Rear side edge structure, body-in-white assembly and vehicle
By building a rear shock absorbing tower between the rear side beam and the coat rack beam, an efficient force transmission path is formed, and the problem of insufficient torsional stiffness and NVH performance in the rear side area of the white body structure is solved, and the torsional stiffness and NVH performance of the entire vehicle are improved.
Patent Information
- Application Number
- CN202422626679.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-29
- Publication Date
- 2025-08-05
- Estimated Expiration
- 2034-10-29
AI Technical Summary
In the prior art, the rear side area of the white body structure has shortcomings in overall torsional stiffness and dynamic and static stiffness and NVH performance of the rear subframe mounting points, especially in poor performance under rough road surfaces.
A rear shock absorbing tower is built between the rear side beam and the coat rack beam, and a fixed connection is made to the connection surface of the rear side beam and the coat rack beam through the rear side beam to form an efficient force transmission path, increase the support in the Z- and Y-directions, improve the torsional stiffness of the whole vehicle, and transmit the force of the rear suspension to the rear side beam and the coat rack beam.
It improves the torsional stiffness and NVH performance of the entire vehicle, solves the problem of weak dynamic and static stiffness of the rear subframe mounting points, and improves the NVH performance under rough road surfaces.
Smart Images
Figure CN223187555U_ABST
Abstract
Description
Technical Field
[0001] The present disclosure relates to the field of vehicle technology, and in particular, to a rear side structure, a body-in-white assembly, and a vehicle. Background Art
[0002] With the rapid popularization of new energy vehicles, people's requirements for automobile quality are becoming increasingly higher. The body-in-white structure is the main supporting structure of the entire vehicle, and its performance indicators directly affect the performance of the entire vehicle.
[0003] In the relevant technology, regarding the rear side area of the body-in-white structure, the current mainstream three-box models usually construct C-pillar side beams and coat rack cross beams, which are only connected by a simple connecting part at the root of the rear end. There is usually no Z-axis support at the front, which not only affects the overall torsional stiffness, but also affects the dynamic and static stiffness performance of the rear subframe installation point, and the NVH performance under rough road conditions. Utility Model Content
[0004] The purpose of the present disclosure is to provide a rear side structure, a body-in-white assembly and a vehicle, wherein the rear side structure improves the torsional stiffness of the entire vehicle and can transmit the forces on the rear suspension to the rear side beams and the coat rack cross beam, thereby solving the problems of weak dynamic and static stiffness at the installation point of the rear subframe and poor NVH performance.
[0005] In order to achieve the above objectives, the present disclosure provides, in a first aspect, a rear side structure, comprising:
[0006] a rear side rail extending in a first direction and comprising a first connecting surface perpendicular to the second direction and a second connecting surface perpendicular to the third direction;
[0007] a coat rack beam extending along the second direction; and
[0008] The rear shock tower is connected to the coat rack crossbeam and has a suspension mounting portion for connecting to the rear suspension of the rear subframe, a first mating surface corresponding to and fixedly connected to the first connecting surface, and a second mating surface corresponding to and fixedly connected to the second connecting surface.
[0009] Optionally, the first direction, the second direction and the third direction are perpendicular to each other.
[0010] Optionally, the rear side structure further includes support members, which are respectively connected to the inner surfaces of the rear shock tower and the rear side beam.
[0011] Optionally, the rear side rail further includes a third connecting surface;
[0012] The support member has a third matching surface corresponding to and fixedly connected to the third connecting surface, so as to support the rear side beam in the third direction.
[0013] Optionally, the support member includes a wiring harness mounting portion and / or a trim panel mounting portion.
[0014] Optionally, the rear side structure further includes a rear top cross beam and a connecting bracket connected to the rear side beam, and the connecting bracket is respectively connected to the rear top cross beam and the support member.
[0015] Optionally, the rear top cross beam is fixedly connected to the rear side beam via a joint bracket, and the connecting bracket is respectively connected to the joint bracket, the rear side beam and the support member.
[0016] Optionally, the rear side rail includes an inner plate and an outer plate, and the inner plate and the outer plate enclose an internal cavity;
[0017] The connecting brackets are arranged in the internal cavity and are respectively connected to the inner plate and the outer plate.
[0018] Optionally, the rear shock tower is formed by integral casting.
[0019] In a second aspect of the present disclosure, a body-in-white assembly is provided, characterized in that it includes the above-mentioned rear side structure.
[0020] According to a third aspect of the present disclosure, a vehicle is provided, comprising the above-mentioned body-in-white assembly.
[0021] Through the above technical solution, i.e., the rear side structure disclosed herein, a rear shock tower is constructed between the rear side beam and the coat rack crossbeam to connect the two, and the first connection surface and the second connection surface of the rear side beam are connected to the first mating surface and the second mating surface of the rear shock tower respectively, thereby supporting the rear side beam in the second direction and the third direction. The rear side structure disclosed herein, by constructing the first mating surface of the rear shock tower fixedly connected to the first connection surface and the second mating surface fixedly connected to the second connection surface, not only increases the support of the rear side beam in the second direction and the third direction, improves the torsional stiffness of the entire vehicle, but also can transmit the force on the rear suspension to the rear side beam and the coat rack crossbeam, thereby solving the problems of weak dynamic and static stiffness at the installation point of the rear subframe and poor NVH performance.
[0022] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS
[0023] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure.
[0024] Figure 1This is a structural diagram of the rear side structure provided by some embodiments of the present disclosure.
[0025] Figure 2 is based on Figure 1 Enlarged view of part A in .
[0026] Figure 3 based on Figure 2 BB cross-section view in.
[0027] Figure 4 It is a partially enlarged view of the rear side structure provided in some embodiments of the present disclosure.
[0028] Figure 5 It is a partial cross-sectional view of the rear side structure provided by some embodiments of the present disclosure.
[0029] Figure 6 It is a partial cross-sectional view from another perspective of the rear side structure provided by some embodiments of the present disclosure.
[0030] Description of Reference Numerals
[0031] 100 - rear side member; 110 - outer plate; 120 - inner plate; 101 - first connecting surface; 102 - second connecting surface; 103 - third connecting surface;
[0032] 200-coat rack beam;
[0033] 300-rear shock tower; 310-suspension mounting portion; 301-first mating surface; 302-second mating surface;
[0034] 400-support member; 401-third mating surface; 402-wiring harness mounting portion; 403-trimming panel mounting portion;
[0035] 500-rear top crossbeam; 510-connector bracket;
[0036] 600-Connection bracket. DETAILED DESCRIPTION
[0037] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.
[0038] In the present disclosure, unless otherwise specified, directional words such as "up, down, left, right" generally refer to up, down, left, and right relative to the accompanying drawings; "inside and outside" refer to the inside and outside of the outline of the corresponding component; "far and near" refer to the corresponding structure or corresponding component being away from or close to another structure or component. X in the drawings of the present disclosure represents the first direction, which corresponds to the front and rear direction of the vehicle; Z represents the second direction, which corresponds to the height direction of the vehicle; and Y represents the third direction, which corresponds to the left and right direction of the vehicle. In addition, the terms "first", "second", etc. used in the present disclosure are to distinguish one element from another and do not have order or importance. In addition, in the following description, when referring to the drawings, unless otherwise explained, the same figure marks in different drawings represent the same or similar elements. The above definitions are only used to explain and illustrate the present disclosure and should not be understood as limitations on the present disclosure.
[0039] In the relevant technology, regarding the rear side area of the body-in-white structure, the current mainstream three-box models usually construct C-pillar side beams and coat rack cross beams, which are only connected by a simple connecting part at the root of the rear end. There is usually no Z-axis support at the front, which not only affects the overall torsional stiffness, but also affects the dynamic and static stiffness performance of the rear subframe installation point, and the NVH performance under rough road conditions.
[0040] In related technology, the C-pillar side beam cavity structure constructed above the rear quarter window extends diagonally downward, following the exterior styling trend, until it intersects with the coat rack crossbeam Z-axis plane structure at the end of the rear windshield, forming a ">" pattern. At the rear, it is connected with a simple connector, while the front area is an isolated cantilever structure with no Z-axis structural support. This leads to low dynamic and static stiffness at the rear subframe installation point and poor NVH performance.
[0041] In order to achieve the above purpose, Figures 1 to 6 As shown, in a first aspect of the present disclosure, a rear side structure is provided, comprising a rear side member 100, a coat rack cross member 200, and a rear shock tower 300. The rear side member 100 extends along a first direction X and comprises a first connecting surface 101 perpendicular to a second direction Z and a second connecting surface 102 perpendicular to a third direction Y; the coat rack cross member 200 extends along the second direction Z; and the rear shock tower 300 is connected to the coat rack cross member 200 and comprises a suspension mounting portion 310 for connecting to a rear suspension of a rear subframe, a first mating surface 301 corresponding to and fixedly connected to the first connecting surface 101, and a second mating surface 302 corresponding to and fixedly connected to the second connecting surface 102.
[0042] Through the above technical solution, i.e., the rear side structure of the present disclosure, a rear shock tower 300 is constructed between the rear side rail 100 and the coat rack cross beam 200 to connect the two, and the first connecting surface 101 and the second connecting surface 102 of the rear side rail 100 are respectively connected to the first mating surface 301 and the second mating surface 302 of the rear shock tower 300, thereby supporting the rear side rail 100 in the second direction Z and the third direction Y. The rear side structure of the present disclosure, by constructing the first mating surface 301 of the rear shock tower 300 fixedly connected to the first connecting surface 101 and the second mating surface 302 fixedly connected to the second connecting surface 102, not only increases the support of the rear side rail in the second direction Z and the third direction Y, thereby improving the torsional rigidity of the entire vehicle, but also can transmit the force on the rear suspension to the rear side rail and the coat rack cross beam 200, thereby solving the problems of weak dynamic and static rigidity at the installation point of the rear subframe and poor NVH performance.
[0043] The second direction Z may be the height direction of the vehicle, that is, the rear shock tower 300 may provide support in the height direction (Z direction) of the vehicle and simultaneously directly transmit the force of the rear suspension of the rear subframe to the rear side members 100 and the coat rack cross member 200, thereby improving dynamic and static stiffness and NVH performance.
[0044] In some embodiments, the first direction X, the second direction Z, and the third direction Y are perpendicular to each other. The first direction X can be the front-to-back direction of the vehicle (the X direction), the second direction Z can be the height direction of the vehicle (the Z direction), and the third direction Y can be the left-to-right direction of the vehicle (i.e., the Y direction). It should be noted that the first direction X can also be approximately parallel to the front-to-back direction of the vehicle, and the third direction Y can be approximately parallel to the left-to-right direction of the vehicle.
[0045] In order to further improve the connection strength between the rear shock tower 300 and the rear side beam 100 and prevent the rear side beam 100 from being turned inwards due to force, Figures 1 to 4 As shown, in some embodiments, the rear side structure further includes a support member 400, which is connected to the inner surface of the rear shock tower 300 and the inner surface of the rear side rail 100, respectively. By providing the support member 400 connecting the inner surface of the rear shock tower 300 and the inner surface of the rear side rail 100 within the body-in-white assembly, the connection strength between the two is further improved. It should be noted that the connection between the support member 400 and the rear shock tower 300 and the rear side rail 100 may include, but is not limited to, riveting, bolting, welding, etc.
[0046] Optionally, the rear side beam 100 further includes a third connecting surface 103; the support member 400 has a third mating surface 401 corresponding to and fixedly connected to the third connecting surface 103, for supporting the rear side beam 100 in the third direction Y (Y direction). The third mating surface 401 can be a plane perpendicular to the third direction Y, or a plane at a certain angle to the third direction Y. A connection point for connecting to the rear shock tower 300 can be provided on the support member 400, and a connection point for connecting to the rear side beam 100 can be provided on the third mating surface 401. It is understandable that the connection can be achieved at the connection point by using structures such as riveting, screwing or welding. The third direction Y can be the left and right direction of the vehicle (i.e. the direction of the vehicle). Figure 1 in the Y direction).
[0047] In order to facilitate the fixation of the internal wiring harness and the installation and fixation of the vehicle's interior panels, such as Figure 4 As shown, in some embodiments, the support member 400 includes a harness mounting portion 402 and / or a trim panel mounting portion 403. The harness mounting portion 402 may be configured as a through hole, and the trim panel mounting portion 403 may be configured as a strip hole, etc.
[0048] From the above, it can be seen that the force on the vehicle's rear subframe can be transmitted to the rear shock tower 300 through the rear suspension, and then transmitted through the rear side beams 100 and the coat rack cross beam 200 respectively connected to the rear shock tower 300, forming an efficient force transmission path, that is, the force on the rear shock tower 300 is efficiently transmitted to the rear side beam structure; at the same time, the rear shock tower 300 structure can also provide support for the rear side beam structure in the second direction (Z direction) and the third direction (Y direction), thereby improving the torsional stiffness and torsional mode of the entire vehicle.
[0049] To further enhance support in the third direction (Y), in some embodiments, the rear side structure further includes a rear top cross member 500 and a connecting bracket 600 connected to the rear side rails 100. The connecting bracket 600 connects the rear top cross member 500 and the support member 400. By constructing the connecting bracket 600 between the rear top cross member 500 and the support member 400, the forces acting on the rear shock tower 300 and its support member 400 can be transferred to the rear top cross member 500, creating more efficient Y-direction support for the vehicle and further improving NVH performance at the corresponding frequencies.
[0050] In some embodiments, the rear top cross member 500 is fixedly connected to the rear side rails 100 via a joint bracket 510, and the connecting bracket 600 is respectively connected to the joint bracket 510, the rear side rails 100, and the support member 400. The rear top cross member 500 is fixedly connected to the rear side rails 100 via the joint bracket 510. Therefore, considering the distance relationship, the joint bracket 510 and the support member 400 can be directly connected via the connecting bracket.
[0051] The rear shock absorber tower 300 is connected to the rear side beam 100 and the coat rack cross beam 200, respectively. The connection with the first connecting surface 101 and the second connecting surface 102 of the rear side beam 100 realizes Z- and Y-direction support; the connection with the coat rack cross beam 200 realizes Y-direction support. At the same time, the third connecting surface 103 of the rear shock absorber tower 300 is connected to the coat rack cross beam 200 through the support member 400, further realizing Y-direction support. Furthermore, the rear shock absorber tower 300 can also be connected to the rear top cross beam 500 through the support member 400 and the connecting bracket 600, further improving Y-direction support. Due to the above connection, the force of the rear shock absorber tower 300 can be better transmitted to the rear side beam 100, the coat rack cross beam 200 and the upper cross beam, forming an efficient force transmission path and improving NVH performance.
[0052] The rear side rail 100 can be constructed in any suitable manner, such as Figure 3 and Figure 6 As shown, in some embodiments, the rear side beam 100 includes an inner panel 120 and an outer panel 110 , and the inner panel 120 and the outer panel 110 form an internal chamber C; the connecting bracket 600 is disposed in the internal chamber C and is respectively connected to the inner panel 120 and the outer panel 110 .
[0053] By arranging the connecting bracket 600 within the internal chamber C and connecting it to the inner panel 120 and outer panel 110, the strength and rigidity of the rear side sill 100 are further improved. The lower portion of the connecting bracket 600 is connected to the inner panel 120 of the rear side sill 100, the rear shock tower 300, and the support member 400 connected to the rear shock tower 300, while the upper portion is directly connected to the outer panel 110 of the rear side sill 100. This effectively improves the dynamic and static rigidity of the rear suspension mounting point, as well as the torsional rigidity and torsional mode of the entire vehicle. It also disperses and transmits the applied force to the front and rear of the rear side sill structure, thereby enhancing the durability of the entire vehicle.
[0054] Optionally, the rear shock tower 300 is integrally cast. This integral casting not only integrates all mounting points of the integrated rear suspension air spring assembly, improving assembly precision, but also effectively increases the dynamic and static stiffness of each mounting point.
[0055] In a second aspect, the present disclosure provides a body-in-white (BIW) assembly including the aforementioned rear side structure. It should be noted that the rear side structure can be employed on both left and right sides of the rear portion of the BIW assembly to enhance the overall vehicle's strength and rigidity, and improve NVH performance.
[0056] In a third aspect, the present disclosure further provides a vehicle, which includes the above-mentioned body-in-white assembly. Therefore, the vehicle also has all the advantages of the above-mentioned body-in-white assembly, which will not be described in detail here.
[0057] The rear side structure, body-in-white assembly, and vehicle disclosed herein have the following advantages.
[0058] 1) The rear shock tower 300, constructed between the rear side member 100 and the coat rack cross member 200, integrates all mounting points of the integrated rear suspension air spring assembly, improving assembly precision; and utilizes a casting structure to effectively increase the dynamic and static stiffness of each mounting point.
[0059] 2) The constructed rear shock absorber tower 300 can be directly connected to the rear side beam 100 structure in the Z direction (i.e., the connection between the first connecting surface 101 and the first mating surface 301 in the second direction) and the Y direction (i.e., the connection between the second connecting surface 102 and the second mating surface 302 in the third direction), forming an efficient force transmission path, effectively transmitting the force on the rear shock absorber tower 300 to the rear side beam structure; at the same time, it can also provide Z-direction and Y-direction support for the rear side beam structure, thereby improving the torsional stiffness and torsional mode of the entire vehicle.
[0060] 3) The support member 400 constructed between the rear shock tower 300 and the rear side rail 100 can not only increase the Y-direction inward support of the rear side rail and reduce the NVH noise response at low frequencies, but also effectively improve the torsional stiffness and modal of the entire vehicle. At the same time, it can also provide installation points for wiring harnesses and trim panels, with a high degree of integration.
[0061] 4) A connecting bracket 600 is constructed and arranged in the internal cavity of the rear side member. Its lower portion is directly connected to the rear shock tower 300 and the support member 400 connected to the rear shock tower 300, and its upper portion is directly connected to the outer panel 110 of the rear side member 100. This can effectively improve the dynamic and static stiffness of the rear suspension mounting point and the torsional stiffness and torsional mode of the entire vehicle, and can also disperse the force to the front and rear of the rear side member structure, thereby improving the durability of the entire vehicle.
[0062] 5) The connecting bracket 600 constructed in the internal cavity of the rear side beam 100 is directly connected to the joint bracket 510 of the rear top cross beam 500, which can transmit the force of the rear shock tower 300 and the support member 400 of the rear shock tower 300 to the rear top cross beam 500, forming a more efficient Y-axis support for the entire vehicle and further improving the NVH performance at the corresponding frequency.
[0063] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.
[0064] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.
[0065] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.
Claims
1. A rear side structure, characterized in that: include: a rear side rail extending in a first direction and comprising a first connecting surface perpendicular to the second direction and a second connecting surface perpendicular to the third direction; a coat rack beam extending along the second direction; and The rear shock tower is connected to the coat rack crossbeam and has a suspension mounting portion for connecting to the rear suspension of the rear subframe, a first mating surface corresponding to and fixedly connected to the first connecting surface, and a second mating surface corresponding to and fixedly connected to the second connecting surface.
2. The rear side structure according to claim 1, characterized in that: The first direction, the second direction and the third direction are perpendicular to each other.
3. The rear side structure according to claim 1, characterized in that: The rear side structure further includes support members, which are respectively connected to the inner surfaces of the rear shock tower and the rear side beam.
4. The rear side structure according to claim 3, characterized in that: The rear side rail further includes a third connecting surface; The support member has a third matching surface corresponding to and fixedly connected to the third connecting surface, so as to support the rear side beam in the third direction.
5. The rear side structure according to claim 3, characterized in that: The support member includes a wiring harness mounting portion and / or a trim panel mounting portion.
6. The rear side structure according to claim 3, characterized in that: The rear side structure further includes a rear top cross beam and a connecting bracket connected to the rear side beam, and the connecting bracket is respectively connected to the rear top cross beam and the support member.
7. The rear side structure according to claim 6, characterized in that: The rear top cross beam is fixedly connected to the rear side beams via a joint bracket, and the connecting brackets are respectively connected to the joint bracket, the rear side beams and the support member.
8. The rear side structure according to claim 7, characterized in that: The rear side rail includes an inner plate and an outer plate, and the inner plate and the outer plate enclose an internal cavity; The connecting brackets are arranged in the internal cavity and are respectively connected to the inner plate and the outer plate.
9. The rear side structure according to any one of claims 1 to 8, characterized in that: The rear shock tower is formed by integral casting.
10. A body-in-white assembly, characterized in that: The invention comprises the rear side structure according to any one of claims 1 to 9.
11. A vehicle, characterized in that: Including the body-in-white assembly according to claim 10.