Reinforcement structure, rear wheel housing assembly, and vehicle

Abstract

The present application relates to a reinforcing structure, a rear wheel housing assembly and a vehicle. The reinforcing structure is applied to the vehicle and includes a first connecting portion and a third connecting portion. The first connecting portion is used for connecting the outer panel of the rear wheel housing. The third connecting portion is used for connecting the inner panel of the rear wheel housing, and the positions of the third connecting portion and the first connecting portion are different. Wherein, at least one force transmission path is formed between the reinforcing structure and the inner panel and the outer panel of the rear wheel housing. The purpose of the present application is to solve the technical problem in the related art that the force transmission path of the reinforcing structure is single, resulting in poor impact resistance and side collision performance of the whole vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of rear wheelhouse assemblies, and particularly to a reinforcing structure, a rear wheelhouse assembly, and a vehicle. Background Art

[0002] The torsional stiffness of a body-in-white is one of the very important indicators of body performance, and has a direct impact on the durability, comfort, and handling stability of the whole vehicle. In order to improve the modal stiffness performance of the body-in-white, in related technologies, usually by changing the material thickness of the structural body sheet metal parts at key parts of the body, or adding reinforcing parts. With such settings, although the torsional stiffness of the body is improved to a certain extent, its force transmission path is single, and the impact resistance and side collision performance of the whole vehicle are poor. Summary of the Invention

[0003] The present application provides a reinforcing structure, a rear wheelhouse assembly, and a vehicle, aiming to solve the technical problem in related technologies that the force transmission path of the reinforcing structure is single, resulting in poor impact resistance and side collision performance of the whole vehicle.

[0004] To achieve the above object, according to the first aspect of the present application, a reinforcing structure is provided, which is applied to a vehicle. The vehicle includes an inner rear wheelhouse panel and an outer rear wheelhouse panel. The reinforcing structure includes:

[0005] A first connection part for connecting the outer rear wheelhouse panel;

[0006] A third connection part for connecting the inner rear wheelhouse panel, and the positions of the third connection part and the first connection part are different;

[0007] Wherein, at least one force transmission path is formed between the reinforcing structure and the inner rear wheelhouse panel and the outer rear wheelhouse panel.

[0008] In some embodiments, the vehicle further includes a rear seat lock ring bracket and a front reinforcing plate of the inner wheelhouse panel. The rear seat lock ring bracket and the front reinforcing plate of the inner wheelhouse panel are connected to the outer rear wheelhouse panel;

[0009] The first connection part is used for connecting one of the rear seat lock ring bracket and the front reinforcing plate of the inner wheelhouse panel.

[0010] In some embodiments, the reinforcing structure further includes a second connection part, and the second connection part is used for connecting the other one of the rear seat lock ring bracket and the front reinforcing plate of the inner wheelhouse panel;

[0011] Wherein, the positions of the second connection part, the first connection part, and the third connection part are different.

[0012] In some embodiments, the vehicle further includes a vehicle frame;

[0013] The first connecting portion is configured to connect the inner panel of the rear wheel housing and the rear seat lock ring bracket to form at least one first force transmission path, and at least one of the first force transmission paths is configured to transmit a collision force to the vehicle frame;

[0014] Among them, the multiple force transmission paths include at least one of the first force transmission paths.

[0015] In some embodiments, the first connecting portion is configured to be welded to the inner panel of the rear wheel housing and the rear seat lock ring bracket.

[0016] In some embodiments, the first connecting portion is disposed on a side of the inner panel of the rear wheel housing facing away from the rear seat lock ring bracket.

[0017] In some embodiments, the vehicle further includes a chassis;

[0018] The second connecting portion is configured to connect the inner panel of the rear wheel housing and the front reinforcing plate of the wheel housing to form at least one second force transmission path, and at least one of the second force transmission paths is configured to transmit a collision force to the chassis;

[0019] Among them, the multiple force transmission paths include at least one of the second force transmission paths.

[0020] In some embodiments, the second connecting portion is configured to be welded to the inner panel of the rear wheel housing and the front reinforcing plate of the wheel housing.

[0021] In some embodiments, the second connecting portion is disposed on a side of the inner panel of the rear wheel housing facing away from the front reinforcing plate of the wheel housing.

[0022] In some embodiments, the vehicle further includes a connecting plate of the inner panel of the wheel housing;

[0023] The third connecting portion is configured to connect the inner panel of the rear wheel housing and the connecting plate of the inner panel of the wheel housing.

[0024] In some embodiments, the third connecting portion is welded to the inner panel of the rear wheel housing and the connecting plate of the inner panel of the wheel housing.

[0025] In some embodiments, the third connecting portion is disposed on a side of the inner panel of the rear wheel housing facing away from the connecting plate of the inner panel of the wheel housing.

[0026] In some embodiments, the reinforcing structure further includes a first plate, and one side of the first plate protrudes toward the other side to form a first reinforcing convex portion.

[0027] In some embodiments, the first plate includes a first connecting wall that surrounds at least a part of the first reinforcing convex portion;

[0028] Wherein, the first connecting portion is arranged on the first connecting wall, and at least a part of the third connecting portion is arranged on the first connecting wall.

[0029] In some embodiments, the first connecting wall is formed with an exhaust groove, and the exhaust groove is provided between the first connecting portion and the third connecting portion.

[0030] In some embodiments, the size of the opening of the exhaust slot is L1, and L1 ≥ 3 mm.

[0031] In some embodiments, a first through hole is formed on the first plate, and the first through hole is configured to allow a wire harness to pass through.

[0032] In some embodiments, the first through hole is configured to correspond to a harness through hole on the rear wheel housing inner panel.

[0033] In some embodiments, the rear wheel housing inner panel is provided with a first positioning member;

[0034] The first plate is formed with a first positioning hole, and the first positioning hole cooperates with the first positioning member to relatively fix the first plate and the rear wheel housing inner plate.

[0035] In some embodiments, the reinforcement structure further includes a second plate, the second plate is connected to the first plate, and one side of the second plate protrudes toward the other side to form a second reinforcement protrusion.

[0036] In some embodiments, the reinforcement structure further includes a second connecting portion;

[0037] The second plate includes a second connecting wall, the second connecting wall surrounds at least a portion of the second reinforcing protrusion;

[0038] The second connection portion is disposed on the second connection wall, and at least a portion of the third connection portion is disposed on the second connection wall.

[0039] In some embodiments, the rear wheel housing inner panel is provided with a second positioning member;

[0040] The second plate is formed with a second positioning hole, and the second positioning hole cooperates with the second positioning piece to relatively fix the second plate and the rear wheel housing inner plate.

[0041] In some embodiments, the reinforcing mechanism further includes a first reinforcing portion, and the first reinforcing portion is disposed on a side of the first connecting portion away from the third connecting portion.

[0042] In some embodiments, the first reinforcement portion includes a first reinforcement groove, the first reinforcement groove includes a first edge and a second edge that are oppositely arranged, the first edge is close to the first connecting portion, and the projection of the second edge falls within the first edge.

[0043] In some embodiments, the reinforcing structure further includes a second reinforcing portion, and the second reinforcing portion is disposed on the third connecting portion.

[0044] In some embodiments, the second reinforcing portion includes a weight-reducing groove, and the weight-reducing groove penetrates through the third connecting portion.

[0045] According to a second aspect of the present application, there is provided a rear wheel housing assembly including the above-mentioned reinforcing structure.

[0046] In some embodiments, the rear wheel housing assembly further includes:

[0047] An inner rear wheel housing panel connected to the first connecting portion; and,

[0048] An outer rear wheel housing panel connected to the third connecting portion.

[0049] According to a third aspect of the present application, there is provided a vehicle including the above-mentioned reinforcing structure or the above-mentioned rear wheel housing assembly.

[0050] Advantageous effects:

[0051] In the technical solution of the present application, the reinforcing structure connects the inner rear wheel housing panel and the outer rear wheel housing panel, thereby strengthening the connection between the inner rear wheel housing panel and the outer rear wheel housing panel and improving the structural strength; the first connecting portion is used to connect the outer rear wheel housing panel; the third connecting portion is used to connect the inner rear wheel housing panel of the vehicle; with such an arrangement, at least one new force transmission path can be added to form a stable force transmission system, effectively realizing the conduction of force and avoiding the situation of local hard points being stressed; the positions of the first connecting portion and the third connecting portion are different, realizing the integrity of the force transmission path, making the body connection structure of the vehicle have strong stability, improving the structural strength and torsional stiffness of the vehicle; thus solving the technical problem in the related art that the force transmission path of the reinforcing structure is single, resulting in poor anti-impact performance and side collision performance of the whole vehicle.

[0052] Other features and advantages of the present application will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present application, and those skilled in the art can also obtain other drawings based on these drawings without creative efforts.

[0054] In order to more completely understand the present application and its advantageous effects, the following will be described in conjunction with the drawings, where the same reference numerals represent the same parts in the following description.

[0055] Figure 1 It is a partial structural schematic diagram of the rear wheel arch assembly provided by this application;

[0056] Figure 2 It is Figure 1 a structural schematic diagram of the cooperation between the reinforcement structure and the inner panel of the rear wheel arch and the rear seat lock ring bracket in

[0057] Figure 3 It is Figure 1 a structural schematic diagram of the cooperation between the reinforcement structure and the inner panel of the rear wheel arch, the rear seat lock ring bracket, and the front reinforcement plate of the inner panel of the wheel arch in

[0058] Figure 4 a structural schematic diagram of the reinforcement structure provided by this application;

[0059] Figure 5 a structural schematic diagram of the cooperation between the first connecting part provided by this application and the inner panel of the rear wheel arch and the rear seat lock ring bracket;

[0060] Figure 6 a structural schematic diagram of the cooperation between the second connecting part provided by this application and the inner panel of the rear wheel arch and the front reinforcement plate of the inner panel of the wheel arch;

[0061] Figure 7 a structural schematic diagram of the cooperation between the third connecting part provided by this application and the inner panel of the rear wheel arch and the connecting plate of the inner panel of the wheel arch;

[0062] Figure 8 It is Figure 1 a structural schematic diagram of the reinforcement structure in a partial rear wheel arch area in

[0063] Figure 9 It is Figure 1 a structural schematic diagram of the reinforcement structure in another part of the rear wheel arch area in

[0064] Figure 10 It is Figure 1 a structural schematic diagram of the cooperation between the reinforcement structure and the rear seat lock ring bracket, the front reinforcement plate of the inner panel of the wheel arch, and the connecting plate of the inner panel of the wheel arch (excluding the inner panel of the rear wheel arch).

[0065] Explanation of reference numerals:

[0066] 1000, Vehicle; 100, Reinforcement structure; 1, Force transmission path; 101, First force transmission path; 102, Second force transmission path; 103, Third force transmission path; 104, Fourth force transmission path; 11, First plate; 110, First reinforcing convex part; 111, First connecting wall; 112, First through hole; 113, First positioning hole; 12, Second plate; 120, Second reinforcing convex part; 121, Second connecting wall; 122, Second positioning hole; 20, First connecting part; 30, Second connecting part; 40, Third connecting part; 50, First reinforcing part; 51, First reinforcing groove; 511, First side; 512, Second side; 60, Second reinforcing part; 61, Weight reduction groove; 70, Exhaust groove; 200, Inner panel of rear wheel housing; 300, Rear seat lock ring bracket; 400, Front reinforcing plate of inner panel of wheel housing; 500, Connecting plate of inner panel of wheel housing; 501, Upper section; 502, Lower section; 600, Outer panel of rear wheel housing; 710, Connecting plate of inner panel of D-pillar; 720, Connecting plate of rear upper cross member of middle floor; 730, Rear section of middle floor; 740, Rear upper cross member of floor; 750, C-pillar reinforcing plate; 760, Rear connecting plate of inner panel of sill; 770, Rear connecting plate of sill reinforcing plate; 780, Mounting bracket for left guard plate of luggage compartment; 790, Rear seat pivot bracket; 800, Rear wheel housing area. Detailed implementation manners

[0067] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative efforts shall fall within the protection scope of the present application.

[0068] The torsional stiffness of a white body is one of the very important indicators of vehicle body performance, which has a direct impact on the durability, comfort and handling stability of the whole vehicle. In order to improve the modal stiffness performance of the white body, in the related art, usually by changing the material thickness of the body sheet metal parts at key parts of the body, or adding reinforcing parts. Although such settings can improve the torsional stiffness of the body to a certain extent, the force transmission path is single, and the impact resistance and side collision performance of the whole vehicle are poor.

[0069] In view of this, the present application proposes a reinforcement structure 100. Figures 1 to 10 It is a schematic structural diagram of some embodiments in which the reinforcement structure 100 provided by the present application is applied to the rear wheel housing area 800. The reinforcement structure 100 provided by the present application has a simple structure, can increase the force transmission path 1, and improve the structural strength; the reinforcement structure 100 will be described in detail below in conjunction with the main drawings.

[0070] Please refer to Figure 1 and Figure 10, The reinforcement structure 100 is provided in the rear wheelhouse area 800. The reinforcement structure 100 adds a new force transmission path 1 in the rear wheelhouse area 800, thus forming a force transmission system that can preferentially achieve force conduction, avoid the problem of local hard points in the rear wheelhouse area 800 being stressed, and thereby improve the torsional stiffness of the vehicle 1000.

[0071] Specifically, please continue to refer to Figure 1 and Figure 3 , The rear wheelhouse area 800 of the vehicle 1000 includes an inner rear wheelhouse panel 200 and an outer rear wheelhouse panel 600. The inner rear wheelhouse panel 200 is connected to the outer rear wheelhouse panel 600. Specifically, the inner rear wheelhouse panel 200 is welded to the outer rear wheelhouse panel 600, or the inner rear wheelhouse panel 200 is threadedly connected to the outer rear wheelhouse panel 600. The inner rear wheelhouse panel 200 and the outer rear wheelhouse panel 600 jointly support the floor and frame of the vehicle 1000, ensuring the stability and safety of the vehicle 1000. At the same time, the outer rear wheelhouse panel 600 and the inner rear wheelhouse panel 200 can protect the rear wheel area of the vehicle 1000, prevent external objects from directly hitting the rear wheels, and reduce the damage suffered by the vehicle 1000 during driving.

[0072] Please continue to refer to Figure 1 and Figure 10 , The vehicle 1000 further includes a D-pillar inner panel connecting plate 710. One end of the D-pillar inner panel connecting plate 710 is welded to the upper edge of the inner rear wheelhouse panel 200, and the other end extends to the roof longitudinal beam. The D-pillar inner panel connecting plate 710 can increase the connection strength of the rear wheelhouse area 800 of the vehicle 1000.

[0073] Please continue to refer to Figure 1 , The vehicle 1000 further includes a wheelhouse inner panel connecting plate 500. The wheelhouse inner panel connecting plate 500 is provided at the connection between the inner rear wheelhouse panel 200 and the outer rear wheelhouse panel 600. The wheelhouse inner panel connecting plate 500 includes an upper section 501 and a lower section 502. The upper section 501 is connected to the D-pillar inner panel connecting plate 710, and the lower section 502 is connected to the rear floor upper cross member 740. The wheelhouse inner panel connecting plate 500 can strengthen the structural strength of the inner rear wheelhouse panel 200 and the outer rear wheelhouse panel 600, and prevent them from deforming when subjected to impact force.

[0074] In some embodiments, the vehicle 1000 further includes a left luggage compartment guard mounting bracket 780. Please refer to Figure 1 , Figure 8 and Figure 9 , The left luggage compartment guard mounting bracket 780 is welded and fixed to the inner rear wheelhouse panel 200. The left luggage compartment guard mounting bracket 780 is used to provide a fixed point for the luggage compartment interior trim. At the same time, the left luggage compartment guard mounting bracket 780 is mounted on the inner rear wheelhouse panel 200, and can transfer the load to the inner rear wheelhouse panel 200, and then transfer it to other components through the inner rear wheelhouse panel 200.

[0075] Please continue to refer to Figure 1 、 Figure 8 and Figure 9 , vehicle 1000 further includes a rear section of the middle floor 730 and an upper cross member of the rear floor 740. The rear section of the middle floor 730 is connected to a side of the inner panel of the rear wheel housing 200 away from the connecting plate 710 of the inner panel of the D-pillar. The upper cross member of the rear floor 740 is connected between the inner panel of the rear wheel housing 200 and the outer panel of the rear wheel housing 600, and the upper cross member of the rear floor 740 is connected to the rear section of the middle floor 730.

[0076] In some embodiments, please continue to refer to Figure 1 、 Figure 8 and Figure 9 , vehicle 1000 further includes a rear connecting plate 760 of the inner sill panel and a rear connecting plate 770 of the sill reinforcement plate. One end of the rear connecting plate 760 of the inner sill panel is connected to the rear section of the middle floor 730, and the other end of the rear connecting plate 760 of the inner sill panel is connected to the rear connecting plate 770 of the sill reinforcement plate, for transmitting the loads of the inner panel of the rear wheel housing 200 and the outer panel of the rear wheel housing 600 to the sill beam, avoiding load concentration.

[0077] Please continue to refer to Figure 1 、 Figure 8 and Figure 9 , vehicle 1000 further includes a rear seat pivot bracket 790 and a rear seat lock ring bracket 300. The rear seat pivot bracket 790 and the rear seat lock ring bracket 300 are provided on the inner panel of the rear wheel housing 200, for connecting the rear seat to the inner panel of the rear wheel housing 200, so that the load of the inner panel of the rear wheel housing 200 can be transmitted to the rear seat, or the load of the rear seat can be transmitted to the inner panel of the rear wheel housing 200.

[0078] In some embodiments, please continue to refer to Figure 1 , vehicle 1000 further includes a front reinforcement plate 400 of the inner wheel housing. The front reinforcement plate 400 of the inner wheel housing is provided between the outer panel of the rear wheel housing 600 and the rear seat pivot bracket 790, and can resist forward impact forces (such as during a collision), preventing the front part of the wheel housing from collapsing.

[0079] Please continue to refer to Figure 1 , vehicle 1000 further includes a C-pillar reinforcement plate 750. The C-pillar reinforcement plate 750 is connected between the inner panel of the rear wheel housing 200 and the roof longitudinal beam, and can improve the stiffness of the C-pillar, support the roof and transmit side collision energy to the floor.

[0080] In some embodiments, please refer to Figure 4, this application provides a reinforcement structure 100, which is applied to a vehicle 1000. The reinforcement structure 100 includes a first connection part 20 and a third connection part 40; the first connection part 20 is used to connect the outer panel 600 of the rear wheel housing; the third connection part 40 is used to connect the inner panel 200 of the rear wheel housing, and the positions of the third connection part 40 and the first connection part 20 are different; wherein, at least one force transmission path 1 is formed between the reinforcement structure 100 and the inner panel 200 and the outer panel 600 of the rear wheel housing.

[0081] In the technical solution of this application, the reinforcement structure 100 connects the inner panel 200 and the outer panel 600 of the rear wheel housing, thereby strengthening the connectivity between the inner panel 200 and the outer panel 600 of the rear wheel housing and improving the structural strength; the first connection part 20 is used to connect the outer panel 600 of the rear wheel housing; the third connection part 40 is used to connect the inner panel 200 of the rear wheel housing; by setting like this, at least one new force transmission path 1 can be added to form a stable force transmission system, effectively realizing the conduction of force and avoiding the situation of local hard points being stressed; the positions of the first connection part 20 and the third connection part 40 are different, realizing the integrity of the force transmission path, making the body connection structure of the vehicle 1000 have strong stability, and improving the structural strength and torsional stiffness of the vehicle 1000; thus solving the technical problem that the force transmission path of the reinforcement structure 100 in the related art is single, resulting in poor impact resistance and side collision performance of the vehicle 1000.

[0082] In some embodiments, please refer to Figure 4 , the reinforcement structure 100 includes a second connection part 30. The first connection part 20 is used to connect the inner panel 200 of the rear wheel housing of the vehicle 1000 and the rear row seat lock ring bracket 300 of the vehicle 1000; the second connection part 30 is used to connect the inner panel 200 of the rear wheel housing of the vehicle 1000 and the front reinforcement plate 400 of the wheel housing of the vehicle 1000; the third connection part 40 is used to connect the inner panel 200 of the rear wheel housing of the vehicle 1000 and the connecting plate 500 of the wheel housing of the vehicle 1000; the positions of the first connection part 20, the second connection part 30 and the third connection part 40 are different.

[0083] In the technical solution of the present application, the strengthening structure 100 is connected to the inner rear wheel housing panel 200, the rear seat lock ring bracket 300, the front reinforcing plate of the inner wheel housing panel 400, and the connecting plate of the inner wheel housing panel 500, thereby strengthening the connection between the inner rear wheel housing panel 200 and the connecting plate of the inner wheel housing panel 500, the front reinforcing plate of the inner wheel housing panel 400, and the rear seat lock ring bracket 300, and improving the structural strength; the first connecting portion 20 is used to connect the inner rear wheel housing panel 200 of the vehicle 1000 and the rear seat lock ring bracket 300 of the vehicle 1000; the second connecting portion 30 is used to connect the inner rear wheel housing panel 200 of the vehicle 1000 and the front reinforcing plate of the inner wheel housing panel 400 of the vehicle 1000; the third connecting portion 40 is used to connect the inner rear wheel housing panel 200 of the vehicle 1000 and the connecting plate of the inner wheel housing panel 500 of the vehicle 1000. With such a setting, new force transmission paths can be added to form a stable force transmission system, effectively realizing the transmission of force and avoiding the situation of local hard points being stressed; the positions of the first connecting portion 20, the second connecting portion 30, and the third connecting portion 40 are different, avoiding stress concentration, improving the structural strength, enhancing the torsional stiffness, and ensuring the safety performance; thereby solving the technical problem in the related art that the force transmission path in the strengthening structure 100 is single, resulting in poor impact resistance and side collision performance of the vehicle 1000.

[0084] In some embodiments, please continue to refer to Figure 1 , Figure 2 and Figure 3 , the strengthening structure 100 is connected to the inner rear wheel housing panel 200, the rear seat lock ring bracket 300, the front reinforcing plate of the inner wheel housing panel 400, and the connecting plate of the inner wheel housing panel 500 to form a plurality of force transmission paths 1 between the inner rear wheel housing panel 200, the rear seat lock ring bracket 300, the front reinforcing plate of the inner wheel housing panel 400, and the connecting plate of the inner wheel housing panel 500. The plurality of force transmission paths 1 are used to transmit external forces to the chassis and / or frame of the vehicle 1000. With such a setting, the rear wheel housing area 800 of the vehicle 1000 can have more load areas and more force transmission methods, thereby forming a stable force transmission system, effectively reducing the load on a single component, and enhancing the structural stability of the rear wheel housing area 800.

[0085] In some embodiments, the plurality of force transmission paths 1 further include at least one third force transmission path 103, and the third force transmission path 103 uses the inner rear wheel housing panel 200 as a load area. Please refer to Figure 1 and Figure 8, the third force transmission path 103 is to be transmitted along the lower section 502 of the wheelhouse inner panel connecting plate 500 to the upper section 501 of the wheelhouse inner panel connecting plate 500, and then transmitted to the D-pillar inner panel connecting plate 710, and then transmitted to the D-pillar inner panel; the third force transmission path 103 can also be to be transmitted along the middle floor rear upper cross member connecting plate 720 to the rear section 730 of the middle floor, and then transmitted to the rear floor upper cross member 740, and then transmitted to the floor. With such a setting, stress concentration can be avoided, the structural stability of the rear wheelhouse area 800 can be improved, and the safety can be improved.

[0086] In some embodiments, the multiple force transmission paths further include at least one fourth force transmission path 104, and the fourth force transmission path 104 uses the outer panel 600 of the rear wheelhouse as the load area. Please refer to Figure 1 and Figure 9 , the fourth force transmission path 104 is to be transmitted along the C-pillar reinforcement plate 750 to the C-pillar; the fourth force transmission path 104 can also be to be transmitted along the rear connecting plate 760 of the sill inner panel to the rear connecting plate 770 of the sill reinforcement plate, and then transmitted to the floor longitudinal beam. With such a setting, stress concentration can be avoided, the structural stability of the rear wheelhouse area 800 can be improved, and the safety can be improved.

[0087] When there are only the third force transmission path 103 and the fourth force transmission path 104 in the rear wheelhouse area 800, the load borne by the rear wheelhouse area 800 is relatively large and the structural stability is poor. An additional reinforcement structure 100 is added to the rear wheelhouse area 800. The reinforcement structure 100 is connected to the inner panel 200 of the rear wheelhouse, the rear seat lock ring bracket 300, the front reinforcement plate 400 of the wheelhouse inner panel, and the wheelhouse inner panel connecting plate 500. The reinforcement structure 100 can form at least one first force transmission path 101 with the wheelhouse inner panel connecting plate 500 and the rear seat lock ring bracket 300; at the same time, at least one second force transmission path 102 is formed between the reinforcement structure 100 and the front reinforcement plate 400 of the wheelhouse inner panel and the outer panel 600 of the rear wheelhouse. In this way, a new force transmission path 1 will be added at the rear wheelhouse area 800, a new load area will be added to the rear wheelhouse area 800, and the reinforcement structure 100 is connected to the wheelhouse inner panel connecting plate 500, the rear seat lock ring bracket 300, and the front reinforcement plate 400 of the wheelhouse inner panel. In this way, the third force transmission path 103 and the fourth force transmission path 104 are connected through the first force transmission path 101 and the second force transmission path 102 to form a "force transmission grid" system. The multiple force transmission paths cooperate to form various force transmission methods, which can effectively reduce the load on a single component and improve the structural stability of the rear wheelhouse area 800. This stable "force transmission grid" system can effectively connect the rear wheelhouse area 800 with the C-pillar, D-pillar, and the lower vehicle body, disperse the force on the rear wheelhouse area 800, ensure the integrity of the force transmission path, make the body connection structure have strong stability, further improve the torsional stiffness of the vehicle 1000, and ensure the NVH performance of the vehicle 1000.

[0088] In some embodiments, refer to Figure 1 , Figure 8 and Figure 9 , a plurality of force transmission paths 1 include at least one first force transmission path 101. The first force transmission path 101 is transmitted along the inner wheelhouse connecting plate 500 to the rear seat lock ring bracket 300, and then transmitted to the C-pillar reinforcement plate. At least one first force transmission path 101 is used to transmit the collision force to the vehicle frame; the first force transmission path 101 connects the third force transmission path 103 and the fourth force transmission path 104, which can effectively reduce the load of a single component and improve the structural stability of the rear wheelhouse area 800.

[0089] In some embodiments, a plurality of force transmission paths 1 include at least one second force transmission path 102. The second force transmission path 102 is transmitted along the front reinforcement plate 400 of the inner wheelhouse to the outer wheelhouse panel 600 of the rear wheelhouse, and then transmitted to the sill and the floor. At least one second force transmission path 102 is used to transmit the collision force to the chassis of the vehicle 1000; the second force transmission path connects the third force transmission path 103 and the fourth force transmission path 104, which can effectively reduce the load of a single component and improve the structural stability of the rear wheelhouse area 800.

[0090] It should be noted that the connection manner of the reinforcement structure 100 with the inner wheelhouse panel 200, the rear seat lock ring bracket 300, the front reinforcement plate 400 of the inner wheelhouse, and the inner wheelhouse connecting plate 500 is not limited, and can be selected according to the actual situation. For example, it can be bolt connection, can be riveting, or can also be welding.

[0091] In some embodiments, the reinforcement structure 100 is welded to the rear wheelhouse area 800. The welding mating surface is large, the welding process is simple. After welding, the connection between the inner wheelhouse panel 200, the rear seat lock ring bracket 300, the front reinforcement plate 400 of the inner wheelhouse, and the inner wheelhouse connecting plate 500 is strengthened, avoiding the problem of local hard point stress on the inner wheelhouse panel 200, reducing the vibration and impact on the weaker parts of the components in the rear wheelhouse area 800, increasing the service life of the components, and further improving the torsional stiffness of the vehicle 1000.

[0092] In some embodiments, the first connecting portion 20 is configured to be welded to the inner wheelhouse panel 200 and the rear seat lock ring bracket 300. Refer to Figure 5 , Figure 5 is a schematic structural diagram of the cooperation between the first connecting portion 20 and the inner wheelhouse panel 200 and the rear seat lock ring bracket 300 provided by some embodiments of the present application. It should be noted that Figure 5The structural diagram provided is a cross-sectional view of a certain position of the connection between the first connection part 20, the rear wheel housing inner plate 200 and the rear seat lock ring bracket 300, in order to facilitate the description of the connection relationship and position relationship between the first connection part 20, the rear wheel housing inner plate 200 and the rear seat lock ring bracket 300. Specifically, in some embodiments, the first connection part 20 is connected to the rear wheel housing inner plate 200 and the rear seat lock ring bracket 300 by three layers of welding points ( Figure 5 The middle circle is the welding point position), thus, the connection strength can be improved, a multi-directional support effect is generated when subjected to force, and the shear stress is dispersed to each layer. For example, when the vehicle 1000 vibrates or collides, the plastic deformation of the edge of the welding point is absorbed by the middle layer, which slows down the crack propagation speed, improves the stability of the structure, and thus improves the safety of the vehicle 1000.

[0093] Please continue reading Figure 5 In some embodiments, the rear seat lock ring bracket 300 is mounted on the rear wheel housing inner panel 200, and the first connection portion 20 is disposed on the side of the rear wheel housing inner panel 200 away from the rear seat lock ring bracket 300. In this way, a three-layer connection relationship is formed between the first connection portion 20, the rear wheel housing inner panel 200 and the rear seat lock ring bracket 300, and a triangular cross-section nugget of three-layer welding points is formed after welding, which generates a multi-directional support effect when subjected to force, disperses the shear stress to each layer, reduces the local stress concentration factor, improves the structural strength, and ensures the safety of the vehicle 1000.

[0094] See also Figure 6 , Figure 6 It is a schematic diagram of the structure of the second connecting portion 30 provided by the present application, the rear wheel housing inner plate 200, and the wheel housing inner plate front reinforcement plate 400. It should be noted that: Figure 6 The structural diagram provided is a cross-sectional view of a certain position of the connection between the second connection portion 30, the rear wheel house inner panel 200 and the wheel house inner panel front reinforcement plate 400, in order to facilitate the description of the connection relationship and position relationship between the second connection portion 30, the rear wheel house inner panel 200 and the wheel house inner panel front reinforcement plate 400. Specifically, in some embodiments, the second connection portion 30 is configured to be welded to the rear wheel house inner panel 200 and the wheel house inner panel front reinforcement plate 400. Similarly, the second connection portion 30 is connected to the rear wheel house inner panel 200 and the wheel house inner panel front reinforcement plate 400 by three layers of welding points ( Figure 6 The middle circle is the welding point position), thus, the connection strength can be improved, a multi-directional support effect is generated when subjected to force, and the shear stress is dispersed to each layer. For example, when the vehicle 1000 vibrates or collides, the plastic deformation of the edge of the welding point is absorbed by the middle layer, which slows down the crack propagation speed, improves the stability of the structure, and thus improves the safety of the vehicle 1000.

[0095] For further information, please refer toFigure 6 The front reinforcing plate of the wheel cover inner panel is provided on the rear wheel cover inner panel 200, and the second connecting portion 30 is provided on the side of the rear wheel cover inner panel 200 facing away from the front reinforcing plate 400 of the wheel cover inner panel. In this way, a three-layer connection relationship is formed among the second connecting portion 30, the rear wheel cover inner panel 200, and the front reinforcing plate 400 of the wheel cover inner panel. After welding, a triangular cross-section nugget with three-layer solder joints is formed, which generates a multi-directional support effect when stressed, disperses the shear stress to each layer of the plate, reduces the local stress concentration coefficient, improves the structural strength, and ensures the safety of the vehicle 1000.

[0096] Please refer to Figure 7 , Figure 7 FIG. is a schematic structural diagram of the cooperation between the third connecting portion 40 provided in this application and the rear wheel cover inner panel 200 and the wheel cover inner panel connecting plate 500. It should be noted that Figure 6 The provided structural schematic diagram is a cross-sectional view of a certain position at the connection of the third connecting portion 40, the rear wheel cover inner panel 200, and the wheel cover inner panel connecting plate 500, which is used to conveniently illustrate the connection relationship and positional relationship among the third connecting portion 40, the rear wheel cover inner panel 200, and the wheel cover inner panel connecting plate 500. Specifically, in some embodiments, the third connecting portion 40 is welded to the rear wheel cover inner panel 200 and the wheel cover inner panel connecting plate 500. Similarly, the third connecting portion 40 is connected by three-layer solder joints to the rear wheel cover inner panel 200 and the wheel cover inner panel connecting plate 500 ( Figure 7 The circles in are the positions of the solder joints). In this way, the connection strength can be improved, a multi-directional support effect is generated when stressed, and the shear stress is dispersed to each layer of the plate. For example, when the vehicle 1000 vibrates or collides, the plastic deformation at the edge of the solder joint is absorbed by the intermediate layer of the plate, delaying the crack propagation speed and improving the structural stability, thereby enhancing the safety of the vehicle 1000.

[0097] Furthermore, please continue to refer to Figure 7 The wheel cover inner panel connecting plate 500 is provided on the rear wheel cover inner panel 200, and the third connecting portion 40 is provided on the side of the rear wheel cover inner panel 200 facing away from the wheel cover inner panel connecting plate 500. In this way, a three-layer connection relationship is formed among the third connecting portion 40, the rear wheel cover inner panel 200, and the wheel cover inner panel connecting plate 500. After welding, a triangular cross-section nugget with three-layer solder joints is formed, which generates a multi-directional support effect when stressed, disperses the shear stress to each layer of the plate, reduces the local stress concentration coefficient, improves the structural strength, and ensures the safety of the vehicle 1000.

[0098] It should be noted that the rear wheel cover inner panel 200, the rear row seat lock ring bracket 300, the front reinforcing plate 400 of the wheel cover inner panel, and the wheel cover inner panel connecting plate 500 can refer to the conventional settings in the art and will not be elaborated here one by one.

[0099] In this embodiment, the first connecting portion 20 connects the inner panel 200 of the rear wheel housing of the vehicle 1000 and the rear seat lock ring bracket 300 of the vehicle 1000; the second connecting portion 30 connects the inner panel 200 of the rear wheel housing of the vehicle 1000 and the front reinforcement plate 400 of the inner wheel housing of the vehicle 1000; the third connecting portion 40 connects the inner panel 200 of the rear wheel housing of the vehicle 1000 and the connecting plate 500 of the inner wheel housing of the vehicle 1000. The strengthening structure 100 strengthens the strength of the rear wheel housing area 800, improves the impact resistance during a side impact at the rear of the vehicle body, is beneficial to the structural retention during a side impact, and further enhances the side impact and safety performance of the vehicle 1000. At the same time, it also meets the requirements of vehicle body lightweighting.

[0100] In some embodiments, please continue to refer to Figure 4 , the structure of the strengthening structure 100 is simple and has good formability. The strengthening structure 100 further includes a first plate 11, and one side of the first plate 11 protrudes toward the other side to form a first strengthening convex portion 110. The first strengthening portion 50 can ensure the overall strength of the strengthening structure 100, enabling it to bear local large stress conditions, having a certain buffering and absorption effect on the impact force, and thus effectively improving the overall structural stability of the rear wheel housing area 800.

[0101] Furthermore, please continue to refer to Figure 4 , in some embodiments, the first plate 11 includes a first connecting wall 111, and the first connecting wall 111 surrounds at least part of the first strengthening convex portion 110; wherein, the first connecting portion 20 is disposed on the first connecting wall 111, and at least part of the third connecting portion 40 is disposed on the first connecting wall 111. With such a setting, the situation of stress concentration can occur, improving the structural strength, enhancing the torsional stiffness, and ensuring the safety performance.

[0102] Furthermore, an exhaust groove 70 is formed in the first connecting wall 111, and the exhaust groove 70 is disposed between the first connecting portion 20 and the third connecting portion 40. The exhaust groove 70 is used to discharge gas, avoiding gas concentration, resulting in an increase in local pressure and affecting the overall structural strength.

[0103] In some embodiments, the size of the opening of the exhaust groove 70 is L1, and L1≥3mm. It should be noted that when L1 is less than 3mm, the size of the exhaust groove 70 is too small, and the exhaust groove 70 is easily blocked, resulting in the inability to discharge gas.

[0104] Please continue to refer to Figure 4 , a first through hole is formed in the first plate 11, and the first through hole is configured to allow a wire harness to pass through. It should be noted that the shape of the first through hole is not limited, and it can be a round hole or a special-shaped hole, which can be selected according to the actual situation.

[0105] To ensure that the wire harness can pass through entirely and avoid bending and winding of the wire harness, the first through-hole is configured to correspond to the wire harness through-hole on the inner panel 200 of the rear wheel housing. The size of the first through-hole is slightly larger than that of the wire harness through-hole. With such a setting, while ensuring the structural strength, weight reduction can be achieved, and at the same time, it can ensure that the wire speed passes through smoothly.

[0106] In some embodiments, the inner panel 200 of the rear wheel housing is provided with a first positioning member; the first plate 11 is formed with a first positioning hole 113. The position of the first positioning hole 113 is not limited and can be selected according to the actual situation. Specifically, the first positioning hole 113 is provided on the side of the first through-hole close to the first connecting portion 20. The first positioning hole 113 cooperates with the first positioning member to relatively fix the first plate 11 and the inner panel 200 of the rear wheel housing. With such a setting, the first positioning hole 113 can strengthen the structural strength of the first plate 11 and also achieve the positioning function.

[0107] Please continue to refer to Figure 4 , the strengthening structure 100 further includes a second plate 12. The second plate 12 is connected to the first plate 11, and one side of the second plate 12 protrudes toward the other side to form a second strengthening convex portion 120. The second strengthening convex portion 120 is used to cooperate with the features of the inner panel 200 of the rear wheel housing. In some embodiments, a plurality of strengthening rib structures are formed on the inner panel 200 of the rear wheel housing. To ensure that the strengthening structure 100 can be connected to the inner panel 200 of the rear wheel housing, one side of the second plate 12 protrudes toward the other side to form a second strengthening convex portion 120. In this way, the second strengthening convex portion 120 can avoid the strengthening ribs on the inner rear wheel panel, and at the same time, it can strengthen the strength of the strengthening structure 100, enabling it to bear local large stress conditions and having a certain buffering and absorption effect on the impact force, thereby effectively improving the overall structural stability of the rear wheel housing area 800.

[0108] In some embodiments, the second plate 12 includes a second connecting wall 121. The second connecting wall 121 surrounds at least part of the second strengthening convex portion 120; the second connecting portion 30 is provided on the second connecting wall 121, and at least part of the third connecting portion 40 is provided on the second connecting wall 121. With such a setting, the situation of stress concentration can occur, improving the structural strength, enhancing the torsional stiffness, and ensuring the safety performance.

[0109] In some embodiments, the inner panel 200 of the rear wheel housing is provided with a second positioning member; the second plate 12 is formed with a second positioning hole 122. The second positioning hole 122 cooperates with the second positioning member to relatively fix the second plate 12 and the inner panel 200 of the rear wheel housing. With such a setting, the second positioning hole 122 can strengthen the structural strength of the second plate 12 and also achieve the positioning function.

[0110] It should be noted that the specific structures of the first positioning member and the second positioning member are not limited, as long as they can achieve positioning. In some embodiments, both the first positioning member and the second positioning member are positioning pins.

[0111] Please continue to refer to Figure 4 , in order to ensure the structural strength of the strengthening structure 100, the strengthening structure 100 further includes a first strengthening portion 50, and the first strengthening portion 50 is disposed between the first connecting portion 20 and the second connecting portion 30. With this arrangement, the first strengthening structure 100 can strengthen the strength of the second plate 12 and the strengthening structure 100.

[0112] It should be noted that the specific type of the first strengthening structure 100 is not limited, as long as it can strengthen the strength. In some embodiments, the first strengthening portion 50 includes a first strengthening groove 51, and the first strengthening groove 51 can disperse the stress in different directions to avoid stress concentration; at the same time, the first strengthening groove 51 can also achieve the function of weight reduction, reduce the weight of the strengthening structure 100, and achieve lightweight. Specifically, the first strengthening groove 51 includes a first side 511 and a second side 512 that are oppositely arranged, the second side 512 is close to the second connecting portion 30, and the projection of the second side 512 falls within the first side 511. With this arrangement, it is beneficial to improve the strength of the strengthening structure 100 and can effectively improve its impact resistance.

[0113] Please continue to refer to Figure 4 , the strengthening structure 100 further includes a second strengthening portion 60, and the second strengthening portion 60 is disposed at the third connecting portion 40. The specific type of the second strengthening structure 100 is not limited, as long as it can strengthen the strength.

[0114] In some embodiments, the second strengthening portion 60 includes a weight reduction groove 61, and in the direction from the inner panel 200 of the rear wheel housing to the connecting plate 500 of the wheel housing inner panel, the weight reduction groove 61 penetrates the third connecting portion 40. This design can reduce the weight on the premise of ensuring the structural strength and meet the requirements of vehicle body lightweight.

[0115] It should be noted that the strengthening structure 100 provided in this application can be applied to the existing vehicle 1000, that is, directly connect the strengthening structure 100 to the rear wheel housing area 800 of the existing vehicle 1000, or the strengthening structure 100 provided in this application can also be applied to a new vehicle model; for example, during the body development and design process, a model is built, and the designed strengthening structure 100 has important reference value for the subsequent construction of a vehicle model with high torsional stiffness. The strengthening structure 100 provided in this application can also be widely applied to a body with structural defects to improve the structural torsional stiffness and provide a new strategy.

[0116] In some embodiments, through testing, the effect of the reinforcement structure 100 on improving the torsional stiffness of the vehicle 1000 exceeds 1000 N·m / °. It can be seen that the reinforcement structure 100 can effectively improve the torsion of the vehicle 1000. The reinforcement structure 100 provided in this application can strengthen the connection relationship of the components in the rear wheelhouse area 800, provide multiple force transmission paths 1 for the vehicle 1000, and form an integral structure, thereby improving the impact resistance of the rear wheelhouse area 800 and the side collision performance of the vehicle 1000, and effectively enhancing the torsional stiffness performance of the vehicle 1000. At the same time, the reinforcement structure 100 has a simple structure and good formability, and the above improvement effect can be achieved only by adding a reinforcement member, meeting the requirements of vehicle body lightweighting.

[0117] According to the second aspect of the present application, a rear wheelhouse assembly is provided, and the rear wheelhouse assembly includes the above-mentioned reinforcement structure 100. The rear wheelhouse assembly has all the beneficial effects of the above-mentioned reinforcement structure 100, and will not be elaborated herein.

[0118] Specifically, please continue to refer to Figure 1 and Figure 3 , the rear wheelhouse area 800 of the vehicle 1000 includes an inner rear wheelhouse panel 200 and an outer rear wheelhouse panel 600. The inner rear wheelhouse panel 200 is connected to the outer rear wheelhouse panel 600. Specifically, the inner rear wheelhouse panel 200 is welded to the outer rear wheelhouse panel 600, or the inner rear wheelhouse panel 200 is threadedly connected to the outer rear wheelhouse panel 600. The inner rear wheelhouse panel 200 and the outer rear wheelhouse panel 600 jointly support the floor and the frame of the vehicle 1000, ensuring the stability and safety of the vehicle 1000. At the same time, the outer rear wheelhouse panel 600 and the inner rear wheelhouse panel 200 can protect the rear wheel area of the vehicle 1000, prevent external objects from directly hitting the rear wheels, and reduce the damage suffered by the vehicle 1000 during driving.

[0119] Please continue to refer to Figure 1 , the vehicle 1000 further includes a D-pillar inner panel connecting plate 710. One end of the D-pillar inner panel connecting plate 710 is welded to the upper edge of the inner rear wheelhouse panel 200, and the other end extends to the roof longitudinal beam. The D-pillar inner panel connecting plate 710 can increase the connection strength of the rear wheelhouse area 800 of the vehicle 1000.

[0120] Please continue to refer to Figure 1 , the vehicle 1000 further includes a wheelhouse inner panel connecting plate 500. The wheelhouse inner panel connecting plate 500 is disposed at the connection of the inner rear wheelhouse panel 200 and the outer rear wheelhouse panel 600. The wheelhouse inner panel connecting plate 500 includes an upper section 501 and a lower section 502. The upper section 501 is connected to the D-pillar inner panel connecting plate 710, and the lower section 502 is connected to the rear floor upper cross member 740. The wheelhouse inner panel connecting plate 500 can strengthen the structural strength of the inner rear wheelhouse panel 200 and the outer rear wheelhouse panel 600, and prevent them from deforming when subjected to impact force.

[0121] In some embodiments, the vehicle 1000 further includes a left luggage compartment trim mounting bracket 780. Please refer to Figure 1 , Figure 8 and Figure 9 . The left luggage compartment trim mounting bracket 780 is welded and fixed to the inner rear wheel arch panel 200. The left luggage compartment trim mounting bracket 780 is used to provide a fixing point for the luggage compartment interior trim. At the same time, the left luggage compartment trim mounting bracket 780 is mounted on the inner rear wheel arch panel 200, which can transfer the load to the inner rear wheel arch panel 200 and then transfer it to other components through the inner rear wheel arch panel 200.

[0122] Please continue to refer to Figure 1 , Figure 8 and Figure 9 . The vehicle 1000 further includes a rear section of the middle floor 730 and an upper cross member of the rear floor 740. The rear section of the middle floor 730 is connected to the side of the inner rear wheel arch panel 200 away from the D-pillar inner panel connecting plate 710. The upper cross member of the rear floor 740 is connected between the inner rear wheel arch panel 200 and the outer rear wheel arch panel 600, and the upper cross member of the rear floor 740 is connected to the rear section of the middle floor 730.

[0123] In some embodiments, please continue to refer to Figure 1 , Figure 8 and Figure 9 . The vehicle 1000 further includes a rear connecting plate of the inner sill 760 and a rear connecting plate of the sill reinforcement 770. One end of the rear connecting plate of the inner sill 760 is connected to the rear section of the middle floor 730, and the other end of the rear connecting plate of the inner sill 760 is connected to the rear connecting plate of the sill reinforcement 770, which is used to transfer the load of the inner rear wheel arch panel 200 and the outer rear wheel arch panel 600 to the sill beam to avoid load concentration.

[0124] Please continue to refer to Figure 1 , Figure 8 and Figure 9 . The vehicle 1000 further includes a rear row seat pivot bracket 790 and a rear row seat lock ring bracket 300. The rear row seat pivot bracket 790 and the rear row seat lock ring bracket 300 are provided on the inner rear wheel arch panel 200, which is used to connect the rear row seat to the inner rear wheel arch panel 200, so that the load of the inner rear wheel arch panel 200 can be transferred to the rear row seat, or the load of the rear row seat can be transferred to the inner rear wheel arch panel 200.

[0125] In some embodiments, please continue to refer to Figure 1 . The vehicle 1000 further includes a front reinforcement plate of the inner wheel arch 400. The front reinforcement plate of the inner wheel arch 400 is provided between the outer rear wheel arch panel 600 and the rear row seat pivot bracket 790, which can resist forward impact force (such as during a collision) and prevent the front part of the wheel arch from collapsing.

[0126] Please continue to refer to Figure 1, the vehicle 1000 further includes a C-pillar reinforcement plate 750. The C-pillar reinforcement plate 750 is connected between the inner wheelhouse panel 200 and the roof rail, which can improve the stiffness of the C-pillar, support the roof and transfer side impact energy to the floor.

[0127] Specifically, the reinforcement structure 100 connects the inner wheelhouse panel 200 and the outer wheelhouse panel 600, thereby strengthening the connection between the inner wheelhouse panel 200 and the outer wheelhouse panel 600 and improving the structural strength; the first connection portion 20 is used to connect the outer wheelhouse panel 600; the third connection portion 40 is used to connect the inner wheelhouse panel 200; with such an arrangement, at least one new force transmission path 1 can be added to form a stable force transmission system, effectively realizing the conduction of force and avoiding the situation of local hard points being stressed; the positions of the first connection portion 20 and the third connection portion 40 are different, realizing the integrity of the force transmission path, making the body connection structure of the vehicle 1000 have strong stability, and improving the structural strength and torsional stiffness of the vehicle 1000; thus solving the technical problem in the related art that the force transmission path of the reinforcement structure 100 is single, resulting in poor anti-impact performance and side impact performance of the vehicle 1000.

[0128] According to the third aspect of the present application, a vehicle 1000 is provided. The vehicle 1000 includes the above-mentioned wheelhouse assembly, and the vehicle 1000 has all the beneficial effects of the above-mentioned wheelhouse assembly, which will not be elaborated herein again.

[0129] The vehicle 1000 can be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and the present application does not make specific limitations thereto.

[0130] In the description of the present application, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more features. In the description of the present application, "a plurality" means two or more, unless otherwise specifically defined.

[0131] In the above embodiments, the descriptions of the respective embodiments have their own focuses. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0132] The embodiments, implementation manners and related technical features of the present application can be combined and replaced with each other without conflict.

[0133] The above are only the preferred embodiments of the present application and do not impose any form of limitation on the present application. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application still fall within the scope of the technical solution of the present application.

Claims

1. A reinforcing structure is applied to a vehicle. The vehicle includes an inner rear wheel housing panel and an outer rear wheel housing panel, and is characterized in that, The vehicle further includes a rear seat lock ring bracket and a front reinforcement plate of the inner wheelhouse panel. The rear seat lock ring bracket and the front reinforcement plate of the inner wheelhouse panel are connected to the outer rear wheelhouse panel; the reinforcement structure includes: A first connecting portion for connecting one of the rear seat lock ring bracket and the front reinforcement plate of the inner wheelhouse panel; A second connecting portion for connecting the other of the rear seat lock ring bracket and the front reinforcement plate of the inner wheelhouse panel; A third connecting portion for connecting the inner rear wheelhouse panel. The positions of the third connecting portion, the second connecting portion and the first connecting portion are different; Wherein, at least one force transmission path is formed between the reinforcement structure and the inner rear wheelhouse panel and the outer rear wheelhouse panel.

2. The strengthening structure according to claim 1, wherein The vehicle further includes a vehicle frame; The first connecting portion is used for connecting the inner rear wheelhouse panel and the rear seat lock ring bracket to form at least one first force transmission path, and at least one of the first force transmission paths is used for transmitting the collision force to the vehicle frame; Wherein, the multiple force transmission paths include at least one of the first force transmission paths.

3. The reinforcement structure according to claim 2, characterized in that The first connecting portion is configured to be welded to the inner rear wheelhouse panel and the rear seat lock ring bracket.

4. The reinforcing structure according to claim 2, characterized in that The first connecting portion is arranged on a side of the inner rear wheelhouse panel facing away from the rear seat lock ring bracket.

5. The strengthening structure according to claim 1, characterized in that, The vehicle further includes a chassis; The second connecting portion is used for connecting the inner rear wheelhouse panel and the front reinforcement plate of the inner wheelhouse panel to form at least one second force transmission path, and at least one of the second force transmission paths is used for transmitting the collision force to the chassis; Wherein, the multiple force transmission paths include at least one of the second force transmission paths.

6. The strengthening structure according to claim 5, wherein The second connecting portion is configured to be welded to the inner rear wheelhouse panel and the front reinforcement plate of the inner wheelhouse panel.

7. The reinforcing structure according to claim 5, characterized in that, The second connecting portion is arranged on a side of the inner rear wheelhouse panel facing away from the front reinforcement plate of the inner wheelhouse panel.

8. The reinforcing structure according to any one of claims 1-7, characterized in that, The vehicle further includes a connecting plate of the inner wheelhouse panel; The third connecting portion is used for connecting the inner rear wheelhouse panel and the connecting plate of the inner wheelhouse panel.

9. The reinforcing structure according to claim 8, wherein, The third connecting portion is welded to the inner rear wheelhouse panel and the connecting plate of the inner wheelhouse panel.

10. The strengthening structure according to claim 8, wherein The third connecting portion is arranged on a side of the inner rear wheelhouse panel facing away from the connecting plate of the inner wheelhouse panel.

11. The reinforcing structure according to any one of claims 1-7, characterized in that, It further includes a first plate, and one side of the first plate bulges towards the other side to form a first reinforcing convex portion.

12. The reinforcing structure according to claim 11, characterized in that, The first plate includes a first connecting wall that surrounds at least part of the first reinforcing convex portion; Wherein, the first connecting portion is arranged on the first connecting wall, and at least part of the third connecting portion is arranged on the first connecting wall.

13. The reinforcing structure according to claim 12, wherein An exhaust groove is formed in the first connecting wall, and the exhaust groove is arranged between the first connecting portion and the third connecting portion.

14. The strengthening structure according to claim 13, characterized in that, The size of the opening of the exhaust groove is L1, and L1≥3mm.

15. The reinforcing structure according to claim 11, characterized in that, A first through hole is formed in the first plate, and the first through hole is configured to allow a wire harness to pass through.

16. The strengthening structure according to claim 15, characterized in that, The first through hole is configured to correspond to a wire harness through hole on the inner rear wheelhouse panel.

17. The reinforcing structure according to claim 11, characterized in that, The inner rear wheelhouse panel is provided with a first positioning member; The first plate is formed with a first positioning hole, and the first positioning hole cooperates with the first positioning member to relatively fix the first plate and the inner rear wheelhouse panel.

18. The reinforcing structure according to claim 11, wherein It also includes a second plate, which is connected to the first plate, and one side of the second plate protrudes toward the other side to form a second reinforcing protrusion.

19. The strengthening structure according to claim 18, characterized in that Also includes a second connecting portion; The second plate includes a second connecting wall, the second connecting wall surrounds at least a portion of the second reinforcing protrusion; The second connection portion is disposed on the second connection wall, and at least a portion of the third connection portion is disposed on the second connection wall.

20. The strengthening structure according to claim 18, characterized in that The rear wheel housing inner plate is provided with a second positioning member; The second plate is formed with a second positioning hole, and the second positioning hole cooperates with the second positioning piece to relatively fix the second plate and the rear wheel housing inner plate.

21. The reinforcing structure according to any one of claims 1-7, characterized in that It also includes a first reinforcing portion, which is arranged on a side of the first connecting portion away from the third connecting portion.

22. The strengthening structure according to claim 21, wherein, The first reinforcement portion includes a first reinforcement groove, the first reinforcement groove includes a first side and a second side that are oppositely arranged, the first side is close to the first connecting portion, and the projection of the second side falls within the first side.

23. The strengthening structure according to any one of claims 1-7, characterized in that, It also includes a second reinforcement portion, which is arranged on the third connecting portion.

24. The reinforcing structure according to claim 23, wherein, The second reinforcement portion includes a weight-reducing groove, and the weight-reducing groove passes through the third connection portion.

25. A rear wheel housing assembly, characterized in that, Comprising a reinforcement structure as described in any one of claims 1-24.

26. The rear wheel housing assembly according to claim 25, characterized in that, Also includes: a rear wheel housing inner panel connected to the first connecting portion; and The rear wheel housing outer panel is connected to the third connecting portion.

27. A vehicle, characterized in that, It comprises a reinforcement structure as described in any one of claims 1-24 or a rear wheel cover assembly as described in any one of claims 25-26.

Images