Rear vehicle body assembly and vehicle

Abstract

The embodiment of the invention relates to the technical field of vehicle bodies, and discloses a rear vehicle body assembly and a vehicle, the rear vehicle body assembly comprises a rear floor, a cross beam, a lower swing arm mounting bracket, two doorsill boundary beams, two rear shock absorption towers and two angle modules; the two rear shock absorption towers are symmetrically connected to the left side and the right side of the rear floor, the lower portions of the rear shock absorption towers are fixedly connected with the lower swing arm installation support, and the angle modules are connected between the rear shock absorption towers and the lower swing arm installation support. The front end of the rear floor is connected with the top face of the cross beam, a connecting section is arranged on the front side of the lower portion of the rear shock absorption tower, the end of the cross beam is connected with the inner side of the connecting section, and the outer side of the connecting section is connected with the threshold edge beam. By means of the technical scheme, a closed-loop multi-direction force transmission channel can be constructed to be matched with a wheel edge driving and four-wheel steering system, combined load transmission of tires under multi-direction large-angle rotation is supported, and therefore the requirements of advanced driving functions such as in-situ turning around and tire translation are met.

Description

Rear body assembly and vehicle Technical Field

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

[0002] With the popularization of wheel-side drive technology in new energy vehicles, its synergistic application with four-wheel steering systems (such as U-turns, tire translation, and high-speed stability) places stringent demands on the vehicle body structure: it must support the combined lateral, vertical, and longitudinal loads generated by the tires rotating at large angles in multiple directions. However, existing technologies have shortcomings: on the one hand, traditional steel stamping and welding structures have blind spots in force transmission and stress concentration, making them unsuitable for multi-dimensional combined loads; on the other hand, distributed linear force transmission (relying on sheet metal welding points for step-by-step transmission) lacks a closed-loop, high-rigidity main frame, which easily leads to load loss and deformation. Summary of the Invention

[0003] In view of the shortcomings of the prior art, the purpose of this application is to provide a rear body assembly and vehicle, which aims to construct a closed-loop multi-directional force transmission channel to adapt to wheel-side drive and four-wheel steering systems, support the transmission of composite loads under multi-directional large-angle rotation of tires, thereby meeting the needs of advanced driving functions such as U-turns and tire translation.

[0004] In a first aspect, embodiments of this application provide a rear vehicle assembly, including a rear floor, a crossbeam, a lower control arm mounting bracket, two sill side beams, two rear shock absorber towers, and two corner modules; the two rear shock absorber towers are symmetrically connected to the left and right sides of the rear floor, the lower part of the rear shock absorber tower is fixedly connected to the lower control arm mounting bracket, and the corner modules are connected between the rear shock absorber tower and the lower control arm mounting bracket; the front end of the rear floor is connected to the top surface of the crossbeam, the lower front side of the rear shock absorber tower is provided with a connecting section, the end of the crossbeam is connected to the inner side of the connecting section, and the outer side of the connecting section is connected to the sill side beam.

[0005] In the above solution, the rear shock absorber tower, lower control arm mounting bracket, crossbeam, and sill side beam are rigidly connected to form an integral load-bearing structure. When the wheels perform large-angle steering or translation, complex lateral, vertical, and longitudinal combined loads can be quickly dispersed directly through this rigid, integrated closed-loop structure, avoiding the force transmission blind spots and stress concentration points present in traditional welded structures, significantly improving the overall structural rigidity and deformation resistance of the rear compartment. Furthermore, due to the direct and high-rigidity force transmission path, the deformation at the body joints is greatly suppressed when subjected to severe combined loads, thus effectively ensuring the stability of wheel alignment parameters (such as kingpin inclination angle and track width), preventing tire attitude drift caused by body deformation, and ensuring precise control of four-wheel steering. It better adapts to wheel-side drive and four-wheel steering systems, supporting the transmission of combined loads under multi-directional large-angle rotation of the tires, thereby meeting the needs of advanced driving functions such as U-turns and tire translation.

[0006] In one embodiment, the rear shock absorber tower is a one-piece die-cast aluminum alloy component.

[0007] In the above solution, a rear shock absorber tower is made of one-piece die-cast aluminum alloy. The density of aluminum alloy is about one-third that of steel, which can reduce the weight of the rear shock absorber tower and the rear vehicle assembly while ensuring structural rigidity, meeting the lightweight requirements of new energy vehicles. Furthermore, the one-piece die-casting process forms the connecting flange surface, reinforcing ribs, and installation interface in one piece, eliminating the need for welding, reducing the number of parts, eliminating weak points in welds and tolerance accumulation problems, and improving dimensional accuracy.

[0008] In one embodiment, the top of the rear shock absorber tower is provided with a first mounting part that connects to the upper part of the corner module, the lower part of the rear shock absorber tower is provided with a second mounting part that connects to the lower swing arm mounting bracket, the inner side of the lower end of the rear shock absorber tower is provided with a third mounting part that connects to the rear floor, and the outer side of the upper part of the rear shock absorber tower is provided with a fourth mounting part that connects to the inner plate of the wheel hub.

[0009] In the above scheme, multiple mounting sections (first to fourth) are set up on the rear shock absorber tower to improve structural integration and load transfer efficiency. The first mounting section achieves precise connection between the rear shock absorber tower and the corner module; the second mounting section connects to the lower control arm mounting bracket to strengthen the support of the corner module; the third mounting section connects to the rear floor to form an integrated load-bearing structure, improving the closed-loop force transmission network; and the fourth mounting section strengthens the linkage in the wheel hub area.

[0010] In one embodiment, the contact surface between the second mounting part and the lower swing arm mounting bracket is a toothed meshing surface.

[0011] In the above technical solution, the toothed meshing surface design increases the contact area and achieves circumferential / radial limiting, avoiding slippage and stress concentration during load transmission, reducing assembly tolerance accumulation, improving the connection accuracy between the rear shock absorber tower and the lower control arm mounting bracket, ensuring the stability of wheel positioning parameters, and adapting to the large-angle rotation requirements of wheel-side drive and four-wheel steering systems.

[0012] In one embodiment, the inner surface of the rear shock absorber tower is provided with a first reinforcing rib assembly, the first reinforcing rib assembly including a main arch-shaped load-bearing rib, a columnar support rib cluster and an annular reinforcing beam; the main arch-shaped load-bearing rib extends laterally and downward from the first mounting part in the form of a spatial curved surface; the columnar support rib cluster extends vertically downward from the first mounting part; the annular reinforcing beam is arranged around the inner surface of the rear shock absorber tower body and connects the main arch-shaped load-bearing rib and the columnar support rib cluster.

[0013] In the above scheme, the first reinforcing rib assembly enhances the structural rigidity, deformation resistance, and load-bearing capacity of the rear shock absorber tower through the synergistic effect of the main arch-shaped load-bearing rib, columnar support rib cluster, and annular reinforcing beam. The main arch-shaped load-bearing rib adopts a spatial curved surface structure, evenly distributing the load to the main body of the rear shock absorber tower and each mounting part, avoiding local stress concentration; the columnar support rib cluster extends vertically, strengthening the connection strength of the first mounting part and suppressing vertical displacement; the annular reinforcing beam is arranged around the main body, connecting the main arch-shaped load-bearing rib and the columnar support rib cluster, forming a three-dimensional reinforcing network, dispersing the force and constraining radial deformation. The first reinforcing rib assembly is compatible with the aluminum alloy integrated die-casting process, can be integrally molded, reduces assembly steps, improves structural consistency, and adapts to the combined load requirements of wheel-side drive and four-wheel steering systems.

[0014] In one embodiment, the first reinforcing rib assembly further includes a honeycomb mesh rib and an X-shaped intersecting rib; the honeycomb mesh rib is disposed on the inner surface area of ​​the rear shock absorber tower and is in the form of a regular quadrilateral mesh; the X-shaped intersecting rib is disposed on the inner surface area of ​​the rear shock absorber tower and has an intersecting angle of 60°~90°; the intersection point of the X-shaped intersecting rib coincides with the node of the honeycomb mesh rib.

[0015] In the above scheme, the honeycomb mesh reinforcement and X-shaped intersecting reinforcement added to the first reinforcing rib assembly work synergistically with the main arch-shaped load-bearing reinforcement and columnar support reinforcement cluster. The honeycomb mesh reinforcement has a regular quadrilateral grid, which evenly distributes local loads to the inner surface of the rear damping tower, avoiding local deformation. The X-shaped intersecting reinforcement has an included angle of 60°~90°, which optimizes torsional and bending resistance. Its intersection point coincides with the node of the honeycomb mesh reinforcement, realizing multi-point transmission and dispersion of loads and improving the overall load-bearing capacity.

[0016] In one embodiment, the outer surface of the rear shock absorber tower is provided with a second reinforcing rib assembly, which is distributed in a grid pattern.

[0017] In the above scheme, the second reinforcing rib assembly on the outer surface of the rear damper tower is distributed in a grid pattern, working in conjunction with the first reinforcing rib assembly on the inner surface. The grid structure covers the outer surface of the rear damper tower, uniformly distributing radial and circumferential loads and avoiding localized deformation; the load is transmitted through the coordinated action of the inner and outer reinforcing rib assemblies, reducing stress concentration.

[0018] In one embodiment, the crossbeam is a one-piece die-cast aluminum alloy component.

[0019] In the above solution, the use of aluminum alloy reduces the weight of the crossbeam, thereby reducing the overall weight of the rear vehicle assembly and improving structural rigidity. The integrated die-casting process enables the complex structure to be formed in one piece, reducing parts and assembly steps, avoiding weak points in welds, and improving dimensional accuracy. As a component of the closed-loop force transmission network, the crossbeam stably bears composite loads, optimizes load transfer efficiency, ensures the stability of wheel alignment parameters, and adapts to the composite load requirements of wheel-side drive and four-wheel steering systems.

[0020] In one embodiment, the lower swing arm mounting bracket is a one-piece die-cast aluminum alloy component.

[0021] In the above solution, the aluminum alloy material reduces the weight of the lower control arm mounting bracket, decreases the overall mass of the rear vehicle assembly, and improves structural rigidity. The integrated die-casting process enables the complex structure to be formed in one piece, eliminating weak points in the welds and improving dimensional accuracy. As a core component of the closed-loop force transmission network, the lower control arm mounting bracket bears the composite load transmitted by the rear shock absorber tower, optimizes load transmission efficiency, ensures the stability of wheel alignment parameters, and adapts to the composite load requirements of wheel-side drive and four-wheel steering systems.

[0022] In one embodiment, the corner module includes a rear shock absorber, a steering knuckle, an upper control arm, and a lower control arm. The upper end of the rear shock absorber is connected to the upper part of the rear shock absorber tower, and the lower end is rotatably connected to the lower control arm. The steering knuckle is connected to the wheel. One end of the upper control arm is rotatably connected to the upper part of the steering knuckle, and the other end is connected to the fifth mounting part of the upper part of the rear shock absorber. One end of the lower control arm is rotatably connected to the lower part of the steering knuckle, and the other end is rotatably connected to the lower control arm mounting bracket.

[0023] In the above solution, the corner module works in synergy with the core load-bearing structure of the rear vehicle body through a reasonable connection of the rear shock absorber, steering knuckle, upper control arm, and lower control arm. The steering knuckle is connected to the wheel, one end of the upper control arm is connected to the upper part of the steering knuckle and the other end is connected to the fifth mounting part of the rear shock absorber tower, and one end of the lower control arm is connected to the lower part of the steering knuckle and the other end is connected to the lower control arm mounting bracket, forming a closed-loop linkage structure. This structure efficiently transmits the combined load of the wheel to the rear shock absorber tower and the lower control arm mounting bracket, improving load transmission efficiency, ensuring the stability of wheel alignment parameters, and adapting to the combined load requirements of wheel-side drive and four-wheel steering systems.

[0024] In one embodiment, the connecting portion includes a main body, a first overlapping portion extending upward from the inner end of the main body, a second overlapping portion extending downward from the front end of the main body, a third overlapping portion extending horizontally outward from the outer end of the main body, and a fourth overlapping portion extending downward from the outer end of the main body; the first overlapping portion is connected to the outer side of the end of the crossbeam, the second overlapping portion is connected to the rear side of the end of the crossbeam, the third overlapping portion is connected to the top surface of the sill beam, and the fourth overlapping portion is connected to the inner side of the sill beam.

[0025] In the above solution, the connecting parts, through the division of labor and cooperation of the first to fourth overlapping parts, form a comprehensive, multi-plane rigid connection system with the crossbeam and sill edge beam, effectively solving the problems of insufficient load-bearing capacity and loose connection that are prone to occur in traditional single-part connections. The first overlapping part connects to the outer side of the crossbeam end, and the second overlapping part connects to the rear side of the crossbeam end, realizing bidirectional three-dimensional clamping of the crossbeam end. The two parts respectively fit against the outer and rear sides of the crossbeam end, forming circumferential limiting and radial support for the crossbeam end, significantly reducing the risk of swaying, displacement, or local damage to the crossbeam end under load, while improving connection accuracy and providing a reliable benchmark for the assembly of the rear vehicle body assembly.

[0026] Secondly, embodiments of this application provide a vehicle that includes the aforementioned rear body assembly. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application will be described below.

[0028] Figure 1 is a structural schematic diagram of the vehicle disclosed in an embodiment of this application; Figure 2 is an exploded view of the rear body assembly disclosed in an embodiment of this application; Figure 3 is an assembly schematic diagram of the corner module and the rear shock absorber tower disclosed in an embodiment of this application; Figure 4 is an assembly schematic diagram of the lower control arm mounting bracket and the rear shock absorber tower disclosed in an embodiment of this application; Figure 5 is a side view schematic diagram of the assembly of the lower control arm mounting bracket and the rear shock absorber tower disclosed in an embodiment of this application; Figure 6 is an assembly schematic diagram of the sill side beam and the rear shock absorber tower disclosed in an embodiment of this application; Figure 7 is a structural schematic diagram of the rear shock absorber tower disclosed in an embodiment of this application; Figure 8 is a side view schematic diagram of the rear shock absorber tower disclosed in an embodiment of this application; Figure 9 is a top view schematic diagram of the rear shock absorber tower disclosed in an embodiment of this application; Figure 10 is a structural schematic diagram of the corner module disclosed in an embodiment of this application.

[0029] Explanation of reference numerals in the attached drawings: 10-Rear floor, 20-Crossbeam, 21-Fifth overlap, 30-Lower swing arm mounting bracket, 31-Sixth mounting section, 32-Seventh mounting section, 40-Sill edge beam, 50-Rear shock absorber tower, 51-First mounting section, 52-Second mounting section, 53-Third mounting section, 54-Fourth mounting section, 55-Fifth mounting section, 56-First reinforcing rib assembly, 561-Main arch-shaped load-bearing rib, 562-Columnar support rib. Cluster, 563-ring reinforcing beam, 564-honeycomb mesh reinforcement, 565-X-type cross reinforcement, 57-second reinforcing rib assembly, 58-connecting section, 581-main body, 582-first overlap, 583-second overlap, 584-third overlap, 585-fourth overlap, 60-corner module, 61-rear shock absorber, 62-steering knuckle, 63-upper control arm, 64-lower control arm, 70-inner plate of wheel hub, 80-vehicle. Detailed Implementation

[0030] The terms "first," "second," etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Directional terms used in this application, such as "upper," "lower," "front," "rear," "left," "right," "inner," and "outer," are merely for reference to the orientation shown in the accompanying drawings. The use of directional terms is for better and clearer explanation and understanding of this application, and does not indicate the orientation of the referred device or component in an actual application scenario.

[0031] With the development of new energy vehicle technology, wheel-side drive technology has attracted widespread attention due to its ability to achieve independent drive and control of individual wheels. Combined with a four-wheel steering system, vehicles can achieve advanced driving functions such as tire translation, on-the-spot steering, and high-speed stability, greatly improving vehicle maneuverability and flexibility. However, existing technologies have many key defects, making it difficult to fully realize these advanced functions. On the one hand, when the wheel-side drive system achieves large-angle steering or even translation, a complex multi-dimensional composite load of lateral torsion, vertical, and longitudinal forces is generated at the wheel. This places requirements on the stiffness of the vehicle body mounting points and the overall force transmission path that far exceed those of traditional unidirectional / bidirectional load designs. Traditional steel stamping and welding structures have obvious force transmission blind spots and stress concentration problems, making them unsuitable for such composite loads. On the other hand, the existing traditional rear compartment adopts a steel stamping part distributed welding structure, and the force transmission path is linear, unidirectional and distributed. The wheel load needs to be transmitted step by step through multiple sheet metal welding points, which has obvious force transmission blind spots and stress concentration areas. Moreover, the force transmission depends on the splicing of distributed metal parts, without a centralized high-rigidity main frame, and cannot form a closed-loop force transmission network. When the tire rotates at a large angle and generates lateral torsional composite load, the welding points are prone to deformation and load transmission loss, resulting in the drift of wheel alignment parameters. It is simply unable to adapt to the multi-dimensional composite load transmission requirements of four-wheel steering.

[0032] To address the aforementioned technical issues, this application provides a rear vehicle assembly and vehicle that aims to construct a closed-loop multi-directional force transmission channel to adapt to wheel-side drive and four-wheel steering systems, supporting the transmission of composite loads under multi-directional large-angle rotation of the tires, thereby meeting the requirements of advanced driving functions such as U-turns and tire translation.

[0033] The embodiments of this application are described below with reference to the accompanying drawings.

[0034] In one embodiment, this application provides a vehicle, as shown in FIG1, the vehicle 80 including a rear body assembly. It should be noted that the vehicle 80 can be, but is not limited to, a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), a new energy vehicle, or a gasoline vehicle.

[0035] In one embodiment, this application provides a rear vehicle assembly, as shown in Figures 2 to 10, including a rear floor 10, a crossbeam 20, a lower control arm mounting bracket 30, two sill side beams 40, two rear shock absorber towers 50, and two corner modules 60; the two rear shock absorber towers 50 are symmetrically connected to the left and right sides of the rear floor 10, the lower part of the rear shock absorber tower 50 is fixedly connected to the lower control arm mounting bracket 30, and the corner modules 60 are connected between the rear shock absorber tower 50 and the lower control arm mounting bracket 30; the front end of the rear floor 10 is connected to the top surface of the crossbeam 20, the lower front side of the rear shock absorber tower 50 is provided with a connecting section 58, the end of the crossbeam 20 is connected to the inner side of the connecting section 58, and the outer side of the connecting section 58 is connected to the sill side beam 40.

[0036] This embodiment rigidly connects the rear shock absorber tower 50, lower control arm mounting bracket 30, crossbeam 20, and sill side beam 40 to form an integral load-bearing structure. When the wheels perform large-angle steering or translation, complex lateral, vertical, and longitudinal combined loads can be quickly dispersed directly through this rigid, integrated closed-loop structure, avoiding the force transmission blind spots and stress concentration points present in traditional welded structures, significantly improving the overall structural rigidity and deformation resistance of the rear compartment. Furthermore, due to the direct and high-rigidity force transmission path, the deformation at the body joints is significantly suppressed when subjected to severe combined loads, effectively ensuring the stability of wheel alignment parameters (such as kingpin inclination angle and track width), preventing tire attitude drift caused by body deformation, and thus ensuring precise control of four-wheel steering. It better adapts to wheel-side drive and four-wheel steering systems, supporting the transmission of combined loads under multi-directional large-angle rotation of the tires, thereby meeting the needs of advanced driving functions such as U-turns and tire translation.

[0037] In one optional embodiment, the crossbeam 20, lower control arm mounting bracket 30, and rear shock absorber tower 50 are all integrally die-cast aluminum alloy components. The integral die-cast aluminum alloy crossbeam 20, lower control arm mounting bracket 30, and rear shock absorber tower 50 have a density approximately one-third that of steel, reducing the weight of the crossbeam 20, lower control arm mounting bracket 30, rear shock absorber tower 50, and the rear vehicle assembly, while improving structural rigidity. The integral die-casting process allows for one-time molding of the connecting flange surface, reinforcing ribs, and mounting interfaces, eliminating the need for welding, reducing the number of parts, avoiding weak points in welds and tolerance accumulation, and improving dimensional accuracy.

[0038] The aluminum alloy castings utilize high-fluidity, high-strength, and high-ductility die-cast aluminum alloy materials that do not require heat treatment. Through a low-pressure die-casting process using hollow ribs and biomimetic thin walls, the main load-bearing ribs feature a closed hollow structure, while non-load-bearing areas are designed with a honeycomb-like biomimetic rib layout, achieving optimized wall thickness. Specifically, the wall thickness of the casting body can be optimized to 2.5~3.5mm. Non-critical surface textures on the aluminum castings enhance fluidity, improve the molten metal filling ability, and support thin-walled designs.

[0039] The crossbeam 20, lower swing arm mounting bracket 30, and rear shock absorber tower 50 are positioned through precision-machined mating surfaces and connected with high-strength bolts to ensure the shortest dimensional chain and minimal cumulative tolerance at critical installation points. The main castings of the crossbeam 20, lower swing arm mounting bracket 30, and rear shock absorber tower 50 are prefabricated with high precision off-site. The conical surface and double-positioning pin quick-connect interface enable blind assembly and quick connection, with assembly accuracy controlled within 0.05mm, simplifying the manufacturing process and improving production efficiency and consistency.

[0040] In one optional embodiment, as shown in Figures 2 to 10, the rear shock absorber tower 50 has a first mounting portion 51 at its top end that connects to the upper part of the corner module 60; a second mounting portion 52 at its lower end that connects to the lower control arm mounting bracket 30; a third mounting portion 53 at the inner side of the lower end of the rear shock absorber tower 50 that connects to the rear floor 10; and a fourth mounting portion 54 at the outer side of the upper part of the rear shock absorber tower 50 that connects to the inner plate 70 of the wheel hub. Further, the contact surface between the second mounting portion 52 and the lower control arm mounting bracket 30 is a toothed meshing surface.

[0041] The rear shock absorber tower 50 features multiple mounting sections, namely the first mounting section 51 to the fourth mounting section 54, and the second mounting section 52 has a toothed meshing surface design, which improves structural integration and load transfer efficiency. The first mounting section 51 achieves a precise connection between the rear shock absorber tower 50 and the corner module 60, strengthening the support of the corner module 60. The second mounting section 52 has a toothed meshing connection with the lower control arm mounting bracket 30, increasing the contact area and achieving circumferential / radial limiting, avoiding slippage and stress concentration during load transfer. The third mounting section 53 connects with the rear floor 10 to form an integrated load-bearing structure, improving the closed-loop force transmission network. Furthermore, the third mounting section 53 fits tightly with the sheet metal surface of the rear floor 10, improving connection stability. The fourth mounting section 54 strengthens the linkage of the inner plate 70 area of ​​the wheel hub, allowing for direct overlap with the inner plate of the rear wheel hub, resulting in a more robust structure and reducing weak points caused by welding or additional connectors. After connection, it is secured by a core-pulling riveting method to ensure connection strength. Specifically, the toothed meshing surface design of the contact surface between the second mounting part 52 and the lower control arm mounting bracket 30 reduces the accumulation of assembly tolerances, improves the connection accuracy between the rear shock absorber tower 50 and the lower control arm mounting bracket 30, ensures the stability of wheel alignment parameters, and adapts to the large-angle rotation requirements of wheel-side drive and four-wheel steering systems. When used in conjunction with high-strength flange bolts, a mechanical interlock is formed, effectively preventing the bolts from loosening due to vibration, i.e., "mechanical anti-loosening".

[0042] The machining deformation or offset of the mounting surfaces of each mounting part is controlled within 0.03mm. At the same time, the perpendicularity error between the rear axle axis of the vehicle and the drive flange is ensured to be no more than 0.03mm, so as to guarantee the stability and safety of the vehicle drive system.

[0043] In one optional embodiment, as shown in FIG8, the inner surface of the rear shock absorber tower 50 is provided with a first reinforcing rib assembly 56. The first reinforcing rib assembly 56 includes a main arch-shaped load-bearing rib 561, a columnar support rib cluster 562, and an annular reinforcing beam 563. The main arch-shaped load-bearing rib 561 extends laterally and downward from the first mounting part 51 in a spatial curved surface. The columnar support rib cluster 562 extends vertically downward from the first mounting part 51. The annular reinforcing beam 563 is arranged around the inner surface of the main body of the rear shock absorber tower 50 and connects the main arch-shaped load-bearing rib 561 and the columnar support rib cluster 562.

[0044] The first reinforcing rib assembly 56, through the synergistic effect of the main arch-shaped load-bearing rib 561, the columnar support rib cluster 562, and the annular reinforcing beam 563, enhances the structural rigidity, deformation resistance, and load-bearing capacity of the rear shock absorber tower 50. The main arch-shaped load-bearing rib 561 adopts a spatial curved surface structure, evenly distributing the load to the main body of the rear shock absorber tower 50 and each mounting part, avoiding localized stress concentration. The columnar support rib cluster 562 extends vertically, strengthening the connection strength of the first mounting part 51 and suppressing vertical displacement. The annular reinforcing beam 563 surrounds the main body, connecting the main arch-shaped load-bearing rib 561 and the columnar support rib cluster 562, forming a three-dimensional reinforcing network that disperses stress and constrains radial deformation. The first reinforcing rib assembly 56 is compatible with the integrated die-casting process of aluminum alloy, allowing for integral molding, reducing assembly steps, improving structural consistency, and adapting to the combined load requirements of wheel-side drive and four-wheel steering systems.

[0045] In one optional embodiment, as shown in FIG8, the first reinforcing rib assembly 56 further includes a honeycomb grid rib 564 and an X-shaped intersecting rib 565 on the inner surface region d of the rear shock absorber tower 50; the honeycomb grid rib 564 is a regular quadrilateral grid; the intersecting angle of the X-shaped intersecting rib 565 is 60°~90°; the intersection point of the X-shaped intersecting rib 565 coincides with the node of the honeycomb grid rib 564.

[0046] The honeycomb mesh ribs 564 and X-shaped intersecting ribs 565 added to the first reinforcing rib assembly 56 work in conjunction with the main arch-shaped load-bearing ribs 561 and the columnar support rib clusters 562. The honeycomb mesh ribs 564 are in the form of a regular quadrilateral grid, which evenly distributes local loads to the inner surface of the rear damping tower 50, avoiding local deformation. The intersecting angle of the X-shaped intersecting ribs 565 is 60°~90°, which optimizes torsional and bending resistance. Its intersection point coincides with the node of the honeycomb mesh ribs 564, realizing multi-point transmission and dispersion of loads and improving the overall load-bearing capacity.

[0047] In one optional embodiment, as shown in FIG9, the outer surface of the rear shock absorber tower 50 is provided with a second reinforcing rib assembly 57, which is distributed in a grid pattern.

[0048] The second reinforcing rib assembly 57 on the outer surface of the rear damping tower 50 is distributed in a grid pattern, working in conjunction with the first reinforcing rib assembly 56 on the inner surface. The grid structure covers the outer surface of the rear damping tower 50, distributing radial and circumferential loads evenly and avoiding local deformation; the load is transmitted through the inner and outer reinforcing rib assemblies 57 and 58, reducing stress concentration.

[0049] In one optional embodiment, as shown in Figures 2 to 5, the lower control arm mounting bracket 30 is a highly integrated complex structural component, manufactured using aluminum alloy hollow ribs and a biomimetic thin-walled low-pressure die-casting process to achieve a balance between lightweight and high strength. The casting body of the lower control arm mounting bracket 30 has a wall thickness of 3mm. In non-primary load-bearing areas, a honeycomb-shaped biomimetic rib structure is used to effectively improve stiffness and reduce weight, while also possessing good fatigue resistance and vibration absorption performance.

[0050] The lower control arm mounting bracket 30 extends forward and backward to form a sixth mounting part 31. Through the bolt holes on these two sixth mounting parts 31, it precisely aligns with the micro-toothed meshing surface of the second mounting part 52 on the rear shock absorber tower 50 casting, and is rigidly connected using high-strength flange bolts. An anti-slip micro-coating is applied between the mating surfaces, forming a dual anti-loosening mechanism of "mechanical engagement + friction enhancement" to ensure a stable and secure connection under long-term vibration conditions.

[0051] On the lower side of the lower control arm mounting bracket 30, there are rectangular mounting points with mounting holes, namely the seventh mounting parts 32, two on each side, used to connect the two ends of the lower control arm 64. In actual assembly, flexible bushings are pressed into the mounting holes of the seventh mounting parts 32. The flexible bushings are usually made of rubber or polyurethane, and the lower control arm 64 is hinged by bolts passing through the bushings. This design not only achieves structural connection, but also absorbs road impacts, buffers high-frequency vibrations, and allows for slight movements of the suspension system through the elastic deformation of the bushings, thereby improving the overall vehicle handling stability and ride comfort.

[0052] In one optional embodiment, as shown in Figures 2 and 6, the crossbeam 20 is an integrated alloy structural component arranged laterally at the front end of the rear floor 10 panel, extending along the width of the vehicle body. It is formed using aluminum alloy die-casting and has a hollow, closed cross-section structure, exhibiting excellent bending and torsional resistance. This casting serves as a key structural component connecting the rear compartment module and the vehicle's mid-section (passenger compartment), undertaking the dual functions of transmitting overall vehicle structural stiffness and integrating multiple systems. The hollow, closed cross-section is preferably rectangular, trapezoidal, or polygonal, with the wall thickness designed in a gradient according to the load distribution. It is locally thickened in high-stress areas and incorporates internal reinforcing ribs to enhance local stiffness and buckling resistance.

[0053] The casting of the crossbeam 20 has outwardly extending expansion flanges at both ends, namely the fifth overlapping part 21. The flanges extend continuously along the side profile and are firmly connected to the sheet metal structures of the left and right sides of the vehicle body through a composite connection method such as core-pulling riveting and bolt connection, forming a continuous force transmission path. This effectively transfers the vertical, lateral and torsional loads borne by the rear frame to the side of the vehicle body, significantly improving the continuity and uniformity of the bending stiffness and torsional stiffness of the whole vehicle.

[0054] On the lower surface of the main body of the crossbeam 20 casting, an integrally formed upward-protruding connecting seat is provided. This connecting seat has multiple bolt mounting holes for rigid connection with the middle of the rear floor 10 sheet metal part using high-strength bolts. This connection structure not only enhances the local support stiffness of the front part of the rear floor, but also serves as a key reinforcement structure for the front boundary of the passenger compartment floor. In frontal or offset collision conditions, it can effectively suppress the deformation of the rear floor intrusion into the passenger compartment, thereby improving collision safety.

[0055] The upper surface of the crossbeam 20 is a flat or partially machined mounting plane, which can serve as an assembly reference surface for the rear floor panel, facilitating modular assembly and improving production accuracy and efficiency. Its lower space can be integrated into the overall vehicle layout, serving as a mounting bracket or fixing interface for the front of the battery pack, or as a passageway for high-voltage wiring harnesses and communication harnesses, achieving integrated structural-electrical-assembly design and improving space utilization and assembly convenience. Furthermore, the lower part of the crossbeam 20 is connected to the front floor panel via a fixed connection structure (such as bolted connections or welding), forming a rigid transition between the front and rear structures, ensuring efficient load transfer between the rear frame and the passenger compartment. This connection structure can also serve as the front mounting for the rear battery pack, providing reliable forward positioning and load-bearing support for the battery system, enhancing the stability and safety of the battery pack installation.

[0056] In one optional embodiment, as shown in Figures 3, 4, and 10, the corner module 60 includes a rear shock absorber 61, a steering knuckle 62, an upper control arm 63, and a lower control arm 64. The upper end of the rear shock absorber 61 is connected to the upper part of the rear shock absorber tower 50, and the lower end is rotatably connected to the lower control arm 64. The steering knuckle 62 is connected to the wheel. One end of the upper control arm 63 is rotatably connected to the upper part of the steering knuckle 62, and the other end is connected to the fifth mounting part 55 on the upper part of the rear shock absorber tower 50. One end of the lower control arm 64 is rotatably connected to the lower part of the steering knuckle 62, and the other end is rotatably connected to the lower control arm mounting bracket 30.

[0057] The corner module 60, through the rational connection of the rear shock absorber 61, steering knuckle 62, upper control arm 63, and lower control arm 64, works in conjunction with the core load-bearing structure of the rear vehicle body. The steering knuckle 62 is connected to the wheel, one end of the upper control arm 63 is connected to the upper part of the steering knuckle 62, and the other end is connected to the fifth mounting part 55 of the rear shock absorber tower 50. One end of the lower control arm 64 is connected to the lower part of the steering knuckle 62, and the other end is connected to the lower control arm mounting bracket 30, forming a closed-loop linkage structure. This structure efficiently transmits the combined load of the wheel to the rear shock absorber tower 50 and the lower control arm mounting bracket 30, improving load transmission efficiency, ensuring the stability of wheel alignment parameters, and adapting to the combined load requirements of wheel-side drive and four-wheel steering systems.

[0058] In one embodiment, the connecting portion 58 includes a main body portion 581, a first overlapping portion 582 extending upward from the inner end of the main body portion 581, a second overlapping portion 583 extending downward from the front end of the main body portion 581, a third overlapping portion 584 extending horizontally outward from the outer end of the main body portion 581, and a fourth overlapping portion 585 extending downward from the outer end of the main body portion 581. The first overlapping portion 582 is connected to the outer side of the end of the crossbeam 20, the second overlapping portion 583 is connected to the rear side of the end of the crossbeam 20, the third overlapping portion 584 is connected to the top surface of the sill edge beam 40, and the fourth overlapping portion 585 is connected to the inner side of the sill edge beam 40.

[0059] The connecting part 58, through the coordinated efforts of the first to fourth overlapping parts, forms a comprehensive, multi-plane rigid connection system with the crossbeam 20 and the sill side beam 40, effectively solving problems such as insufficient load-bearing capacity and loose connection that are prone to occur in traditional single-part connections. The first overlapping part 582 connects to the outer side of the end of the crossbeam 20, and the second overlapping part 583 connects to the rear side of the end of the crossbeam 20, realizing bidirectional three-dimensional clamping of the end of the crossbeam 20. The two parts respectively fit against the outer and rear sides of the end of the crossbeam 20, forming circumferential limiting and radial support for the end of the crossbeam, significantly reducing the risk of swaying, displacement, or local damage to the end of the crossbeam under load, while improving connection accuracy and providing a reliable benchmark for the assembly of the rear vehicle body.

[0060] The third overlapping part 584 connects to the top surface of the sill edge beam 40, and the fourth overlapping part 585 connects to the inner side of the sill edge beam 40, achieving coordinated internal and external clamping of the sill edge beam 40. The third overlapping part 584 bears the vertical load from the connecting part 58, and the fourth overlapping part 585 constrains the inner displacement of the sill edge beam 40. The combination of the two can quickly disperse the load transmitted by the connecting part 58 to the sill edge beam 40, avoiding deformation caused by the load being concentrated in a single area of ​​the sill edge beam 40. At the same time, it improves the connection sealing and structural integrity between the connecting part 58 and the sill edge beam 40, reducing vibration and abnormal noise during driving.

[0061] Furthermore, as shown in Figure 2, the front end of the crossbeam 20 is provided with an L-shaped fifth overlap 21 that is adapted to the sill side beam 40.

[0062] During assembly, the crossbeam 20, lower control arm mounting bracket 30, sill side beam 40, and rear shock absorber tower 50 are first connected as described above to form a high-precision rear cabin frame. Then, the pre-assembled wheel-side drive four-wheel steering angle module 60 is installed onto this frame. The angle module 60 integrates the wheel-side motor, reducer, brake caliper, steering motor, and double wishbone suspension. The installation process is as follows: Align the front and rear bushing holes of the lower control arm 64 of the angle module 60 with the front and rear hydraulic bushings on the seventh mounting part 32 of the lower control arm mounting bracket 30, insert the connecting bolts, and tighten them.

[0063] The inner point of the upper swing arm 63 of the corner module 60 is connected to the fifth mounting part 55 on the side wall of the rear shock absorber tower 50.

[0064] Insert the upper end of the shock absorber 61 of the corner module 60 into the guide hole of the first mounting part 51 at the top of the rear shock absorber tower 50, and fix it with the nut at the top.

[0065] Because the crossbeam 20, the lower control arm mounting bracket 30 and the main body of the rear shock absorber tower 50 casting provide an extremely precise and stable mounting foundation, the corner module 60 can be quickly and accurately positioned and fixed, ensuring the consistency and reliability of the left and right wheel parameters.

[0066] Finally, install the rear floor 10, wheel hub inner panel 70, lower rear bulkhead and other sheet metal parts. These sheet metal parts are mainly fixed to the flanges or mounting points reserved on the main body of the casting by bolts or rivets to complete the encapsulation of the entire rear compartment.

[0067] The modular rear compartment structure of this invention provides a solid and reliable foundation for wheel-side drive. By incorporating four corner modules 60 and corresponding vehicle control systems, it can achieve various driving modes, including conventional same-direction steering, same-direction yaw to increase high-speed stability, reverse yaw to reduce low-speed turning radius, four-wheel crabbing and single-sided wheel reverse yaw, and stationary steering. After assembly, the modular rear compartment structure can work with the four-wheel steering system to achieve functions such as tire translation (lateral movement ±300mm), stationary steering (turning radius ≤1.5m), and rear-wheel steering (up to 60km / h), meeting driving performance requirements.

[0068] In this embodiment, the modular rear compartment structure exhibits a fundamentally different load transfer process compared to traditional structures under different driving modes, as detailed below: In stationary turning mode (with tires rotating ±45° in the opposite direction and a turning radius <1.5m, generating an extremely large lateral torsional load on the wheels, peaking at 3 times that of traditional driving modes), the load is first concentrated through the front and rear bushings of the lower control arm 64 and then input to the bushing mounting sleeve of the lower control arm mounting bracket 30. After being diverted by the cross-shaped main load-bearing rib system, 70% of the lateral torsional load is transferred to the rear shock absorber tower 50, and 30% is transferred to the integral casting of the lower control arm mounting bracket 30. The rear shock absorber tower 50 transfers the lateral torsional load to the sheet metal surface of the rear floor 10 through the third mounting part 53 with a large contact surface at the bottom, and the fourth mounting part 54 on the side transfers the load to the inner plate 70 of the rear wheel hub. This multi-path + proportional diversion design avoids excessive local stress and improves structural strength and durability.

[0069] Parallel Expansion Mode: All four wheels rotate ±45° in the same direction, moving ±300mm laterally. The wheels generate a combined longitudinal and lateral load. This load is input through the upper swing arm 63 to the mounting slot of the fifth mounting part 55 of the rear shock absorber tower 50, and simultaneously through the lower swing arm 64 to the lower swing arm mounting bracket 30. The two loads converge at the connection area between the rear shock absorber tower 50 casting and the lower swing arm mounting bracket 30 casting. The lateral load is transferred to the left and right side panels through the crossbeam 20, while the longitudinal load is transferred to the center compartment through the integral casting of the lower swing arm mounting bracket 30. During force transmission, the conical surface and double-locating pin quick-connect interface ensure no displacement of the force transmission node, and the micro-toothed meshing surface avoids installation reference drift during load transmission, achieving precise and lossless load transmission.

[0070] In normal driving / high-speed steering mode: the vertical and small lateral loads generated by the wheels are input through the rear shock absorber 61 to the guide hole of the first mounting part 51 of the rear shock absorber tower 50, and then transmitted to the sheet metal surface of the rear floor 10 through the bottom third mounting part 53. At the same time, the small load of the lower control arm 64 is transmitted to the crossbeam 20 through the lower control arm mounting bracket 30, and finally distributed to the whole vehicle. The force transmission path is short and the loss is low, which improves the load transmission efficiency by 40% compared with the traditional structure.

[0071] The above embodiments are merely preferred embodiments provided to fully illustrate the present invention, and the scope of protection of the present invention is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on the present invention are all within the scope of protection of the present invention.

Claims

1. A rear vehicle assembly, characterized in that, It includes a rear floor (10), a crossbeam (20), a lower swing arm mounting bracket (30), two door sill side beams (40), two rear shock absorber towers (50), and two corner modules (60); the two rear shock absorber towers (50) are symmetrically connected to the left and right sides of the rear floor (10), the lower part of the rear shock absorber tower (50) is fixedly connected to the lower swing arm mounting bracket (30), and the corner module (60) is connected between the rear shock absorber tower (50) and the lower swing arm mounting bracket (30); the front end of the rear floor (10) is connected to the top surface of the crossbeam (20), the lower front side of the rear shock absorber tower (50) is provided with a connecting section (58), the end of the crossbeam (20) is connected to the inner side of the connecting section (58), and the outer side of the connecting section (58) is connected to the door sill side beam (40).

2. The rear vehicle assembly according to claim 1, characterized in that: The rear shock absorber tower (50) is an integral die-cast aluminum alloy component.

3. The rear vehicle assembly according to claim 2, characterized in that: The rear shock absorber tower (50) has a first mounting part (51) at its top that is connected to the upper part of the corner module (60), a second mounting part (52) at its lower part that is connected to the lower swing arm mounting bracket (30), a third mounting part (53) at the inner side of the lower end of the rear shock absorber tower (50) that is connected to the rear floor (10), and a fourth mounting part (54) at the outer side of the upper part of the rear shock absorber tower (50) that is connected to the inner plate (70) of the wheel hub.

4. The rear vehicle assembly according to claim 3, characterized in that: The contact surface between the second mounting part (52) and the lower swing arm mounting bracket (30) is a toothed meshing surface.

5. The rear vehicle assembly according to claim 1, characterized in that: The inner surface of the rear shock absorber tower (50) is provided with a first reinforcing rib assembly (56), which includes a main arch-shaped load-bearing rib (561), a column-shaped support rib cluster (562), and an annular reinforcing beam (563). The main arch-shaped load-bearing rib (561) extends from the first mounting part (51) to the side and downward in a spatial curved surface. The column-shaped support rib cluster (562) extends vertically downward from the first mounting part (51). The annular reinforcing beam (563) is arranged around the inner surface of the main body of the rear shock absorber tower (50) and connects the main arch-shaped load-bearing rib (561) and the column-shaped support rib cluster (562).

6. The rear vehicle assembly according to claim 5, characterized in that: The first reinforcing rib assembly (56) further includes a honeycomb grid rib (564) and an X-shaped cross rib (565) disposed on the inner surface area of ​​the rear shock absorber tower (50); the honeycomb grid rib (564) is a regular quadrilateral grid, the X-shaped cross rib (565) has an included angle of 60°~90°, and the intersection point of the X-shaped cross rib (565) coincides with the node of the honeycomb grid rib (565).

7. The rear vehicle assembly according to claim 1, characterized in that: The outer surface of the rear shock absorber tower (50) is provided with a second reinforcing rib assembly (57), which is distributed in a grid pattern.

8. The rear vehicle assembly according to claim 1, characterized in that: The crossbeam (20) is an integral die-cast aluminum alloy component.

9. The rear vehicle assembly according to claim 1, characterized in that: The lower swing arm mounting bracket (30) is an integral die-cast aluminum alloy component.

10. The rear vehicle assembly according to claim 1, characterized in that: The corner module (60) includes a rear shock absorber (61), a steering knuckle (62), an upper control arm (63), and a lower control arm (64). The upper end of the rear shock absorber (61) is connected to the upper part of the rear shock absorber tower (50), and the lower end is rotatably connected to the lower control arm (64). The steering knuckle (62) is connected to the wheel. One end of the upper control arm (63) is rotatably connected to the upper part of the steering knuckle (62), and the other end is connected to the fifth mounting part (55) on the upper part of the rear shock absorber (61). One end of the lower control arm (64) is rotatably connected to the lower part of the steering knuckle (62), and the other end is rotatably connected to the lower control arm mounting bracket (30).

11. The rear vehicle assembly according to claim 1, characterized in that: The connecting portion (58) includes a main body portion (581), a first overlapping portion (582) extending upward from the inner end of the main body portion (581), a second overlapping portion (583) extending downward from the front end of the main body portion (581), a third overlapping portion (584) extending horizontally outward from the outer end of the main body portion (581), and a fourth overlapping portion (585) extending downward from the outer end of the main body portion (581); the first overlapping portion (582) is connected to the outer side of the end of the crossbeam (20), the second overlapping portion (583) is connected to the rear side of the end of the crossbeam (20), the third overlapping portion (584) is connected to the top surface of the sill side beam (40), and the fourth overlapping portion (585) is connected to the inner side of the sill side beam (40).

12. A vehicle, characterized in that: Includes the rear body assembly as described in any one of claims 1 to 11.

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