement structure meets the structural strength requirements when subjected to the rear shock absorber load, and if not, modifying and optimizing the auxiliary reinforcement structure until the rear wheel arch simulation model with the auxiliary reinforcement structure meets the structural strength requirements when subjected to the rear shock absorber load. The inner plate reinforcement structure includes a main inner plate reinforcement structure (1) extending from the top to the bottom of the rear wheel arch inner plate (12) and an auxiliary inner plate reinforcement structure fixed to the main inner plate reinforcement structure (1). The auxiliary inner plate reinforcement structure includes a first auxiliary inner plate reinforcement plate for transferring the load on the rear wheel arch to the D-pillar and a second auxiliary inner plate reinforcement plate for reducing the deformation of the rear wheel arch caused by the excitation of the rear shock absorber. The outer panel reinforcement structure includes a main outer panel reinforcement structure (10) extending from the upper to the lower part of the rear wheel arch outer panel (13) and an auxiliary outer panel reinforcement structure fixed to the main outer panel reinforcement structure (10). The auxiliary outer panel reinforcement structure includes a first auxiliary outer panel reinforcement plate for transferring the load on the rear wheel arch to the C-pillar and a second auxiliary outer panel reinforcement plate for reducing the deformation of the rear wheel arch caused by the excitation of the rear shock absorber.

2. The rear wheel arch reinforcement structure based on the rear wheel arch reinforcement structure design method as described in claim 1, characterized in that: Both the first inner plate auxiliary reinforcing plate and the second inner plate auxiliary reinforcing plate are cavity structures with flanges on all four sides.

3. The rear wheel arch reinforcement structure based on the rear wheel arch reinforcement structure design method as described in claim 1 or 2, characterized in that: The first inner plate auxiliary reinforcing plate includes a rear inner plate reinforcing plate (2) that is fixedly connected to the main reinforcing structure of the inner plate on the front side and fixedly connected to the D-pillar mounting area of ​​the rear wheel cover on the rear side.

4. The rear wheel arch reinforcement structure based on the rear wheel arch reinforcement structure design method as described in claim 3, characterized in that: The rear reinforcing plate (2) of the inner plate is arranged on the upper part of the inner plate (12) of the rear wheel arch.

5. The rear wheel arch reinforcement structure based on the rear wheel arch reinforcement structure design method as described in claim 1 or 2, characterized in that: The second inner plate auxiliary reinforcing plate includes an inner plate front reinforcing plate that is fixedly connected to the rear side of the inner plate main reinforcing structure (1) and a inner plate front reinforcing plate that is fixedly connected to the front of the rear wheel arch inner plate (12).

6. The rear wheel arch reinforcement structure based on the rear wheel arch reinforcement structure design method as described in claim 5, characterized in that: The inner panel front reinforcing plate includes at least two upper and lower front reinforcing plates (3) and lower front reinforcing plates (4) arranged vertically.

7. The rear wheel arch reinforcement structure based on the rear wheel arch reinforcement structure design method as described in claim 1, characterized in that: Both the first outer plate auxiliary reinforcing plate and the second outer plate auxiliary reinforcing plate are cavity structures with flanges on all four sides.

8. The rear wheel arch reinforcement structure based on the rear wheel arch reinforcement structure design method as described in claim 1 or 7, characterized in that: The first outer panel auxiliary reinforcing plate includes an outer panel front reinforcing plate (9) that is fixedly connected to the outer panel main reinforcing structure (10) on the rear side and fixedly connected to the C-pillar mounting area of ​​the rear wheel arch on the front side.

9. The rear wheel arch reinforcement structure based on the rear wheel arch reinforcement structure design method as described in claim 1 or 7, characterized in that: The second outer plate auxiliary reinforcing plate includes an outer plate rear reinforcing plate (11) that is fixedly connected to the outer plate main reinforcing structure (10) on the front side and fixedly connected to the rear wheel arch outer plate (13) on the rear side.

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