Vehicle body force bearing structure, vehicle body rear structure and vehicle

Abstract

The utility model provides a vehicle body force bearing structure, a vehicle body rear structure and a vehicle, which belong to the technical field of vehicles, and comprise a wheel casing reinforcing plate upper section, a wheel casing reinforcing plate lower section and a shock absorber support, the wheel cover reinforcing plate upper section and the wheel cover reinforcing plate lower section are sequentially connected in the up-down direction of a vehicle body. A first force transmission structure and a second force transmission structure are formed on the lower portion of the wheel cover reinforcing plate lower section and distributed in the front-back direction of the vehicle body in a spaced mode. The shock absorber support is connected with the wheel cover reinforcing plate upper section and the wheel cover reinforcing plate lower section, and a crumple cavity is defined by the shock absorber support, the wheel cover reinforcing plate upper section and the wheel cover reinforcing plate lower section. The two-way force transmission device has two force transmission paths, can absorb collision energy, improves the collision safety performance of the rear portion of the vehicle body, and reduces the risk of deformation of the rear portion of the vehicle body.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and more specifically, relates to a vehicle body load-bearing structure, a vehicle body rear structure and a vehicle. Background Art

[0002] The design of the rear structure of the vehicle body plays a vital role in the structural strength and safety collision performance of the vehicle body as a whole. Especially for models with D-pillars, a rear side window is usually provided above the rear wheel cover between the C-pillar and the D-pillar, and the rear wheel cover connects the rear side window and the longitudinal beam of the vehicle body.

[0003] In the existing structure, the shock absorber support is generally installed on the outside of the rear wheel cover inner panel reinforcement structure. Since the rear wheel cover inner panel reinforcement structure is mostly a straight-line integrated structure, it cannot form a good force transmission path, resulting in poor rigidity of the rear wheel cover and shock absorber support area, poor collision safety performance, and easy damage in side collisions. In addition, there are few force transmission paths at the rear of the vehicle body. In the event of a side collision, it is difficult to quickly transmit and disperse the collision force on the rear side of the vehicle body to other parts, resulting in serious deformation of the area, which can easily cause great harm to the rear passengers. Utility Model Content

[0004] The utility model aims to provide a vehicle body load-bearing structure, a vehicle body rear structure and a vehicle, aiming to solve the technical problems existing in the prior art of few force transmission paths in the rear wheel cover area and poor collision safety performance.

[0005] In a first aspect, an embodiment of the utility model provides a body bearing structure, comprising:

[0006] The upper part of the wheel arch reinforcement plate, the upper end of which is connected to the inner panel of the side window;

[0007] The wheel house reinforcement plate lower section has an upper end connected to the lower end of the wheel house reinforcement plate upper section; the wheel house reinforcement plate lower section has a first force transmission structure and a second force transmission structure, the upper end of the first force transmission structure is connected to the upper end of the second force transmission structure, the lower end of the first force transmission structure and the lower end of the second force transmission structure are spaced apart in the front-rear direction of the vehicle body, and the lower ends of the first force transmission structure and the second force transmission structure are both connected to the longitudinal beam of the vehicle body; and

[0008] The shock absorber support is connected to the upper section of the wheel cover reinforcement plate and the lower section of the wheel cover reinforcement plate, and forms a collapse cavity with the upper section of the wheel cover reinforcement plate and the lower section of the wheel cover reinforcement plate.

[0009] In combination with the first aspect, in a possible implementation, the lower section of the wheel house reinforcement plate includes:

[0010] The lower section main body has an upper end connected to the lower end of the upper section of the wheel house reinforcement plate, and a lower section having a first branch portion and a second branch portion; the first branch portion and the second branch portion are spaced apart and distributed along the front-rear direction of the vehicle body;

[0011] a first connecting plate, the upper end of which is connected to the lower end of the first branch portion, and the lower end of which is connected to the vehicle body longitudinal beam; and

[0012] a second connecting plate, the upper end of which is connected to the lower end of the second branch portion, and the lower end of which is connected to the vehicle body longitudinal beam;

[0013] The first branch portion and the first connecting plate form the first force transmission structure; the second branch portion and the second connecting plate form the second force transmission structure.

[0014] In combination with the first aspect, in a possible implementation, the shock absorber support, the upper section of the wheel arch reinforcement plate, and the lower section main body form the collapse chamber.

[0015] In combination with the first aspect, in a possible implementation, the upper section of the wheel house reinforcement plate includes a first oblique portion and a second oblique portion sequentially connected from top to bottom;

[0016] The first inclined portion and the second inclined portion are both inclined inward from top to bottom, and the inclination angle of the second inclined portion is greater than the inclination angle of the first inclined portion.

[0017] In some embodiments, the lower section main body includes a third oblique portion and a first vertical portion sequentially connected from top to bottom, and also includes the first branch portion and the second branch portion; the upper end of the first branch portion and the upper end of the second branch portion are both connected to the lower end of the first vertical portion;

[0018] The upper edge of the third inclined portion overlaps the inner side of the lower edge of the second inclined portion; and the inclination angle of the third inclined portion is the same as the inclination angle of the second inclined portion.

[0019] In some embodiments, the shock absorber support includes a fourth oblique portion, a supporting portion, and a second vertical portion connected in sequence from top to bottom, and also includes a third branch portion and a fourth branch portion spaced apart in the front-rear direction of the vehicle body; the upper end of the third branch portion and the upper end of the fourth branch portion are both connected to the lower end of the second vertical portion;

[0020] The support portion is provided with a shock absorber mounting position;

[0021] The fourth oblique portion is connected to the second oblique portion and the third oblique portion, the second vertical portion is connected to the first vertical portion; the third branch portion is connected to the first branch portion; the fourth branch portion is connected to the second branch portion;

[0022] Wherein, in the left-right direction of the vehicle body, the distance from the fourth oblique portion to the second oblique portion is greater than the distance from the second vertical portion to the first vertical portion.

[0023] The beneficial effects of the vehicle body load-bearing structure provided by the utility model are as follows: compared with the prior art, the vehicle body load-bearing structure of the utility model, the lower section of the wheel arch reinforcement plate has a first force transmission structure and a second force transmission structure, and the lower ends of the first force transmission structure and the second force transmission structure are spaced apart along the front and rear directions of the vehicle body, so that the lower section of the wheel arch reinforcement plate has two force transmission paths. When the vehicle collides sideways, the two force transmission paths can quickly transmit and disperse the collision force received by the rear side of the vehicle body to the floor, thereby improving the collision safety performance of the rear part of the vehicle body; moreover, the shock absorber support and the upper and lower sections of the wheel arch reinforcement plate form a collapse cavity, which can also absorb collision energy and reduce deformation of the rear part of the vehicle body; in addition, the upper and lower sections of the wheel arch reinforcement plate are separately arranged, which can increase their respective strengths, and are easy to design and manufacture and assemble with components at the rear part of the vehicle body.

[0024] In a second aspect, the embodiment of the utility model further provides a vehicle body rear structure, comprising:

[0025] Roof beams;

[0026] The upper portion of the D-pillar reinforcement plate is connected to the roof crossbeam;

[0027] The rear end of the side window inner panel is connected to the outer end of the upper portion of the D-pillar reinforcement panel;

[0028] The above-mentioned vehicle body load-bearing structure;

[0029] A vehicle body longitudinal beam connected to the lower end of the vehicle body load-bearing structure;

[0030] a first floor cross beam connected to the vehicle body longitudinal beam and corresponding to a lower end of the first force transmission structure in the left-right direction; and

[0031] The second floor cross beam is connected to the vehicle body longitudinal beam and corresponds to the lower end of the second force transmission structure in the left-right direction.

[0032] In combination with the second aspect, in a possible implementation manner, the lower end of the first force transmission structure is further connected to the first floor cross beam, and / or the lower end of the second force transmission structure is further connected to the second floor cross beam.

[0033] In conjunction with the second aspect, in a possible implementation, the upper section of the D-pillar reinforcement plate includes:

[0034] A first reinforcement portion, the outer side of which is connected to the rear end of the side window inner panel, and the inner side of which extends toward the inner rear of the side window inner panel; the upper end of the first reinforcement portion is also connected to the front end of the roof cross beam; and

[0035] The second reinforcement part has a front end connected to the inner side of the first reinforcement part, and a rear end connected to the rear end of the roof cross beam; in the left-right direction of the vehicle body, the second reinforcement part is an arched structure with a middle portion bulging upward.

[0036] The beneficial effect of the rear vehicle body structure provided by the utility model is that compared with the prior art, the rear vehicle body structure of the utility model adopts the above-mentioned vehicle body load-bearing structure, and the rear vehicle body has two force transmission paths, which can absorb collision energy, improve the collision safety performance of the rear vehicle body, and reduce the risk of deformation of the rear vehicle body.

[0037] In a third aspect, an embodiment of the utility model further provides a vehicle, comprising the above-mentioned vehicle body rear structure.

[0038] The vehicle provided by the utility model, due to the adoption of the above-mentioned rear body structure, can increase the force transmission path of the rear body, reduce the risk of deformation of the rear body due to torsion, and improve the torsional rigidity and collision safety performance of the body. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0040] Figure 1 A schematic diagram of the structure of the vehicle body load-bearing structure provided in the embodiment of the utility model Figure 1 ;

[0041] Figure 2 A schematic diagram of the structure of the vehicle body load-bearing structure provided in the embodiment of the utility model Figure 2 ;

[0042] Figure 3 A structural schematic diagram of the upper portion of the wheel cover reinforcement plate of the vehicle body load-bearing structure provided by an embodiment of the utility model;

[0043] Figure 4 A schematic structural diagram of the lower section of the wheel arch reinforcement plate of the vehicle body load-bearing structure provided by an embodiment of the utility model;

[0044] Figure 5 A schematic structural diagram of a shock absorber support of a vehicle body load-bearing structure provided by an embodiment of the utility model;

[0045] Figure 6 A schematic diagram of the rear structure of the vehicle body provided by the embodiment of the utility model Figure 1 ;

[0046] Figure 7 A schematic diagram of the rear structure of the vehicle body provided by the embodiment of the utility model Figure 2 ;

[0047] Figure 8 A schematic structural diagram of the upper section of a D-pillar reinforcement plate of a vehicle body rear structure provided by an embodiment of the present invention.

[0048] In the figure:

[0049] 1. Upper part of wheel arch reinforcement plate; 11. First inclined portion; 12. Second inclined portion; 13. First outer flange;

[0050] 2. lower section of wheel arch reinforcement plate; 21. first force transmission structure; 22. second force transmission structure; 23. main body of lower section; 231. first branch portion; 232. second branch portion; 233. third inclined portion; 234. first vertical portion; 24. first connecting plate; 25. second connecting plate; 26. second outer flange;

[0051] 3. shock absorber support; 31. fourth inclined portion; 32. support portion; 33. second vertical portion; 34. third branch portion; 35. fourth branch portion; 36. third inner flange;

[0052] 4. Top cover beam;

[0053] 5. Upper section of D-pillar reinforcement plate; 51. First reinforcement portion; 52. Second reinforcement portion;

[0054] 6. Side window inner panel;

[0055] 7. Body longitudinal beam;

[0056] 81. First floor beam; 82. Second floor beam. DETAILED DESCRIPTION

[0057] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0058] It should be noted that the directions or positional relationships indicated by "front", "rear", "inside", "outside", "up" and "down" in this embodiment are based on the direction of the vehicle itself, where the head of the vehicle represents "front", the rear of the vehicle represents "rear", the top of the vehicle represents "up", and the bottom of the vehicle represents "down", the "inside" side refers to the side facing inside the cab, and the "outside" side refers to the side facing outside the cab.

[0059] In addition, the front and rear direction of the vehicle body defined in the embodiments of the present invention refers to the front and rear direction of the forward direction of the vehicle during driving, the left and right direction of the vehicle body defined refers to the left and right direction of the forward direction of the vehicle during driving, and the up and down direction of the vehicle body defined refers to the up and down direction of the forward direction of the vehicle during driving.

[0060] Please also read Figure 1 , Figure 2 , Figure 6 and Figure 7 The vehicle body load-bearing structure provided by the utility model is now described. The vehicle body load-bearing structure comprises an upper section 1 of a wheel house reinforcement plate, a lower section 2 of a wheel house reinforcement plate and a shock absorber support 3.

[0061] The upper end of the wheel house reinforcement panel upper section 1 is connected to the lower end of the side window inner panel 6.

[0062] The upper end of the wheel arch reinforcement plate lower section 2 is connected to the lower end of the wheel arch reinforcement plate upper section 1. The wheel arch reinforcement plate lower section 2 has a first force transmission structure 21 and a second force transmission structure 22, the upper end of the first force transmission structure 21 is connected to the upper end of the second force transmission structure 22, the lower end of the first force transmission structure 21 and the lower end of the second force transmission structure 22 are spaced apart along the front-rear direction of the vehicle body, and the lower end of the first force transmission structure 21 and the lower end of the second force transmission structure 22 are both connected to the vehicle body longitudinal beam 7.

[0063] The shock absorber support 3 is connected to the upper section 1 of the wheel house reinforcement plate and the lower section 2 of the wheel house reinforcement plate, and the shock absorber support 3, the upper section 1 of the wheel house reinforcement plate and the lower section 2 of the wheel house reinforcement plate form a collapse cavity.

[0064] Specifically, the wheel house reinforcement plate upper section 1 and the wheel house reinforcement plate lower section 2 are both located inside the wheel house inner plate and are respectively connected to the wheel house inner plate to increase the strength of the vehicle body wheel house area. It should be noted that the above wheel house area refers to the rear wheel house area.

[0065] The shock absorber support 3 is used to install the shock absorber. The shock absorber support 3 is connected to the wheel house reinforcement plate upper section 1 and the wheel house reinforcement plate lower section 2, and can also further improve the installation strength of the shock absorber with the help of the wheel house reinforcement plate upper section 1 and the wheel house reinforcement plate lower section 2.

[0066] Since the shock absorber support 3, the wheel house reinforcement plate upper section 1, and the wheel house reinforcement plate lower section 2 form a collapse cavity, in order to maximize the space of the collapse cavity, the front edge of the shock absorber support 3 is connected to the front edge of the wheel house reinforcement plate upper section 1 and the front edge of the wheel house reinforcement plate lower section 2, and the rear edge of the shock absorber support 3 is connected to the rear edge of the wheel house reinforcement plate upper section 1 and the rear edge of the wheel house reinforcement plate lower section 2. In addition, the above connection is preferably welded.

[0067] It should be noted that the shock absorber support 3 can be designed in accordance with the wheel house reinforcement plate upper section 1 and the wheel house reinforcement plate lower section 2, that is, the lower part of the shock absorber support 3 can also extend two legs, which correspond to the first force transmission structure 21 and the second force transmission structure 22 respectively. Of course, the shock absorber support 3 can also be connected only to the lower half of the wheel house reinforcement plate upper section 1 and the upper half of the wheel house reinforcement plate lower section 2, without having a leg structure. No matter which of the above two methods is adopted by the shock absorber support 3, as long as the shock absorber support 3 can form a collapse cavity with the wheel house reinforcement plate upper section 1 and the wheel house reinforcement plate lower section 2, it will be sufficient.

[0068] Compared with the prior art, the vehicle body load-bearing structure provided by the utility model has a wheel arch reinforcement plate lower section 2 with a first force transmission structure 21 and a second force transmission structure 22, and the lower ends of the first force transmission structure 21 and the second force transmission structure 22 are spaced apart in the left-right direction of the vehicle body, so that the wheel arch reinforcement plate lower section 2 has two force transmission paths. When the vehicle collides sideways, the two force transmission paths can quickly transmit and disperse the collision force received by the rear side of the vehicle body to the rear floor, thereby improving the collision safety performance of the rear part of the vehicle body; moreover, the shock absorber support 3 and the wheel arch reinforcement plate upper section 1 and the wheel arch reinforcement plate lower section 2 form a collapse cavity, which can also absorb collision energy and reduce deformation of the rear part of the vehicle body; in addition, the wheel arch reinforcement plate upper section 1 and the wheel arch reinforcement plate lower section 2 are separately arranged, which can increase their respective strengths, and are easy to design and manufacture, as well as convenient to assemble with components at the rear part of the vehicle body.

[0069] In some embodiments, the wheel arch reinforcement plate lower section 2 may be formed as follows: Figure 4 The structure shown, see Figure 4 The wheel house reinforcement lower section 2 includes a lower section main body 23, a first connecting plate 24, and a second connecting plate 25. The upper end of the lower section main body 23 is connected to the lower end of the wheel house reinforcement upper section 1, and the lower part has a first branch portion 231 and a second branch portion 232 spaced apart in the front-rear direction of the vehicle body; the upper end of the first connecting plate 24 is connected to the lower end of the first branch portion 231, and the lower end is connected to the vehicle body longitudinal beam 7; the upper end of the second connecting plate 25 is connected to the lower end of the second branch portion 232, and the lower end is connected to the vehicle body longitudinal beam 7.

[0070] The first branch portion 231 and the first connecting plate 24 form a first force transmission structure 21 ; the second branch portion 232 and the second connecting plate 25 form a second force transmission structure 22 .

[0071] For some SUV models and MPV models, since the distance from the wheel arch to the body longitudinal beam 7 is relatively large, that is, in the up and down directions of the body, the lengths of the first force transmission structure 21 and the second force transmission structure 22 are relatively large. In order to avoid the problem of self-strength difference due to the large length, in this embodiment, the first force transmission structure 21 is divided into a first branch portion 231 and a first connecting plate 24, and the second force transmission structure 22 is divided into a second branch portion 232 and a second connecting plate 25.

[0072] In the up and down directions of the vehicle body, the heights of the first branch portion 231 and the second branch portion 232 are roughly equal to the height of the lower section main body portion 23. This can prevent the first branch portion 231 and the second branch portion 232 from being too long, thereby improving the inherent strength of the wheel arch reinforcement plate lower section 2; and can also simplify the structure of the wheel arch reinforcement plate lower section 2, making it easier to design and manufacture, and compatible with other surrounding components.

[0073] In the vertical direction of the vehicle body, the height of the first connecting plate 24 is substantially the same as the height of the first branch portion 231, and the height of the second connecting plate 25 is substantially the same as the height of the second branch portion 232. The first connecting plate 24 and the second connecting plate 25 are respectively in an outwardly concave curved shape, the upper edge of the first connecting plate 24 overlaps the lower edge of the first branch portion 231, and the two are also connected by bolts, and the lower edge overlaps the upper surface or inner surface of the vehicle body longitudinal beam 7, and the two are also connected by bolts. The same connection method is applicable to the second connecting plate 25 and the second branch portion 232.

[0074] The first connecting plate 24 and the second connecting plate 25 serve to transitionally connect the lower section 2 of the wheel arch reinforcement plate and the vehicle body longitudinal beam 7 . The shorter structure of the first connecting plate 24 and the second connecting plate 25 makes them easy to design and manufacture, and convenient to assemble with the vehicle body longitudinal beam 7 .

[0075] It should be noted that the first branch portion 231 and the second branch portion 232 have different specific shapes, and the second connecting plate 25 and the first connecting plate 24 also have different specific shapes. The above four components need to be set according to factors such as the installation position and the magnitude of force transmission.

[0076] See also Figure 2 On the basis of the above-mentioned implementation mode, the shock absorber support 3 and the upper section 1 and the lower section main body 23 of the wheel arch reinforcement plate form a collapse cavity.

[0077] Since the first connecting plate 24 and the second connecting plate 25 are both connected to the vehicle body longitudinal beam 7, and the first connecting plate 24 and the second connecting plate 25 are respectively in an outwardly concave curved shape, and the main function of the shock absorber support 3 is to support the shock absorber, in order to simplify the structure of the shock absorber support 3, the shock absorber support 3 no longer extends downward and is connected to the first connecting plate 24 and the second connecting plate 25. The shock absorber support 3 only needs to form a collapse cavity with the upper section 1 and the lower section main body 23 of the wheel arch reinforcement plate.

[0078] In some embodiments, the wheel arch reinforcement plate upper section 1 may be formed as follows: Figure 3 The structure shown, see Figure 3 The upper section 1 of the wheel arch reinforcement plate is an integrated structure, including a first inclined portion 11 and a second inclined portion 12 connected in sequence from top to bottom; the first inclined portion 11 and the second inclined portion 12 are inclined inward from top to bottom respectively, and the inclination angle of the second inclined portion 12 is greater than the inclination angle of the first inclined portion 11.

[0079] The first inclined portion 11 and the second inclined portion 12 are arranged at an angle, which can improve the deformation resistance of the upper section 1 of the wheel house reinforcement plate and meet the shape requirements of the rear wheel house area. In addition, the inclination angle of the second inclined portion 12 is greater than the inclination angle of the first inclined portion 11, that is, the second inclined portion 12 extends inwardly for a greater distance, and when the vehicle is hit sideways, the second inclined portion 12 can absorb more collision energy and increase the force transmission path.

[0080] In addition, the outer periphery of the first inclined portion 11 and the outer periphery of the second inclined portion 12 also have a first outer flange 13 , which is used to be welded to the lower edge of the side window inner panel 6 and the front and rear edges of the shock absorber support 3 .

[0081] In some embodiments, the lower main body 23 may be formed as follows: Figure 4 The structure shown, see Figure 4 The lower main body 23 is an integrated structure, including a third inclined portion 233 and a first vertical portion 234 connected in sequence from top to bottom, and the above-mentioned first branch portion 231 and the second branch portion 232; the upper end of the first branch portion 231 and the upper end of the second branch portion 232 are both connected to the lower end of the first vertical portion 234; the upper end edge of the third inclined portion 233 overlaps the inner side of the lower end edge of the second inclined portion 12; the inclination angle of the third inclined portion 233 is the same as the inclination angle of the second inclined portion 12.

[0082] The third inclined portion 233 is used to connect with the second inclined portion 12, specifically, the two are welded. The first vertical portion 234 serves to transitionally connect the first branch portion 231 and the second branch portion 232. The first vertical portion 234 is extended along the vertical direction of the vehicle body, so that the first branch portion 231 and the second branch portion 232 can also extend along the vertical direction of the vehicle body, meeting the morphological requirements of the rear wheel cover area. The first vertical portion 234 and the first branch portion 231 and the second branch portion 232 can be regarded as a herringbone structure, that is, the distance between the first branch portion 231 and the second branch portion 232 gradually increases from top to bottom.

[0083] In addition, the outer peripheries of the third inclined portion 233 , the first vertical portion 234 , the first branch portion 231 and the second branch portion 232 further have second outer flanges 26 , which are used for welding with the front and rear side edges of the shock absorber support 3 .

[0084] In some embodiments, the shock absorber support 3 may be formed as follows: Figure 5 The structure shown, see Figure 5 The shock absorber support 3 is an integrated structure, including a fourth inclined portion 31, a supporting portion 32 and a second vertical portion 33, a third branch portion 34 and a fourth branch portion 35 connected in sequence from top to bottom; the upper end of the third branch portion 34 and the upper end of the fourth branch portion 35 are both connected to the lower end of the second vertical portion 33.

[0085] The support portion 32 is provided with a shock absorber mounting position. The support portion 32 is preferably a flat plate structure, and the support portion 32 is perpendicular to the up-down direction of the vehicle body, or slightly inclined relative to a plane perpendicular to the up-down direction of the vehicle body.

[0086] The third branch portion 34 is arranged in a conformal manner with the first branch portion 231 , and the fourth branch portion 35 is arranged in a conformal manner with the second branch portion 232 , which can optimize the structure of the shock absorber support 3 and increase the force transmission path.

[0087] The fourth inclined portion 31 is connected to the second inclined portion 12 and the third inclined portion 233 . The second vertical portion 33 is connected to the first vertical portion 234 . The third branch portion 34 is connected to the first branch portion 231 . The fourth branch portion 35 is connected to the second branch portion 232 .

[0088] Specifically, the outer peripheries of the fourth inclined portion 31 , the second vertical portion 33 , the third branch portion 34 and the fourth branch portion 35 further have a third inner flange 36 , and the third inner flange 36 is welded to the first outer flange 13 and the second outer flange 26 .

[0089] In the left-right direction of the vehicle body, the distance from the fourth inclined portion 31 to the second inclined portion 12 and the third inclined portion 233 is greater than the distance from the second vertical portion 33 to the first vertical portion 234, that is, the left-right width of the upper half of the collapse chamber is greater than the left-right width of the lower half.

[0090] The side impact area of ​​the vehicle is mainly concentrated in the upper half of the side window area and the wheel arch area, including the upper half of the crush chamber. In this embodiment, increasing the width of the upper half of the crush chamber in the left and right directions can improve the crush deformation capability and absorb more collision energy.

[0091] See also Figure 6 and Figure 7 Based on the same inventive concept, the embodiment of the present application also provides a vehicle body rear structure, including a roof cross beam 4, a D-pillar reinforcement plate upper section 5, a side window inner panel 6, the above-mentioned vehicle body load-bearing structure, a vehicle body longitudinal beam 7, a first floor cross beam 81, and a second floor cross beam 82. The D-pillar reinforcement plate upper section 5 is connected to the roof cross beam 4; the rear end of the side window inner panel 6 is connected to the outer end of the D-pillar reinforcement plate upper section 5; the upper end of the vehicle body load-bearing structure is connected to the lower end of the side window inner panel 6; the vehicle body longitudinal beam 7 is connected to the lower end of the vehicle body load-bearing structure; the first floor cross beam 81 is connected to the vehicle body longitudinal beam 7, and corresponds to the lower end of the first force transmission structure 21 in the left-right direction; the second floor cross beam 82 is connected to the vehicle body longitudinal beam 7, and corresponds to the lower end of the second force transmission structure 22 in the left-right direction.

[0092] When the vehicle collides sideways, the collision force is transmitted downward to the first floor beam 81 and the second floor beam 82 respectively through the first force transmission structure 21 and the second force transmission structure 22 of the body load-bearing structure, and dispersed to the rear floor, and can also be transmitted upward to the roof beam 4 through the upper section 5 of the D-pillar reinforcement plate.

[0093] The rear vehicle body structure provided by the utility model adopts the above-mentioned vehicle body load-bearing structure, and the rear vehicle body has two force transmission paths, which can absorb collision energy, improve the collision safety performance of the rear vehicle body, and reduce the risk of deformation of the rear vehicle body.

[0094] In some embodiments, the lower end of the first force transmission structure 21 is also connected to the first floor cross beam 81, and / or the lower end of the second force transmission structure 22 is also connected to the second floor cross beam 82. With the above connection method, when the vehicle is hit sideways, the collision force can be directly transmitted to the first floor cross beam 81 and the second floor cross beam 82, thereby optimizing the force transmission path and reducing the deformation of the vehicle body longitudinal beam 7.

[0095] In some embodiments, the upper section 5 of the D-pillar reinforcement plate may be Figure 8 The structure shown, see Figure 8The upper section 5 of the D-pillar reinforcement plate includes a first reinforcement portion 51 and a second reinforcement portion 52. The outer side of the first reinforcement portion 51 is connected to the rear end of the side window inner plate 6, and the inner side extends to the inner rear of the side window inner plate 6; the upper end of the first reinforcement portion 51 is also connected to the front end of the roof cross beam 4; the front end of the second reinforcement portion 52 is connected to the inner side of the first reinforcement portion 51, the rear end is connected to the rear end of the roof cross beam 4, and the inner side is connected to the outer side of the roof cross beam 4; in the left-right direction of the vehicle body, the second reinforcement portion 52 is an arched structure with the middle part convex upward.

[0096] The first reinforcement portion 51 is slightly inclined relative to the left and right directions of the vehicle body, and the first reinforcement portion 51 is inclined backward from outside to inside. The inclined first reinforcement portion 51 can withstand the force of the rear part of the vehicle body along the up and down directions of the vehicle body; in addition, the first reinforcement portion 51 and the second reinforcement portion 52 are both connected to the roof cross beam 4, which can enhance the supporting strength of the roof cross beam 4, and can transmit force to the roof cross beam 4 respectively.

[0097] When the vehicle collides sideways, the collision force can also be transmitted to the first reinforcement part 51 through the side window inner panel 6. The first reinforcement part 51 transmits the collision force on the side of the vehicle body to the rear of the vehicle body, and transmits it upward along the up and down direction of the vehicle body to the roof cross beam 4, thereby increasing the force transmission path and decomposing the collision force.

[0098] The first reinforcement portion 51 and the second reinforcement portion 52 are arranged at an angle, so that the upper section 5 of the D-pillar reinforcement plate can be connected to the roof crossbeam 4 from multiple angles and can adapt to the shape requirements between the roof crossbeam 4 and the side window inner panel 6.

[0099] In addition, in the left-right direction of the vehicle body, the second reinforcement portion 52 is an arched structure with a middle portion bulging upward, which can further increase the strength of the upper section 5 of the D-pillar reinforcement plate.

[0100] Based on the same inventive concept, an embodiment of the utility model further provides a vehicle, comprising the above-mentioned vehicle body rear structure.

[0101] The vehicle provided by the utility model, due to the adoption of the above-mentioned rear body structure, can increase the force transmission path of the rear body, reduce the risk of deformation of the rear body due to torsion, and improve the torsional rigidity and collision safety performance of the body.

[0102] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A vehicle body load-bearing structure, characterized in that: include: The upper end of the wheel housing reinforcement plate (1) is connected to the side window inner plate (6); A wheel house reinforcement plate lower section (2), the upper end of which is connected to the lower end of the wheel house reinforcement plate upper section (1); the wheel house reinforcement plate lower section (2) comprises a first force transmission structure (21) and a second force transmission structure (22); the upper end of the first force transmission structure (21) is connected to the upper end of the second force transmission structure (22); the lower end of the first force transmission structure (21) and the lower end of the second force transmission structure (22) are spaced apart in the front-rear direction of the vehicle body, and the lower end of the first force transmission structure (21) and the lower end of the second force transmission structure (22) are both connected to the vehicle body longitudinal beam (7); and The shock absorber support (3) is connected to the upper section (1) of the wheel cover reinforcement plate and the lower section (2) of the wheel cover reinforcement plate, and forms a collapse cavity with the upper section (1) of the wheel cover reinforcement plate and the lower section (2) of the wheel cover reinforcement plate.

2. The vehicle body load-bearing structure according to claim 1, characterized in that: The wheel house reinforcement plate lower section (2) comprises: The lower section main body (23) has an upper end connected to the lower end of the upper section (1) of the wheel house reinforcement plate, and has a first branch portion (231) and a second branch portion (232) at the lower section; the first branch portion (231) and the second branch portion (232) are spaced apart and distributed along the front-rear direction of the vehicle body; A first connecting plate (24), the upper end of which is connected to the lower end of the first branch portion (231), and the lower end of which is connected to the vehicle body longitudinal beam (7); and A second connecting plate (25), the upper end of which is connected to the lower end of the second branch portion (232), and the lower end of which is connected to the vehicle body longitudinal beam (7); The first branch portion (231) and the first connecting plate (24) form the first force transmission structure (21); and the second branch portion (232) and the second connecting plate (25) form the second force transmission structure (22).

3. The vehicle body load-bearing structure according to claim 2, characterized in that: The shock absorber support (3), the upper section (1) of the wheel arch reinforcement plate, and the lower section main body (23) form the collapse chamber.

4. The vehicle body load-bearing structure according to claim 2, characterized in that: The wheel house reinforcement plate upper section (1) comprises a first inclined portion (11) and a second inclined portion (12) which are sequentially connected from top to bottom; The first inclined portion (11) and the second inclined portion (12) are both inclined inward from top to bottom, and the inclination angle of the second inclined portion (12) is greater than the inclination angle of the first inclined portion (11).

5. The vehicle body load-bearing structure according to claim 4, characterized in that: The lower section main body (23) comprises a third inclined portion (233) and a first vertical portion (234) connected in sequence from top to bottom, and also comprises the first branch portion (231) and the second branch portion (232); the upper end of the first branch portion (231) and the upper end of the second branch portion (232) are both connected to the lower end of the first vertical portion (234); The upper edge of the third inclined portion (233) overlaps the inner side of the lower edge of the second inclined portion (12); the inclination angle of the third inclined portion (233) is the same as the inclination angle of the second inclined portion (12).

6. The vehicle body load-bearing structure according to claim 5, characterized in that: The shock absorber support (3) comprises a fourth oblique portion (31), a supporting portion (32) and a second vertical portion (33) which are sequentially connected from top to bottom, and also comprises a third branch portion (34) and a fourth branch portion (35) which are spaced apart and distributed along the front-rear direction of the vehicle body; the upper end of the third branch portion (34) and the upper end of the fourth branch portion (35) are both connected to the lower end of the second vertical portion (33); The support portion (32) is provided with a vibration damper mounting position; The fourth inclined portion (31) is connected to the second inclined portion (12) and the third inclined portion (233); the second vertical portion (33) is connected to the first vertical portion (234); the third branch portion (34) is connected to the first branch portion (231); and the fourth branch portion (35) is connected to the second branch portion (232); Wherein, in the left-right direction of the vehicle body, the distance from the fourth inclined portion (31) to the second inclined portion (12) is greater than the distance from the second vertical portion (33) to the first vertical portion (234).

7. A vehicle body rear structure, characterized in that: include: Top cover crossbeam (4); The upper section (5) of the D-pillar reinforcement plate is connected to the roof crossbeam (4); A side window inner panel (6), the rear end of which is connected to the outer end of the upper section (5) of the D-pillar reinforcement panel; The vehicle body load-bearing structure according to any one of claims 1 to 6; A vehicle body longitudinal beam (7), connected to the lower end of the vehicle body load-bearing structure; A first floor cross beam (81) connected to the vehicle body longitudinal beam (7) and corresponding to the lower end of the first force transmission structure (21) in the left-right direction; as well as The second floor cross beam (82) is connected to the vehicle body longitudinal beam (7) and corresponds to the lower end of the second force transmission structure (22) in the left-right direction.

8. The vehicle body rear structure according to claim 7, characterized in that: The lower end of the first force transmission structure (21) is also connected to the first floor cross beam (81), and / or the lower end of the second force transmission structure (22) is also connected to the second floor cross beam (82).

9. The vehicle body rear structure according to claim 8, characterized in that: The upper section (5) of the D-pillar reinforcement plate comprises: A first reinforcing portion (51) is connected to the rear end of the side window inner panel (6) on the outside and extends to the inner rear of the side window inner panel (6) on the inside; the upper end of the first reinforcing portion (51) is also connected to the front end of the roof cross beam (4); and The second reinforcement part (52) has a front end connected to the inner side of the first reinforcement part (51) and a rear end connected to the rear end of the roof cross beam (4); in the left-right direction of the vehicle body, the second reinforcement part (52) is an arched structure with a middle portion protruding upward.

10. A vehicle, characterized in that: The vehicle body rear structure comprises the vehicle body rear structure as claimed in claim 8 or 9.

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