Rear shock absorption tower structure, rear vehicle body assembly and vehicle

Abstract

The embodiment of the invention relates to the technical field of vehicle bodies, and discloses a rear shock absorption tower structure, a rear vehicle body assembly and a vehicle, the rear shock absorption tower structure comprises a rear shock absorption tower main body, and the rear shock absorption tower main body comprises a first mounting part arranged at the top end of the rear shock absorption tower main body and used for fixing a rear shock absorber; the second mounting part is arranged at the lower end of the rear shock absorption tower main body and is used for being connected with a lower swing arm mounting bracket; the third mounting part is arranged on the inner side of the lower part of the rear shock absorption tower main body and is connected with a rear floor; the fourth mounting part is arranged on the outer side of the upper end of the rear shock absorption tower main body and is connected with a hub package inner plate; and the fifth mounting part is arranged on the front side of the lower end of the rear shock absorption tower body, the inner side of the fifth mounting part is connected with a cross beam, and the outer side of the fifth mounting part is connected with a doorsill boundary beam. According to the technical scheme, the bearing performance of the structure can be improved, and the vehicle space layout is optimized.

Description

Rear shock absorber tower structure, rear body assembly and vehicle Technical Field

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

[0002] As the requirements for mobility and flexibility of new energy vehicles increase, the integration of four-wheel steering and wheel-side drive technologies has become a trend. Large-angle steering conditions such as U-turns place stringent requirements on shock absorber mounting components.

[0003] Existing shock absorber mounting brackets are mostly made of steel plate stamping and welding or simple aluminum alloy casting structure, which have many defects, as follows: 1. Insufficient load adaptation: When turning at a large angle, it needs to bear multi-dimensional composite loads. Traditional structural load-bearing design is single and the force transmission is dispersed, which easily leads to stress concentration, resulting in reference drift and structural deformation.

[0004] 2. The contradiction between lightweight and high stiffness: Increasing the wall thickness of steel components to improve stiffness will increase weight, which goes against the trend of lightweighting; although aluminum alloy components reduce weight, they are not optimized for composite loads and have insufficient stiffness.

[0005] 3. Insufficient installation accuracy and anti-loosening: Welded mounting brackets have large cumulative tolerances and are prone to loosening under alternating loads, affecting wheel alignment stability and steering accuracy.

[0006] 4. Low integration: It only undertakes fixed functions and has poor compatibility with wheel-side motors and steering actuators, resulting in a complex rear compartment layout. Summary of the Invention

[0007] In view of the shortcomings of the prior art, the purpose of this application is to provide a rear shock absorber tower structure, a rear body assembly and a vehicle, which aims to improve the structural load-bearing performance and optimize the vehicle space layout.

[0008] In a first aspect, embodiments of this application provide a rear shock absorber tower structure, which includes a rear shock absorber tower body. The rear shock absorber tower body includes: a first mounting part disposed at the top of the rear shock absorber tower body for fixing the rear shock absorber; a second mounting part disposed at the lower end of the rear shock absorber tower body for connecting with the lower control arm mounting bracket; a third mounting part disposed on the inner side of the lower part of the rear shock absorber tower body for connecting with the rear floor; a fourth mounting part disposed on the outer side of the upper end of the rear shock absorber tower body for connecting with the inner plate of the wheel hub; and a fifth mounting part disposed on the front side of the lower end of the rear shock absorber tower body, the inner side of the fifth mounting part being connected with a crossbeam, and the outer side of the fifth mounting part being connected with the door sill edge beam.

[0009] In the above technical solution, by integrating the first mounting part for fixing the rear shock absorber and the second mounting part for fixing the lower control arm mounting bracket into the main body of the rear shock absorber tower, and by setting a third mounting part to connect with the rear floor, a fourth mounting part to connect with the inner plate of the wheel hub, and a fifth mounting part to connect with the crossbeam and sill side beam, a high-rigidity, lightweight, high-precision, and multi-functional integrated design of the rear shock absorber tower is achieved. This effectively solves the problems of insufficient structural stiffness under multi-dimensional composite loads, installation reference drift, functional dispersion, and poor adaptability to operating conditions in existing technologies. It significantly improves the overall stiffness and modal performance of the vehicle's rear body, meets the requirements of the four-wheel steering system for high-precision positioning, high-rigidity load-bearing capacity, and lightweight design, thereby enhancing the vehicle's handling stability, structural durability, and assembly reliability under large-angle steering conditions.

[0010] In one embodiment, the upper inner surface of the rear shock absorber tower body is provided with a sixth mounting part for fixing the upper swing arm of the suspension.

[0011] In the aforementioned technical solution, the upper control arm of the suspension is directly mounted to the upper part of the rear shock absorber tower body. Utilizing the high rigidity of the shock absorber tower itself, this helps improve the relative positional accuracy between the upper control arm, the shock absorber, and the lower control arm, reducing the cumulative assembly errors caused by additional supports. This helps ensure the accuracy and consistency of the suspension kinematic parameters, thereby improving the vehicle's driving stability and handling response performance. Furthermore, the integrated design of the sixth mounting unit eliminates the need for separate upper control arm mounting brackets or bushing seats, achieving functional integration between the suspension components and the rear shock absorber tower. This reduces the number of body parts, simplifies the overall vehicle structural layout, and has a practical effect on reducing vehicle weight and achieving lightweight design, thus improving the vehicle's energy efficiency. Simultaneously, the sixth mounting unit and the rear shock absorber tower body are integrated or firmly connected, allowing the load borne by the upper control arm to be directly transferred to the rear shock absorber tower, the core load-bearing structure at the rear of the vehicle. This enhances the integrity of the suspension system and the body frame, improving load-bearing capacity and impact resistance, dispersing local stress, and enhancing the reliability and durability of the structure under complex operating conditions.

[0012] In one embodiment, the rear shock absorber tower body is an integral die-cast aluminum alloy component, and the inner surface of the rear shock absorber tower body is provided with a first reinforcing rib assembly, which includes a main arch-shaped load-bearing rib, a columnar support rib cluster, and an annular reinforcing beam.

[0013] In the aforementioned technical solution, by designing the main body of the rear shock absorber tower as a one-piece die-cast aluminum alloy component, and integrating a first reinforcing rib assembly consisting of a main arch-shaped load-bearing rib, a cluster of column-shaped support ribs, and a ring-shaped reinforcing beam on the inner surface, the core problems of insufficient structural stiffness, stress concentration, and manufacturing process defects in existing technologies are effectively solved. The one-piece die-casting process of aluminum alloy achieves weight reduction while simultaneously enhancing structural stiffness through the synergistic effect of the main arch-shaped load-bearing rib, the cluster of column-shaped support ribs, and the ring-shaped reinforcing beam.

[0014] In one embodiment, the main arch-shaped load-bearing reinforcement extends downward from the first mounting portion at the top, forming a spatial curved surface; the columnar support reinforcement cluster extends vertically downward from the first mounting portion at the top; and the annular reinforcing beam connects the main arch-shaped load-bearing reinforcement and the columnar support reinforcement cluster, and is arranged around the inner surface of the rear shock absorber tower body.

[0015] In the aforementioned technical solution, the coordinated design of the main arch-shaped load-bearing ribs, columnar support rib clusters, and annular reinforcing beams achieves efficient multi-dimensional load transfer and stiffness optimization in the rear damping tower structure. Specifically, the main arch-shaped load-bearing ribs extend downwards from the first mounting section at the top, exhibiting a spatial curved surface shape. This effectively guides the distributed transmission of lateral, vertical, and longitudinal composite loads along an optimized path, avoiding stress concentration caused by traditional straight-line reinforcing ribs. The columnar support rib clusters extend vertically downwards from the first mounting section at the top, providing vertical stiffness support and forming a synergistic force-bearing system with the main arch-shaped load-bearing ribs. The annular reinforcing beam connects the main arch-shaped load-bearing ribs and the columnar support rib clusters, and is positioned around the inner surface of the rear damping tower body, forming a closed annular structure that significantly improves the overall structural stiffness and torsional resistance. The synergistic effect of these three components enhances structural stiffness. Furthermore, the rational design of the spatial curved surface shape and annular layout ensures full molten metal filling during the integral die-casting of the aluminum alloy, reducing casting defects such as porosity and shrinkage cavities, and guaranteeing casting quality.

[0016] In one embodiment, the first reinforcing rib assembly further includes a honeycomb grid rib and an X-shaped cross rib disposed on the inner surface area of ​​the rear shock absorber tower body; the honeycomb grid rib is a regular quadrilateral grid, the cross angle of the X-shaped cross rib is 60°~90°, and the intersection point of the X-shaped cross rib coincides with the node of the honeycomb grid rib.

[0017] In the above technical solution, a reinforcing rib assembly consisting of honeycomb mesh ribs and X-shaped cross ribs is installed on the inner surface of the rear shock absorber tower body to achieve efficient multi-dimensional load transfer and stiffness optimization of the rear shock absorber tower structure. The honeycomb mesh ribs are located in the front and / or middle regions, forming a regular quadrilateral grid to create a uniform stress distribution system. The X-shaped cross ribs are located in the middle and / or rear regions, with an intersection angle of 60°~90°, coinciding with the nodes of the honeycomb mesh ribs to form a seamless composite reinforcement structure. This arrangement, through the synergistic effect of the honeycomb mesh and the X-shaped cross ribs, allows the multi-dimensional composite load to be evenly distributed and transferred along an optimized path, effectively avoiding stress concentration and significantly improving structural stiffness. Simultaneously, the optimized intersection angle design (60°~90°) of the X-shaped cross ribs, coinciding with the honeycomb mesh nodes, ensures the continuity and efficiency of the load transfer path, meeting the stringent requirements of high stiffness and high precision for four-wheel steering systems.

[0018] In one embodiment, the outer surface of the rear shock absorber tower body is provided with a second reinforcing rib assembly, which is distributed in a grid pattern.

[0019] In the aforementioned technical solution, the external stiffness and structural stability of the rear shock absorber tower are effectively improved by incorporating a second reinforcing rib assembly arranged in a grid pattern on the outer surface of the rear shock absorber tower body. The grid pattern design evenly distributes external loads, avoiding localized stress concentrations. Simultaneously, it works synergistically with the first reinforcing rib assembly on the inner surface to form a combined internal and external stiffness reinforcement system, enhancing the overall structural stiffness. Furthermore, it meets the surface forming requirements of the high-vacuum die-casting process, ensuring surface flatness and assembly precision, significantly enhancing the rear shock absorber tower's resistance to deformation under external load conditions. This satisfies the stringent requirements of four-wheel steering systems for high stiffness, high reliability, and lightweight vehicle body structures, thereby effectively improving the overall stiffness of the vehicle's rear body, handling stability under complex operating conditions, and structural durability.

[0020] In one embodiment, the third mounting part is fixed to the rear floor by a first bolt, the inner side of the fifth mounting part is fixed to the crossbeam by a second bolt, and the outer side of the fifth mounting part is fixed to the sill edge beam by a third bolt.

[0021] In the aforementioned technical solution, the bolted fixing method—connecting the third mounting section to the rear floor with a first bolt, the inner side of the fifth mounting section to the crossbeam with a second bolt, and the outer side to the sill beam with a third bolt—effectively solves the core problems of large cumulative tolerances, low installation accuracy, and poor connection reliability inherent in traditional welded connections. This design ensures a high-precision rigid connection between the rear shock absorber tower and the rear floor, crossbeam, and sill beam, preventing installation reference drift and significantly improving the stability of wheel alignment parameters. Simultaneously, the bolted connection method facilitates assembly and maintenance, offers excellent resistance to vibration and loosening, and meets the stringent requirements of four-wheel steering systems for high-precision positioning, high reliability, and a lightweight body, thereby significantly enhancing the vehicle's handling stability, structural durability, and assembly reliability under large-angle steering conditions.

[0022] In one embodiment, the fifth mounting 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 edge beam, and the fourth overlapping portion is connected to the inner side of the sill edge beam.

[0023] In the above solution, the fifth installation unit, through the division of labor and cooperation of the first to fourth overlapping parts, forms a comprehensive, multi-plane rigid connection system with the crossbeam and sill edge beam, 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 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. Both 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.

[0024] Secondly, embodiments of this application provide a rear vehicle assembly that includes the aforementioned rear shock absorber tower structure.

[0025] Thirdly, embodiments of this application provide a vehicle that includes the aforementioned rear body assembly. Attached Figure Description

[0026] 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.

[0027] Figure 1 is a structural schematic diagram of the vehicle disclosed in the embodiment of this application; Figure 2 is a structural schematic diagram of the rear shock absorber tower body disclosed in the embodiment of this application; Figure 3 is a side view of the rear shock absorber tower body disclosed in the embodiment of this application; Figure 4 is a top view of the rear shock absorber tower body disclosed in the embodiment of this application; Figure 5 is an exploded view of the assembly between the rear shock absorber tower body and the vehicle body parts disclosed in the embodiment of this application; Figure 6 is a schematic diagram of the assembly structure between the rear shock absorber tower body and the vehicle body parts disclosed in the embodiment of this application; Figure 7 is a schematic diagram of the assembly structure between the fifth mounting part and the crossbeam and the door sill side beam disclosed in the embodiment of this application.

[0028] Explanation of reference numerals in the attached drawings: 10-Rear shock absorber tower body, 11-First mounting part, 12-Second mounting part, 13-Third mounting part, 14-Fourth mounting part, 15-Fifth mounting part, 151-Main body, 152-First overlapping part, 153-Second overlapping part, 154-Third overlapping part, 155-Fourth overlapping part, 16-Sixth mounting part, 17-First reinforcing rib assembly, 171-Main arch-shaped load-bearing rib, 172-Columnar support rib cluster, 173-Annular reinforcing beam, 174-Honeycomb mesh rib, 175-X-shaped cross rib, 18-Second reinforcing rib assembly, 20-Rear shock absorber, 30-Lower control arm mounting bracket, 40-Rear floor, 50-Wheel hub inner plate, 60-Crossbeam, 61-Overlap part, 70-Sill edge beam, 80-Suspension upper control arm, 81-Suspension lower control arm, 82-Steering knuckle, 90-Vehicle. Detailed Implementation

[0029] 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.

[0030] The embodiments of this application are described below with reference to the accompanying drawings.

[0031] In one embodiment, this application provides a specific implementation of a rear shock absorber tower structure, a rear body assembly, and a vehicle. The invention will be further described in detail below with reference to the accompanying drawings.

[0032] As shown in Figures 2 to 6, this embodiment provides a rear shock absorber tower structure, which includes a rear shock absorber tower body 10. The rear shock absorber tower body 10 is an integral die-cast aluminum alloy component, on which multiple functional parts are provided. Specifically, the rear shock absorber tower body 10 includes a first mounting part 11, a second mounting part 12, a third mounting part 13, a fourth mounting part 14, and a fifth mounting part 15.

[0033] The first mounting part 11 is located at the top of the rear shock absorber tower body 10 and is used to fix the rear shock absorber 20.

[0034] The second mounting part 12 is located at the lower end of the rear shock absorber tower body 10 and is used to connect with the lower swing arm mounting bracket 30.

[0035] The third installation part 13 is located on the lower inner side of the rear shock absorber tower body 10 and is connected to the rear floor 40.

[0036] The fourth mounting part 14 is located on the outer side of the upper end of the rear shock absorber tower body 10 and is connected to the inner plate 50 of the wheel hub.

[0037] The fifth mounting part 15 is located on the front side of the lower end of the rear shock absorber tower body 10. The inner side of the fifth mounting part 15 is connected to the crossbeam 60, and the outer side of the fifth mounting part 15 is connected to the sill side beam 70.

[0038] By integrating the first mounting part 11 of the fixed rear shock absorber 20 and the second mounting part 12 of the fixed lower control arm mounting bracket 30 into the rear shock absorber tower body 10, and by setting a third mounting part 13 to connect with the rear floor 40, a fourth mounting part 14 to connect with the inner plate of the wheel hub 50, and a fifth mounting part 15 to connect with the crossbeam 60 and the sill side beam 70, a high-rigidity, lightweight, high-precision, and multi-functional integrated design of the rear shock absorber tower is achieved. This effectively solves the problems of insufficient structural stiffness, installation reference drift, functional dispersion, and poor adaptability to working conditions under multi-dimensional composite loads in the existing technology, significantly improving the overall stiffness and modal performance of the vehicle's rear body, meeting the requirements of the four-wheel steering system for high-precision positioning, high-rigidity load-bearing capacity, and lightweight design, thereby enhancing the vehicle's handling stability, structural durability, and assembly reliability under large-angle steering conditions.

[0039] In one embodiment, the upper inner surface of the rear shock absorber tower body 10 is provided with a sixth mounting part 16 for fixing the upper swing arm 80 of the suspension.

[0040] The upper control arm 80 is directly mounted to the upper part of the rear shock absorber tower body 10. Utilizing the high rigidity of the rear shock absorber tower body itself, this helps improve the relative positional accuracy between the upper control arm 80, the rear shock absorber 20, and the lower control arm 81. It reduces the accumulated assembly errors caused by additional supports, ensuring the accuracy and consistency of suspension kinematic parameters, thereby improving vehicle stability and handling response. Furthermore, the integrated design of the sixth mounting section 16 eliminates the need for separate upper control arm mounting brackets or bushing seats, achieving functional integration of the suspension components and the rear shock absorber tower. This reduces the number of body parts, simplifies the overall vehicle structure layout, and has a practical effect on reducing vehicle weight and achieving lightweight design, thus improving vehicle energy efficiency. Meanwhile, the sixth mounting part 16 and the rear shock absorber tower body 10 are integrated or firmly connected, so that the load borne by the upper control arm 80 of the suspension can be directly transferred to the rear shock absorber tower, the core load-bearing structure at the rear of the vehicle. This enhances the integrity of the suspension system and the vehicle frame, which is conducive to improving load-bearing capacity and impact resistance, dispersing local stress, and improving the reliability and durability of the structure under complex working conditions.

[0041] The upper end of the rear shock absorber 20 is connected to the first mounting part 11 on the upper part of the rear shock absorber tower body 10, and the lower end is rotatably connected to the lower control arm 81 of the suspension; the steering knuckle 82 is connected to the wheel; one end of the upper control arm 80 of the suspension is rotatably connected to the upper part of the steering knuckle 82, and the other end is connected to the sixth mounting part 16 on the upper part of the rear shock absorber tower body 10; one end of the lower control arm 81 is rotatably connected to the lower part of the steering knuckle 82, and the other end is rotatably connected to the lower control arm mounting bracket 30.

[0042] In one embodiment, as shown in FIG3, in the aforementioned rear damping tower body 10, a first reinforcing rib assembly 17 is provided on the inner surface of the rear damping tower body, which includes a main arch-shaped load-bearing rib 171, a columnar support rib cluster 172, an annular reinforcing beam 173, a honeycomb grid rib 174, and an X-shaped intersecting rib 175. The main arch-shaped load-bearing rib 171 extends downward from the top first mounting portion 11, exhibiting a spatial curved surface shape. The columnar support rib cluster 172 extends vertically downward from the top first mounting portion 11; the annular reinforcing beam 173 connects the main arch-shaped load-bearing rib 171 and the columnar support rib cluster 172, and is arranged around the inner surface of the rear damping tower body; the honeycomb grid rib 174 is located in the front and / or middle region of the rear damping tower body, forming a regular quadrilateral grid; the X-shaped intersecting rib 175 is located in the middle and / or rear region of the rear damping tower body, with an intersecting angle of 60°~90°, and its intersection point coincides with the node of the honeycomb grid rib 174.

[0043] The first reinforcing rib assembly 17 guides the multi-dimensional composite load along an optimized path through the main arch-shaped load-bearing rib 171, avoiding stress concentration. The columnar support rib cluster 172 provides vertical stiffness support, forming a synergistic force-bearing system with the main arch-shaped load-bearing rib 171. The annular reinforcing beam 173 forms a closed annular structure, improving overall stiffness and torsional resistance; the overlapping design of the honeycomb grid ribs 174 and X-shaped intersecting ribs 175 ensures a continuous and efficient load transfer path. The synergistic effect of these three components enhances structural stiffness, while the spatial curved surface and grid layout take into account the filling fluidity of the high-vacuum die-casting process for aluminum alloys, significantly reducing casting defects such as porosity and shrinkage cavities, ensuring the stability of casting quality and the feasibility of mass production. This design effectively solves the core problems of insufficient structural stiffness, stress concentration, and manufacturing process defects in existing technologies.

[0044] In one embodiment, as shown in Figure 4, the outer surface of the rear damper tower body 10 is provided with a second reinforcing rib assembly 18, which is distributed in a grid pattern. This design evenly distributes external loads, avoids local stress concentration, and works in conjunction with the first reinforcing rib assembly 17 on the inner surface to form an internal and external stiffness reinforcement system, thereby improving the overall structural stiffness. The grid pattern also meets the surface forming requirements of the high-vacuum die-casting process, ensuring the flatness of the outer surface and assembly accuracy, and significantly enhancing the rear damper tower's resistance to deformation under external load conditions.

[0045] In one embodiment, as shown in Figures 5 to 7, the third mounting part 13 is fixed to the rear floor 40 by a first bolt, the inner side of the fifth mounting part 15 is fixed to the crossbeam 60 by a second bolt, and the outer side of the fifth mounting part 15 is fixed to the sill side beam 70 by a third bolt, forming a rigid connection structure. The bolted connection effectively solves the problems of large accumulated tolerances, low installation accuracy, and poor connection reliability associated with traditional welded connections, ensuring high-precision positioning of the rear shock absorber tower and the vehicle frame, avoiding installation reference drift, and improving the stability of wheel alignment parameters. Simultaneously, it optimizes the load transmission path, evenly distributing lateral / vertical / longitudinal composite loads, eliminating stress concentration, and providing excellent anti-vibration loosening performance, meeting the stringent requirements of four-wheel steering systems for high-precision positioning, high reliability, and lightweight vehicle bodies.

[0046] In one embodiment, the fifth mounting portion 15 includes a main body 151, a first overlapping portion 152 extending upward from the inner end of the main body 151, a second overlapping portion 153 extending downward from the front end of the main body 151, a third overlapping portion 154 extending horizontally outward from the outer end of the main body 151, and a fourth overlapping portion 155 extending downward from the outer end of the main body. The first overlapping portion 152 is connected to the outer side of the end of the crossbeam 60, the second overlapping portion 153 is connected to the rear side of the end of the crossbeam 60, the third overlapping portion 154 is connected to the top surface of the sill beam 70, and the fourth overlapping portion 155 is connected to the inner side of the sill beam 70.

[0047] The fifth mounting section 15, through the division of labor and cooperation of the first to fourth overlapping sections, forms a comprehensive, multi-plane rigid connection system with the crossbeam 60 and the sill side beam 70, 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 section 152 connects to the outer side of the end of the crossbeam 60, and the second overlapping section 153 connects to the rear side of the end of the crossbeam 60, realizing bidirectional three-dimensional clamping of the end of the crossbeam 60. The two sections respectively fit against the outer and rear sides of the end of the crossbeam 60, 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 60 under load, while improving connection accuracy and providing a reliable benchmark for the assembly of the rear vehicle body.

[0048] The third overlapping part 154 connects to the top surface of the sill edge beam 70, and the fourth overlapping part 155 connects to the inner side of the sill edge beam 70, achieving coordinated internal and external clamping of the sill edge beam 70. The third overlapping part 154 bears the vertical load from the fifth mounting part 15, and the fourth overlapping part 155 constrains the inner displacement of the sill edge beam 70. The combination of the two can quickly disperse the load transmitted by the fifth mounting part 15 to the sill edge beam 70, avoiding deformation caused by the load being concentrated in a single area of ​​the sill edge beam 70. At the same time, it improves the connection sealing and structural integrity between the fifth mounting part 15 and the sill edge beam 70, reducing vibration and abnormal noise during driving.

[0049] This embodiment provides a rear vehicle assembly including the aforementioned rear shock absorber tower structure. The rear shock absorber tower body 10 is reliably connected to the rear floor 40, wheel hub inner plate 50, crossbeam 60, and sill side beam 70 via the third mounting part 13, the fourth mounting part 14, and the fifth mounting part 15, forming a high-rigidity vehicle body frame. This rear vehicle assembly, by integrating the multi-functional characteristics of the rear shock absorber tower structure, significantly improves the overall rigidity, modal performance, and aerodynamic efficiency of the rear vehicle body, meeting the comprehensive requirements of new energy vehicles for lightweighting, high handling stability, and structural durability.

[0050] As shown in Figure 1, this embodiment provides a vehicle 90, which includes the aforementioned rear body assembly. Under four-wheel steering conditions, the rear shock absorber tower structure of the vehicle 90 achieves precise control during large-angle steering maneuvers such as U-turns and parallel translations through high rigidity load-bearing capacity, efficient multi-dimensional load transmission, and dynamic wheel arch adjustment. Simultaneously, the integrated die-cast aluminum alloy structure and integrated design reduce the overall vehicle weight and improve energy efficiency. This vehicle 90 exhibits excellent handling stability, structural durability, and driving safety under complex conditions, providing crucial support for the large-scale application of intelligent chassis technology.

[0051] It should be noted that vehicle 90 can be, but is not limited to, pure electric vehicles (PEV / BEV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), new energy vehicles, and gasoline vehicles.

[0052] In summary, this invention achieves core advantages such as high stiffness and lightweight, high precision integration, efficient load transmission and dynamic adaptability through the innovative design of the rear shock absorber tower structure, effectively solving the pain points of existing technologies and significantly improving vehicle performance.

[0053] 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 damping tower structure, comprising a rear damping tower body (10), characterized in that: The rear shock absorber tower body (10) includes: a first mounting part (11) located at the top of the rear shock absorber tower body (10) for fixing the rear shock absorber (20); a second mounting part (12) located at the lower end of the rear shock absorber tower body (10) for connecting with the lower swing arm mounting bracket (30); a third mounting part (13) located on the inner side of the lower part of the rear shock absorber tower body (10) for connecting with the rear floor (40); a fourth mounting part (14) located on the outer side of the upper end of the rear shock absorber tower body (10) for connecting with the inner plate (50) of the wheel hub; and a fifth mounting part (15) located on the front side of the lower end of the rear shock absorber tower body (10), with the inner side of the fifth mounting part (15) connected with the crossbeam (60) and the outer side of the fifth mounting part (15) connected with the sill side beam (70).

2. The rear damping tower structure according to claim 1, characterized in that: The upper inner surface of the rear shock absorber tower body (10) is provided with a sixth mounting part (16) for fixing the upper swing arm (80) of the suspension.

3. The rear damping tower structure according to claim 1, characterized in that: The rear shock absorber tower body (10) is an integral die-cast aluminum alloy component. The inner surface of the rear shock absorber tower body (10) is provided with a first reinforcing rib assembly (17). The first reinforcing rib assembly (17) includes a main arch-shaped bearing rib (171), a column-shaped support rib cluster (172), and an annular reinforcing beam (173).

4. The rear damping tower structure according to claim 3, characterized in that: The main arch-shaped load-bearing reinforcement (171) extends downward from the top first mounting part (11) and has a spatial curved shape; the column-shaped support reinforcement cluster (172) extends vertically downward from the top first mounting part (11); the annular reinforcing beam (173) connects the main arch-shaped load-bearing reinforcement (171) and the column-shaped support reinforcement cluster (172) and is arranged around the inner surface of the rear shock absorber tower body (10).

5. The rear damping tower structure according to claim 3, characterized in that: The first reinforcing rib assembly (17) further includes a honeycomb grid rib (174) and an X-shaped cross rib (175) disposed on the inner surface area of ​​the rear shock absorber tower body (10); the honeycomb grid rib (174) is a regular quadrilateral grid, the cross angle of the X-shaped cross rib (175) is 60°~90°, and the intersection point of the X-shaped cross rib (175) coincides with the node of the honeycomb grid rib (174).

6. The rear damping tower structure according to claim 1, characterized in that: The outer surface of the rear shock absorber tower body (10) is provided with a second reinforcing rib assembly (18), which is distributed in a grid pattern.

7. The rear damping tower structure according to claim 1, characterized in that: The third mounting part (13) is fixed to the rear floor (40) by the first bolt, the inner side of the fifth mounting part (15) is fixed to the crossbeam (60) by the second bolt, and the outer side of the fifth mounting part (15) is fixed to the door sill beam (70) by the third bolt.

8. The rear damping tower structure according to claim 1, characterized in that: The fifth mounting part (15) includes a main body (151), a first overlapping part (152) extending upward from the inner end of the main body (151), a second overlapping part (153) extending downward from the front end of the main body (151), a third overlapping part (154) extending horizontally outward from the outer end of the main body (151), and a fourth overlapping part (155) extending downward from the outer end of the main body; the first overlapping part (152) is connected to the outer side of the end of the crossbeam (60), the second overlapping part (153) is connected to the rear side of the end of the crossbeam (60), the third overlapping part (154) is connected to the top surface of the sill side beam (70), and the fourth overlapping part (155) is connected to the inner side of the sill side beam (70).

9. A rear vehicle assembly, characterized in that: Includes the rear damping tower structure as described in any one of claims 1 to 8.

10. A vehicle, characterized in that: Includes the rear body assembly as described in claim 9.

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