Vehicle body C column assembly and vehicle

Abstract

The invention provides a vehicle body C column assembly and a vehicle. In the vehicle body C-column assembly, a C-column assembly comprises a left C-column inner plate and a right C-column inner plate; the rear floor framework is arranged behind the bottom of the vehicle body; the first connecting assembly and the second connecting assembly are arranged in the length direction of a vehicle body, the first connecting assembly is connected to the left C column inner plate, and a first force transmission path is formed between the two ends, in the width direction of the vehicle body, of the right C column inner plate and the rear floor framework; the second connecting assembly is connected to the left C-column inner plate, a second force transmission path is formed between the right C-column inner plate and the two ends, in the width direction of the vehicle body, of the rear floor framework, and the vehicle comprises the vehicle body C-column assembly. Force flow concentration of a single path is avoided, load distribution is more uniform, stress concentration is reduced, force flow transmission continuity is improved, torsional rigidity of a vehicle body is improved, and torsional deformation of the vehicle body is effectively restrained.

Description

Technical Field

[0001] This invention belongs to the field of vehicle body technology and relates to a C-pillar assembly and vehicle. Background Technology

[0002] With the development of the automotive industry, the C-pillar structure has evolved from a simple roof support into a comprehensive engineering element integrating safety, lightweighting, manufacturing feasibility, and aesthetics. High torsional stiffness has become a core indicator for measuring the passive safety and overall quality of modern vehicles, especially electric vehicles. A high-rigidity body not only protects occupants but, for electric vehicles, is also a crucial line of defense against battery compression and fire after a collision.

[0003] However, the existing C-pillar structure still has obvious shortcomings: First, most models use a single C-ring structure, which has a single force transmission path and uneven load distribution. Under dynamic conditions, stress concentration is likely to occur, causing weld or sheet metal cracking. Second, the structural components are welded together in multiple parts, resulting in discontinuous force transmission and a decrease in body stiffness and modal performance. Third, the torsional section at the rear of the vehicle is also single, which makes the body risky when subjected to asymmetrical loads (such as one wheel going over a bump). Summary of the Invention

[0004] This application provides a C-pillar assembly and vehicle to solve the problems existing in the prior art, avoid the concentration of force flow along a single path, make the load distribution more uniform, reduce stress concentration, increase the continuity of force flow transmission, increase the torsional stiffness of the vehicle body, and effectively suppress the torsional deformation of the vehicle body.

[0005] The C-pillar assembly provided in this application includes: a C-pillar assembly including a left C-pillar inner panel and a right C-pillar inner panel; a rear floor frame disposed at the rear bottom of the vehicle body; a first connecting component and a second connecting component arranged along the length direction of the vehicle body, wherein the first connecting component connects the left C-pillar inner panel, the right C-pillar inner panel and the two ends of the rear floor frame along the width direction of the vehicle body to form a first force transmission path, and the second connecting component connects the left C-pillar inner panel, the right C-pillar inner panel and the two ends of the rear floor frame along the width direction of the vehicle body to form a second force transmission path.

[0006] Optionally, the first connecting assembly includes a first reinforcing plate for the left rear wheel arch inner panel and a first reinforcing plate for the right rear wheel arch inner panel arranged along the width direction of the vehicle body; the second connecting assembly includes a second reinforcing plate for the left rear wheel arch inner panel and a second reinforcing plate for the right rear wheel arch inner panel arranged along the width direction of the vehicle body; the first end of the first reinforcing plate for the left rear wheel arch inner panel and the first end of the second reinforcing plate for the left rear wheel arch inner panel are both fixedly connected to the left C-pillar inner panel, and the first end of the first reinforcing plate for the right rear wheel arch inner panel and the first end of the second reinforcing plate for the right rear wheel arch inner panel are both fixedly connected to the right C-pillar inner panel; the second end of the first reinforcing plate for the left rear wheel arch inner panel and the second end of the second reinforcing plate for the right rear wheel arch inner panel are both connected to the rear floor frame.

[0007] Optionally, the rear floor frame includes a first rear floor crossbeam and a second rear floor crossbeam arranged along the length of the vehicle body; the second end of the first reinforcing plate of the left rear wheel arch inner panel and the second end of the first reinforcing plate of the right rear wheel arch inner panel are respectively connected to the two ends of the first rear floor crossbeam along the width of the vehicle body; the second end of the second reinforcing plate of the left rear wheel arch inner panel and the second end of the second reinforcing plate of the right rear wheel arch inner panel are respectively connected to the two ends of the second rear floor crossbeam along the width of the vehicle body.

[0008] Optionally, the rear floor frame is bent at both ends along the width of the vehicle body to form a left vertical flange and a right vertical flange, respectively; the left vertical flange is fitted and connected to the second end of the first reinforcing plate of the left rear wheel arch inner panel and the second end of the second reinforcing plate of the left rear wheel arch inner panel; the right vertical flange is fitted and connected to the second end of the first reinforcing plate of the right rear wheel arch inner panel and the second end of the second reinforcing plate of the right rear wheel arch inner panel.

[0009] Optionally, it also includes a left rear wheel cover inner panel and a right rear wheel cover inner panel; the left rear wheel cover inner panel is fitted and connected to the left vertical flange, and the right rear wheel cover inner panel is fitted and connected to the right vertical flange.

[0010] Optionally, the left vertical flange is bolted to the second end of the first reinforcing plate of the left rear wheel cover inner panel and the second end of the second reinforcing plate of the left rear wheel cover inner panel, and the left rear wheel cover inner panel is riveted to the left vertical flange; the right vertical flange is bolted to the second end of the first reinforcing plate of the right rear wheel cover inner panel and the second end of the second reinforcing plate of the right rear wheel cover inner panel, and the right rear wheel cover inner panel is riveted to the right vertical flange.

[0011] Optionally, the rear floor frame is a one-piece die-cast aluminum component.

[0012] Optionally, the height of the first end of the first reinforcing plate of the left rear wheel arch inner panel is greater than the height of the first end of the second reinforcing plate of the left rear wheel arch inner panel; the height of the first end of the first reinforcing plate of the right rear wheel arch inner panel is greater than the height of the first end of the second reinforcing plate of the right rear wheel arch inner panel.

[0013] Optionally, the first reinforcing plate of the left rear wheel cover inner panel, the second reinforcing plate of the left rear wheel cover inner panel, the first reinforcing plate of the right rear wheel cover inner panel, and the second reinforcing plate of the right rear wheel cover inner panel are all provided with reinforcing cavities.

[0014] This application also provides a vehicle including the body C-pillar assembly described in any of the above claims.

[0015] The above technical solution has the following beneficial effects: The C-pillar assembly provided in this application forms two independent force transmission paths at the rear of the vehicle body by setting a first connecting component and a second connecting component arranged along the length of the vehicle body. When the vehicle is subjected to a load from above (such as suspension excitation) or a collision force from the rear, the force flow can be transmitted to the rear floor frame simultaneously along the two paths (the first force transmission path and the second force transmission path), avoiding the force concentration of a single path, making the load distribution more uniform, and avoiding stress concentration. The two force transmission paths directly connect the left and right C-pillar inner panels to the left and right sides of the rear floor frame, respectively, forming a continuous force transmission channel from the C-pillar to the rear floor frame, eliminating the force flow interruption phenomenon caused by the welding of multiple parts in traditional structures. Finally, the two force transmission path structure significantly increases the torsional section modulus of the rear of the vehicle body, giving the vehicle body higher torsional stiffness when subjected to asymmetrical loads (such as a single wheel going over a bump), effectively suppressing torsional deformation of the vehicle body. Attached Figure Description

[0016] The preferred embodiments of this application will now be described in detail with reference to the accompanying drawings to help understand the purpose and advantages of this application, wherein...

[0017] Figure 1 An axial view of the left C-pillar inner panel of the vehicle body C-pillar assembly provided in an optional embodiment of this application, which is connected to the rear floor frame via a left connecting unit.

[0018] Figure 2 This is a front view of the left C-pillar inner panel of the vehicle body C-pillar assembly provided in an optional embodiment of this application, which is connected to the rear floor frame via a left connecting unit.

[0019] Figure 3 This is a schematic diagram of the structure of the rear floor frame provided in an optional embodiment of this application.

[0020] Figure 4 for Figure 3 AA cross-sectional view.

[0021] Figure 5 This is a schematic diagram of the structure at the connection point between the left connecting unit and the rear floor frame, provided in an optional embodiment of this application.

[0022] Figure 6 for Figure 5 BB cross-section diagram.

[0023] Figure 7 This is a schematic diagram of the structure of the first reinforcing plate of the inner panel of the left rear wheel arch provided in an optional embodiment of this application.

[0024] Figure 8 This is a schematic diagram of the structure of the first reinforcing plate of the inner panel of the right rear wheel arch provided in an optional embodiment of this application.

[0025] Figure 9 This is a schematic diagram of the structure of the second reinforcing plate of the inner panel of the left rear wheel arch, provided in an optional embodiment of this application.

[0026] Figure 10 This is a schematic diagram of the structure of the second reinforcing plate of the inner panel of the right rear wheel arch provided in an optional embodiment of this application.

[0027] Explanation of reference numerals in the attached figures: 1-C-pillar assembly, 10-Left C-pillar inner panel, 2-Rear floor frame, 20-Left vertical flange, 21-Right vertical flange, 3-First connecting assembly, 30-Left rear wheel arch inner panel first reinforcing plate, 31-Right rear wheel arch inner panel first reinforcing plate, 4-Second connecting assembly, 40-Left rear wheel arch inner panel second reinforcing plate, 41-Right rear wheel arch inner panel second reinforcing plate, 5-Left rear wheel arch inner panel. Detailed Implementation

[0028] The technical solution of the present invention will be further described in detail below with reference to embodiments and accompanying drawings. The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the structures shown in the accompanying drawings. The terms "inner" and "outer" refer to directions toward or away from the geometric center of a specific component, respectively. These are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive terms.

[0029] The C-pillar component of the vehicle body provided in this application, such as Figure 1 and Figure 2 As shown, it includes: C-pillar assembly 1, rear floor frame 2, and first connecting component 3 and second connecting component 4 arranged along the length of the vehicle body.

[0030] The C-pillar assembly 1 includes a left C-pillar inner panel 10 and a right C-pillar inner panel. The rear floor frame 2 is located at the rear bottom of the vehicle body. The first connecting component 3 connects the left C-pillar inner panel 10, the right C-pillar inner panel and the rear floor frame 2 at both ends along the width direction of the vehicle body to form a first force transmission path. The second connecting component 4 connects the left C-pillar inner panel 10, the right C-pillar inner panel and the rear floor frame 2 at both ends along the width direction of the vehicle body to form a second force transmission path.

[0031] In one optional embodiment, the left C-pillar inner panel 10 and the right C-pillar inner panel extend along the vehicle body height direction, forming a supporting frame for the rear side of the vehicle. The rear floor frame 2 has a plate-like structure, spanning the left and right sides of the vehicle body, with its front end connected to the vehicle floor and its rear end connected to the rear panel. The first connecting component 3 and the second connecting component 4 are arranged sequentially along the front-rear direction of the vehicle body, with the first connecting component 3 located at the front and the second connecting component 4 located at the rear. The upper parts of the left and right ends of the first connecting component 3 are fixedly connected to the left C-pillar inner panel 10 and the right C-pillar inner panel, respectively, and the lower parts of the left and right ends of the first connecting component 3 are connected to the left and right sides of the rear floor frame 2, respectively, thereby forming a first force transmission path between the left C-pillar inner panel 10, the left side of the first connecting component 3, the rear floor frame 2, the right side of the first connecting component 3, and the right C-pillar inner panel. The second connecting component 4 forms a second force transmission path in the same manner. The two force transmission paths are independent of each other, forming a dual-path parallel force transmission structure in the front-rear direction of the vehicle body.

[0032] The C-pillar assembly provided in this application forms two independent force transmission paths at the rear of the vehicle body by setting a first connecting component 3 and a second connecting component 4 arranged along the length of the vehicle body. When the vehicle is subjected to a load from above (such as suspension excitation) or a collision force from the rear, the force flow can be transmitted to the rear floor frame 2 simultaneously along the two paths (the first force transmission path and the second force transmission path), avoiding the concentration of force flow on a single path, making the load distribution more uniform, reducing stress concentration. The two force transmission paths directly connect the left C-pillar inner panel 10 and the right C-pillar inner panel to the left and right sides of the rear floor frame 2, respectively, forming a continuous force transmission channel from the C-pillar to the rear floor frame 2, eliminating the force flow interruption phenomenon caused by the welding of multiple parts in the traditional structure. Finally, the two force transmission path structure significantly increases the torsional section modulus of the rear of the vehicle body, giving the vehicle body higher torsional stiffness when subjected to asymmetrical loads (such as a single wheel going over a bump), effectively suppressing the torsional deformation of the vehicle body.

[0033] In one alternative implementation, such as Figures 1 to 2 , Figures 7 to 10As shown, the first connecting assembly 3 includes a first reinforcing plate 30 for the left rear wheel arch inner panel and a first reinforcing plate 31 for the right rear wheel arch inner panel arranged along the width direction of the vehicle body; the second connecting assembly 4 includes a second reinforcing plate 40 for the left rear wheel arch inner panel and a second reinforcing plate 41 for the right rear wheel arch inner panel arranged along the width direction of the vehicle body; the first end of the first reinforcing plate 30 and the first end of the second reinforcing plate 40 for the left rear wheel arch inner panel are both fixedly connected to the left C-pillar inner panel 10, and the first end of the first reinforcing plate 31 and the first end of the second reinforcing plate 41 for the right rear wheel arch inner panel are both fixedly connected to the right C-pillar inner panel; the second ends of the first reinforcing plate 30 and the second reinforcing plate 40 for the left rear wheel arch inner panel, and the second ends of the first reinforcing plate 31 and the second reinforcing plate 41 for the right rear wheel arch inner panel are all connected to the rear floor frame 2.

[0034] This embodiment employs four independent reinforcing plates (first reinforcing plate 30 for the left rear wheel arch inner panel, first reinforcing plate 31 for the right rear wheel arch inner panel, second reinforcing plate 40 for the left rear wheel arch inner panel, and second reinforcing plate 41 for the right rear wheel arch inner panel) as connecting units. This facilitates targeted design and optimization based on the load requirements of different vehicle models, improving design flexibility and scalability. Taking the left side as an example, the left C-pillar inner panel 10 is connected to the rear floor frame 2 via the two reinforcing plates, the first reinforcing plate 30 and the second reinforcing plate 40, forming a double-point support. Compared to a single-point connection, the double-point connection significantly reduces the stress at each connection point, improves the stress distribution of the C-pillar inner panel, and effectively solves the problem of fatigue cracking caused by stress concentration in the left C-pillar inner panel 10 under alternating loads. In addition, the first reinforcing plate 30 and the second reinforcing plate 40 of the left rear wheel arch inner panel located on the left side are symmetrically arranged with the first reinforcing plate 31 and the second reinforcing plate 41 of the right rear wheel arch inner panel located on the right side. This ensures the left-right balance of the first and second force transmission paths, enabling the vehicle to maintain good force transmission efficiency under both symmetrical loads (such as vertical jump) and asymmetrical loads (such as torsional conditions). The four reinforcing plates are all independent parts, which can be manufactured separately and then assembled, reducing the molding difficulty of individual parts and facilitating the use of various processes such as stamping and casting. Specifically, the first connecting assembly 3 is composed of the first reinforcing plate 30 of the left rear wheel arch inner panel and the first reinforcing plate 31 of the right rear wheel arch inner panel. The first reinforcing plate 30 of the left rear wheel arch inner panel is a long, rigid strip. Its first end is fixedly connected to the left C-pillar inner panel 10 by welding, and its second end is connected to the left side of the rear floor frame 2. The first reinforcing plate 31 of the right rear wheel arch inner panel is symmetrical to the first reinforcing plate 30 of the left rear wheel arch inner panel. Its first end is fixedly connected to the right C-pillar inner panel, and its second end is connected to the right side of the rear floor frame 2. The second connecting assembly 4 consists of the second reinforcing plate 40 of the left rear wheel arch inner panel and the second reinforcing plate 41 of the right rear wheel arch inner panel. Its connection method is the same as the first connecting assembly 3, but it is located behind the first connecting assembly 3. Both the first reinforcing plate 30 and the second reinforcing plate 40 of the left rear wheel arch inner panel are connected to the left C-pillar inner panel 10, forming a double-point connection; the same applies to the right side.

[0035] Furthermore, in the embodiments of this application, the first reinforcing plate 30 of the left rear wheel cover inner panel, the second reinforcing plate 40 of the left rear wheel cover inner panel, the first reinforcing plate 31 of the right rear wheel cover inner panel, and the second reinforcing plate 41 of the right rear wheel cover inner panel are all independent components.

[0036] In an optional embodiment, the rear floor frame 2 includes a first rear floor crossbeam and a second rear floor crossbeam arranged along the length of the vehicle body; the second ends of the first reinforcing plate 30 of the left rear wheel arch inner panel and the second ends of the first reinforcing plate 31 of the right rear wheel arch inner panel are respectively connected to the two ends of the first rear floor crossbeam along the width of the vehicle body; the second ends of the second reinforcing plate 40 of the left rear wheel arch inner panel and the second ends of the second reinforcing plate 41 of the right rear wheel arch inner panel are respectively connected to the two ends of the second rear floor crossbeam along the width of the vehicle body. This embodiment transfers the load from the C-pillar to the two crossbeams (front and rear) of the first and second rear floor crossbeams, resulting in a wider load distribution at the bottom of the vehicle body and avoiding localized overload caused by load concentration on a single crossbeam. The first and second rear floor crossbeams jointly bear the load from the C-pillar, and the rear floor frame 2 between the two crossbeams forms an integral load-bearing structure, significantly improving the overall rigidity of the rear of the vehicle body. In a rear-end collision, the collision energy is transferred sequentially through the second rear floor crossbeam and the first rear floor crossbeam to the front of the rear floor, forming a multi-stage energy absorption structure that improves passive safety.

[0037] Specifically, the rear floor frame 2 includes a first rear floor crossbeam and a second rear floor crossbeam spaced apart along the front-rear direction of the vehicle body. The first rear floor crossbeam is located on the front side, and the second rear floor crossbeam is located on the rear side. Both the first and second rear floor crossbeams are integrated into the rear floor frame 2. Each rear floor crossbeam is a hollow, closed-section beam extending along the width of the vehicle body, with both ends connected to the longitudinal beams or side panels on the left and right sides of the vehicle body, respectively. The second ends of the first reinforcing plate 30 of the left rear wheel arch inner panel and the second ends of the first reinforcing plate 31 of the right rear wheel arch inner panel are respectively connected to the left and right ends of the first rear floor crossbeam by bolts or welding. The second ends of the second reinforcing plate 40 of the left rear wheel arch inner panel and the second ends of the second reinforcing plate 41 of the right rear wheel arch inner panel are respectively connected to the left and right ends of the second rear floor crossbeam. Thus, the first connecting assembly 3 connects the C-pillar assembly 1 to the first rear floor crossbeam, and the second connecting assembly 4 connects the C-pillar assembly 1 to the second rear floor crossbeam.

[0038] In one alternative implementation, such as Figure 3 and Figure 4As shown, the rear floor frame 2 is bent at both ends along the width of the vehicle body to form a left vertical flange 20 and a right vertical flange 21, respectively. The left vertical flange 20 is fitted and connected to the second end of the first reinforcing plate 30 and the second reinforcing plate 40 of the left rear wheel arch inner panel. The right vertical flange 21 is fitted and connected to the second end of the first reinforcing plate 31 and the second reinforcing plate 41 of the right rear wheel arch inner panel. Compared with point-like or line-like connections, the two vertical flanges (left vertical flange 20 and right vertical flange 21) provide a surface-to-surface fit connection with a larger contact area and higher connection rigidity, making the force transmission between the four reinforcing plates and the rear floor frame 2 smoother and reducing local stress concentration. The two vertical flanges can also serve as reinforcement structures for the rear floor frame 2, significantly improving the bending and torsional stiffness on both sides of the rear floor frame 2, making the rear floor frame 2 less prone to local deformation when subjected to loads from the four reinforcing plates. In addition, the two vertical flanges provide a clear assembly reference surface, which facilitates the positioning and fixing of the four reinforcing plates during the assembly process, improving the assembly efficiency and accuracy of the production line.

[0039] Specifically, the rear floor frame 2 is manufactured using a one-piece die-casting or stamping process, with its left and right edges bent upwards or downwards respectively to form a left vertical flange 20 and a right vertical flange 21. The left vertical flange 20 is a vertical wall extending along the length of the vehicle body. The second end of the first reinforcing plate 30 of the left rear wheel arch inner panel and the second end of the second reinforcing plate 40 of the left rear wheel arch inner panel are both provided with mating surfaces that match the left vertical flange 20, and are connected by bolts or rivets to achieve surface-to-surface mating. The structure of the right vertical flange 21 is symmetrical to that of the left vertical flange 20. The arrangement of the two vertical flanges creates a continuous flange structure on both sides of the rear floor frame 2 in the width direction, providing a large-area connection interface for the reinforcing plates.

[0040] In an optional embodiment, the system also includes a left rear wheel arch inner panel 5 and a right rear wheel arch inner panel; the left rear wheel arch inner panel 5 is fitted and connected to the left vertical flange 20, and the right rear wheel arch inner panel is fitted and connected to the right vertical flange 21. The connection between the rear wheel arch inner panels and the vertical flanges allows force flow to form a more complete closed-loop transmission network between the C-pillar, the reinforcing plate, the rear floor frame 2, and the rear wheel arch inner panels, further improving the structural continuity of the rear of the vehicle. Moreover, the connection between the rear wheel arch inner panels and the vertical flanges significantly enhances the local stiffness of the rear wheel arch area, reduces wheel arch vibration during driving, and improves NVH performance inside the vehicle. At the same time, sealing performance is improved: the fitted connection between the rear wheel arch inner panels and the vertical flanges forms a continuous sealing interface, which is beneficial to the sealing design of the rear wheel arch area and reduces the intrusion of noise, water, and dust. Finally, the left rear wheel arch inner panel 5, the right rear wheel arch inner panel, and the four reinforcing plates share the vertical flanges as the connection interface, realizing the compactness of the connection structure, avoiding the addition of additional connecting parts, and optimizing space utilization.

[0041] Specifically, the left rear wheel arch inner panel 5 is a sheet metal or cast aluminum part covering the inside of the rear wheel arch, and its shape matches the rear wheel profile. The edge of the left rear wheel arch inner panel 5 is provided with a mating surface that mates with the left vertical flange 20, and it is fixedly connected to the left vertical flange 20 by riveting or welding. The connection method between the right rear wheel arch inner panel and the right vertical flange 21 is symmetrical to that on the left side. The left rear wheel arch inner panel 5 and the right rear wheel arch inner panel are respectively connected to the left vertical flange 20 and the right vertical flange 21 in a surface-to-surface fit, making the rear wheel arch inner panel an integral part of the vehicle body structure.

[0042] In one alternative implementation, such as Figures 5 to 6 As shown, the left vertical flange 20 is bolted to the second end of the first reinforcing plate 30 of the left rear wheel cover inner plate and the second end of the second reinforcing plate 40 of the left rear wheel cover inner plate, and the left rear wheel cover inner plate 5 is riveted to the left vertical flange 20; the right vertical flange 21 is bolted to the second end of the first reinforcing plate 31 of the right rear wheel cover inner plate and the second end of the second reinforcing plate 41 of the right rear wheel cover inner plate, and the right rear wheel cover inner plate is riveted to the right vertical flange 21. This embodiment of the application uses self-piercing riveting to connect the inner plate of the rear wheel arch and the vertical flange, eliminating the need for pre-drilling and simplifying the process. Simultaneously, self-piercing riveting is suitable for connecting aluminum alloy materials, avoiding the problems of thermal deformation and performance degradation in the heat-affected zone caused by welding. The reinforcing plate and the vertical flange are connected by bolts, facilitating position adjustment and tolerance compensation during assembly, and also simplifying disassembly and replacement during later maintenance. The simultaneous use of both bolts and riveting on the same vertical flange satisfies the functional requirements of different components while avoiding the limitations of a single connection method.

[0043] Specifically, the left vertical flange 20 has bolt holes and riveting holes. The second ends of the first reinforcing plate 30 and the second reinforcing plate 40 of the left rear wheel arch inner panel are respectively provided with threaded holes or welded nuts, forming a detachable connection with the left vertical flange 20 via bolts. The left rear wheel arch inner panel 5 is permanently connected to the left vertical flange 20 via self-piercing rivets (SPR). Self-piercing riveting is a cold-joining technology that does not require pre-drilling and is suitable for connecting aluminum components. The connection method of the right vertical flange 21 is symmetrical to that of the left. Bolted connections facilitate position adjustment during assembly and subsequent disassembly and maintenance; riveted connections provide a high-strength permanent connection and do not have a thermal impact on the aluminum alloy material.

[0044] In one specific embodiment, at least three sets of bolt connection points are provided between the left vertical flange 20 and the second end of the first reinforcing plate 30 of the left rear wheel arch inner plate. These three sets of bolt connection points are spaced apart along the length of the vehicle body, forming a multi-point support structure. At least two sets of self-piercing riveting connection points are provided between the left rear wheel arch inner plate 5 and the left vertical flange 20. These two sets of self-piercing riveting connection points are spaced apart along the height of the vehicle body. By rationally distributing the number and position of the connection points, the load distribution in the connection area is made more uniform, avoiding localized stress concentration.

[0045] In one optional embodiment, the rear floor frame 2 is a one-piece die-cast aluminum component. Using aluminum is beneficial for vehicle weight reduction, energy consumption reduction, and increased electric vehicle range. One-piece die casting eliminates weld seams and weld points, avoiding performance degradation caused by the heat-affected zone of welding, significantly improving the overall rigidity and modal performance of the rear floor frame 2. Simultaneously, one-piece die casting simplifies the welding and assembly process of multiple parts into a single-piece molding process, reducing mold investment, tooling equipment, and assembly time, thereby lowering production costs and manufacturing cycle time.

[0046] Specifically, the rear floor frame 2 is made of heat-free aluminum alloy and integrally formed by high-pressure die casting. The integrally die-cast rear floor frame 2 integrates the rear floor crossbeams, longitudinal reinforcing ribs, mounting bosses, vertical flanges and other structures into a single part, eliminating the need for subsequent welding and assembly. It can be directly assembled with other components by means of bolts, rivets and other connection methods.

[0047] In an optional embodiment, the height of the first end of the first reinforcing plate 30 of the left rear wheel arch inner panel is greater than the height of the first end of the second reinforcing plate 40 of the left rear wheel arch inner panel; the height of the first end of the first reinforcing plate 31 of the right rear wheel arch inner panel is greater than the height of the first end of the second reinforcing plate 41 of the right rear wheel arch inner panel. Distributing the connection points at different height positions of the C-pillar assembly 1 avoids localized stress concentration caused by multiple connection points concentrated in the same height area, resulting in a more uniform stress distribution in the C-pillar assembly 1 under alternating loads. This force dispersion effectively reduces the peak stress of the C-pillar assembly 1, significantly reducing the risk of fatigue cracking. Furthermore, the staggered arrangement in the height direction allows for better stiffness distribution of the first and second force transmission paths in the height direction, improving the vehicle body's ability to resist torsional loads.

[0048] Specifically, the first end connecting the first reinforcing plate 30 of the left rear wheel arch inner panel to the left C-pillar inner panel 10 is positioned higher in the vehicle height direction, while the first end connecting the second reinforcing plate 40 of the left rear wheel arch inner panel to the left C-pillar inner panel 10 is positioned lower in the vehicle height direction. That is, the connection point of the front reinforcing plate is higher than the connection point of the rear reinforcing plate, creating a staggered arrangement in the height direction. The structure of the right connecting unit is symmetrical to that of the left side. This staggered height design results in the connection points on the C-pillar assembly 1 being distributed at different height positions.

[0049] In an optional embodiment, reinforcing cavities are provided on the first reinforcing plate 30 of the left rear wheelhouse inner panel, the second reinforcing plate 40 of the left rear wheelhouse inner panel, the first reinforcing plate 31 of the right rear wheelhouse inner panel, and the second reinforcing plate 41 of the right rear wheelhouse inner panel. The reinforcing cavity can be either a closed cavity structure or an open cavity structure with one side open. The hollow structure significantly reduces the self-weight compared to the solid structure while ensuring the same flexural section modulus, achieving the unity of lightweight and high stiffness. The closed reinforcing cavity structure has higher flexural stiffness and torsional stiffness, and can more effectively transmit the force flow between the C-column and the rear floor skeleton 2, reducing the deformation of the reinforcing plate under load. The reinforcing cavity structure increases the natural frequency of the reinforcing plate, avoiding the resonance risk with other vehicle body components or the suspension system, and improving the NVH performance of the whole vehicle. Under collision conditions, the reinforcing cavity structure has good crash energy absorption characteristics, capable of absorbing part of the collision energy and enhancing passive safety.

[0050] In a specific embodiment, the cross-section of the reinforcing cavity is in the shape of a "day" character or a "field" character, and is divided into multiple sub-cavities by a plurality of longitudinal and transverse reinforcing ribs. The adjacent sub-cavities are interconnected by the reinforcing ribs, enabling the sub-cavities to cooperate in force when the reinforcing plate bears bending and torsional loads, further enhancing the flexural section modulus and torsional stiffness of the reinforcing plate. The wall thickness of the reinforcing cavity is 2 mm to 4 mm, and the thickness of the reinforcing ribs is 1.5 mm to 3 mm.

[0051] Specifically, the first reinforcing plate 30 of the left rear wheelhouse inner panel adopts a hollow closed cross-section structure, and a reinforcing cavity extending along the length direction of the reinforcing plate is formed inside. The reinforcing cavity can be formed by welding two plate pieces together after stamping, or directly obtained by casting to form a hollow structure. The cross-sectional shape of the reinforcing cavity can be rectangular, circular, trapezoidal or other geometric shapes. The wall thickness of the reinforcing cavity can be optimized according to the force requirements. The second reinforcing plate 40 of the left rear wheelhouse inner panel and the two reinforcing plates on the right side adopt the same or similar reinforcing cavity structures. The setting of the reinforcing cavity enables the reinforcing plate to obtain a large sectional moment of inertia while maintaining a small mass.

[0052] In one optional embodiment, the first reinforcing plate 30, the second reinforcing plate 40, the first reinforcing plate 31, and the second reinforcing plate 41 of the left rear wheel arch inner panel all adopt a variable cross-section structure, with their cross-sectional area gradually increasing from the first end to the second end. Taking the left side as an example, the cross-sectional area at the first end of both the first reinforcing plate 30 and the second reinforcing plate 40 of the left rear wheel arch inner panel is smaller than the cross-sectional area at their second end. This variable cross-section design makes the stiffness and strength of the reinforcing plates gradually increase along the force transmission direction, matching the characteristic of the gradually increasing load during the force flow from the left C-pillar inner panel 10 to the rear floor frame 2, thus achieving lightweighting while ensuring connection strength.

[0053] In one optional embodiment, the first reinforcing plate 30 of the left rear wheel arch inner panel, the second reinforcing plate 40 of the left rear wheel arch inner panel, the first reinforcing plate 31 of the right rear wheel arch inner panel, and the second reinforcing plate 41 of the right rear wheel arch inner panel are all provided with crumple guide grooves. The crumple guide grooves extend along the length of the reinforcing plate and are located in the middle region of the reinforcing plate. Under collision conditions, when the axial load on the reinforcing plate exceeds a preset threshold, plastic deformation preferentially occurs at the crumple guide grooves, guiding the reinforcing plate to crumple and absorb energy in a predetermined direction, thereby absorbing part of the collision energy and reducing the impact load transmitted to the left C-pillar inner panel 10 and the rear floor frame 2. This application also provides a vehicle including the C-pillar assembly described in any of the above embodiments. The first and second force transmission paths formed by the C-pillar assembly significantly improve the torsional stiffness of the rear of the vehicle, giving it better tracking and stability during cornering and lane changes. The suspension system can more precisely control wheel movement, enhancing the handling experience. In rear-end collisions and side impacts, the dual parallel force transmission paths can efficiently disperse and absorb collision energy, protecting the integrity of the passenger compartment and battery pack. For electric vehicles, this is directly related to battery safety and occupant safety after a collision. The integrated die-casting and modular reinforcement plate design simplifies the manufacturing process, reduces tooling investment, lowers production costs, and provides greater design freedom for model upgrades and iterations.

[0054] Specifically, the left C-pillar inner panel 10 and the right C-pillar inner panel in the C-pillar assembly constitute the rear frame of the vehicle side wall, and the rear floor frame 2 constitutes the rear structure of the vehicle floor. The first connecting component 3 and the second connecting component 4 connect the C-pillar assembly 1 and the rear floor frame 2 to form the first force transmission path and the second force transmission path. Other components of the vehicle, such as the front floor, roof, side wall outer panels, doors, suspension system, powertrain, etc., are connected to the above-mentioned C-pillar assembly to jointly constitute the complete vehicle.

[0055] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A C-pillar assembly for a vehicle body, characterized in that, include: The C-pillar assembly includes the left C-pillar inner panel and the right C-pillar inner panel; The rear floor frame is located at the rear bottom of the vehicle body; A first connecting component and a second connecting component are arranged along the length of the vehicle body. The first connecting component connects the inner panels of the left and right C-pillars and the two ends of the rear floor frame along the width of the vehicle body to form a first force transmission path. The second connecting component connects the inner panels of the left and right C-pillars and the two ends of the rear floor frame along the width of the vehicle body to form a second force transmission path.

2. The C-pillar assembly of the vehicle body according to claim 1, characterized in that, The first connecting assembly includes a first reinforcing plate for the inner left rear wheel arch and a first reinforcing plate for the inner right rear wheel arch, arranged along the width direction of the vehicle body; The second connecting assembly includes a second reinforcing plate for the inner left rear wheel arch and a second reinforcing plate for the inner right rear wheel arch, arranged along the width direction of the vehicle body; The first end of the first reinforcing plate of the left rear wheel cover inner panel and the first end of the second reinforcing plate of the left rear wheel cover inner panel are both fixedly connected to the left C-pillar inner panel, and the first end of the first reinforcing plate of the right rear wheel cover inner panel and the first end of the second reinforcing plate of the right rear wheel cover inner panel are both fixedly connected to the right C-pillar inner panel. The second ends of the first reinforcing plate of the left rear wheel arch inner panel and the second reinforcing plate of the left rear wheel arch inner panel, as well as the second ends of the first reinforcing plate of the right rear wheel arch inner panel and the second reinforcing plate of the right rear wheel arch inner panel, are all connected to the rear floor frame.

3. The C-pillar assembly of the vehicle body according to claim 2, characterized in that, The rear floor frame includes a first rear floor crossbeam and a second rear floor crossbeam arranged along the length of the vehicle body. The second end of the first reinforcing plate of the left rear wheel arch inner panel and the second end of the first reinforcing plate of the right rear wheel arch inner panel are respectively connected to the two ends of the first rear floor crossbeam along the width direction of the vehicle body. The second end of the second reinforcing plate of the left rear wheel arch inner panel and the second end of the second reinforcing plate of the right rear wheel arch inner panel are respectively connected to the two ends of the second rear floor crossbeam along the width direction of the vehicle body.

4. The C-pillar assembly of the vehicle body according to claim 1, characterized in that, The rear floor frame is bent at both ends along the width of the vehicle body to form a left vertical flange and a right vertical flange, respectively. The left vertical flange is fitted and connected to the second end of the first reinforcing plate of the left rear wheel cover inner panel and the second end of the second reinforcing plate of the left rear wheel cover inner panel; The right vertical flange is fitted and connected to the second end of the first reinforcing plate of the right rear wheel cover inner panel and the second end of the second reinforcing plate of the right rear wheel cover inner panel.

5. The C-pillar assembly of the vehicle body according to claim 4, characterized in that, It also includes the inner panel of the left rear wheel arch and the inner panel of the right rear wheel arch; The inner panel of the left rear wheel cover is fitted and connected to the left vertical flange, and the inner panel of the right rear wheel cover is fitted and connected to the right vertical flange.

6. The C-pillar assembly of the vehicle body according to claim 4 or 5, characterized in that, The left vertical flange is connected to the second end of the first reinforcing plate of the left rear wheel cover inner plate and the second end of the second reinforcing plate of the left rear wheel cover inner plate by bolts, and the left rear wheel cover inner plate is riveted to the left vertical flange; The right vertical flange is connected to the second end of the first reinforcing plate of the right rear wheel cover inner plate and the second end of the second reinforcing plate of the right rear wheel cover inner plate by bolts, and the right rear wheel cover inner plate is riveted to the right vertical flange.

7. The vehicle body C-pillar assembly according to any one of claims 1-3, characterized in that, The rear floor frame is a one-piece die-cast aluminum component.

8. The C-pillar assembly of the vehicle body according to claim 2 or 3, characterized in that, The height of the first end of the first reinforcing plate of the inner panel of the left rear wheel cover is greater than the height of the first end of the second reinforcing plate of the inner panel of the left rear wheel cover. The height of the first end of the first reinforcing plate of the inner panel of the right rear wheel arch is greater than the height of the first end of the second reinforcing plate of the inner panel of the right rear wheel arch.

9. The C-pillar assembly of the vehicle body according to claim 2, characterized in that, The first reinforcing plate of the left rear wheel cover inner panel, the second reinforcing plate of the left rear wheel cover inner panel, the first reinforcing plate of the right rear wheel cover inner panel, and the second reinforcing plate of the right rear wheel cover inner panel are all provided with reinforcing cavities.

10. A vehicle, characterized in that, Includes the C-pillar assembly of the vehicle body as described in any one of claims 1-9.

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