Vehicle body rear structure and vehicle

Abstract

The utility model discloses a vehicle body rear structure and a vehicle, the vehicle body rear structure comprises a column D, an upper reinforcing beam, a column C and a lower reinforcing beam, the two ends of the upper reinforcing beam and the two ends of the lower reinforcing beam are connected to the column D and the column C respectively, and the upper reinforcing beam, the lower reinforcing beam, the column D and the column C define a rear side window; the D column comprises an upper connecting piece and a lower connecting piece, an upper connecting cavity is formed in the upper connecting piece, and the upper connecting cavity is connected with the upper reinforcing beam, the top cover cross beam, the lower reinforcing beam and the lower connecting piece. The rigidity and the strength of the vehicle body rear structure are improved, the force transmission efficiency is improved, and the NVH performance and the durability of the whole vehicle body are ensured.

Description

Technical Field

[0001] This application relates to the field of vehicle body structure technology, and in particular to a rear vehicle body structure and vehicle. Background Technology

[0002] In some mid-to-large-sized vehicles, such as SUVs, MPVs, and off-road vehicles, in pursuit of greater passenger space and a wider rear quarter window view, a large wheelbase, large rear overhang, and large quarter window design are adopted. This results in a large distance between the C-pillar and D-pillar, and poor torsional rigidity. The large quarter window further weakens the integrity of structural rigidity and strength, leading to poor rigidity of the rear structure of the vehicle body, especially the structure around the rear quarter window. The body modality is relatively low, which can easily cause resonance, resulting in structural instability and noise generation, affecting the overall NVH performance and durability of the vehicle body.

[0003] Existing rear body structures mainly focus on increasing the force transmission path between the C / D pillars and wheel arches, forming a "Y"-shaped force transmission path to improve the body's force transmission efficiency and enhance the rigidity and strength of the rear body structure. However, this force transmission path design is only suitable for scenarios where the C and D pillars are close together and there is no rear quarter window or the rear quarter window is small. It cannot be applied to vehicles with long wheelbases, long rear overhangs, and large quarter windows. Utility Model Content

[0004] The purpose of this application is to solve the aforementioned technical problems by providing a rear structure and vehicle body, thereby improving the rigidity and strength of the rear structure, enhancing force transmission efficiency, and ensuring the overall NVH performance and durability of the vehicle body. To achieve the above objectives, the technical solution of this application is as follows:

[0005] The rear structure of the vehicle body includes a D-pillar, an upper reinforcing beam, a C-pillar, and a lower reinforcing beam. The two ends of the upper reinforcing beam and the two ends of the lower reinforcing beam are respectively connected to the D-pillar and the C-pillar. The upper reinforcing beam, the lower reinforcing beam, the D-pillar, and the C-pillar enclose a rear side window. The D-pillar includes an upper connector and a lower connector. The upper connector forms an upper connecting cavity, which is connected to the upper reinforcing beam, the roof crossbeam, the lower reinforcing beam, and the lower connector.

[0006] Specifically, the inner panel of the D-pillar and the outer panel of the D-pillar abut to form a separation area, and the separation area is arranged longitudinally along the upper connector.

[0007] Specifically, the upper connecting cavity includes a first cavity extending toward the upper reinforcing beam, a second cavity extending toward the top cover crossbeam, a third cavity extending toward the lower connecting member, and a fourth cavity extending toward the lower reinforcing beam; the first cavity, the second cavity, the third cavity, and the fourth cavity are interconnected.

[0008] Specifically, the partition extends through the upper part of the upper connector to separate the first cavity and the second cavity, and / or the partition extends through the lower part of the upper connector to separate the third cavity and the fourth cavity.

[0009] Specifically, a first support member is provided between the inner panel of the D-pillar and the outer panel of the D-pillar. One end of the first support member is connected to the middle of the inner panel of the D-pillar, and the other end of the first support member is connected to the middle of the outer panel of the D-pillar.

[0010] Specifically, the upper reinforcing beam includes interconnected upper reinforcing inner plates and upper reinforcing outer plates, the C-pillar includes interconnected C-pillar inner plates and C-pillar outer plates, the upper reinforcing outer plate overlaps with the C-pillar outer plate, one end of the upper reinforcing inner plate is provided with a first branch and a second branch, the first branch extends to the C-pillar outer plate, the second branch overlaps with the C-pillar inner plate, and a second support member is provided between the first branch and the C-pillar outer plate.

[0011] Specifically, an upper reinforcing cavity is formed inside the upper reinforcing beam, a C-pillar cavity is formed inside the C-pillar, a lower reinforcing cavity is formed inside the lower reinforcing beam, and a lower connecting cavity is formed inside the lower connecting member. The adjacent cavities of the upper connecting cavity, the upper reinforcing cavity, the C-pillar cavity, the lower reinforcing cavity, and the lower connecting cavity are either interconnected or separated.

[0012] Specifically, any one of the upper reinforcing beam, the lower reinforcing beam, the C-column, the upper connector, and the lower connector is provided with an integrally connected bent portion, which is used to separate adjacent cavities.

[0013] Specifically, the lower reinforcing beam includes a lower reinforcing inner plate, which includes a first region, a second region disposed at both ends of the first region, and a third region disposed at the end of the second region away from the first region.

[0014] The first zone gradually decreases in thickness or extends to the second zone at the same thickness, and the second zone gradually increases in thickness or extends to the third zone at the same thickness. One end of the third zone overlaps with the C-pillar, and the other end of the third zone overlaps with the upper connector and / or the lower connector.

[0015] The vehicle, including the aforementioned rear body structure.

[0016] Compared with the prior art, the beneficial effects of the rear structure of the vehicle body and the vehicle in this application are mainly reflected in:

[0017] The upper connector can simultaneously transmit force to the upper reinforcing beam, the roof crossbeam, the lower reinforcing beam, and the lower connector. As a four-in-one force guiding structure, the upper connector can effectively improve the force transmission integrity of the surrounding support structure of the rear window and has high force transmission efficiency. At the same time, the upper connector can strengthen the stiffness, strength, and torsional resistance of the surrounding support structure of the rear window. It can be applied to vehicles with a long distance between the C-pillar and D-pillar and a large rear window, thereby improving the overall body structure modal NVH performance. Attached Figure Description

[0018] Figure 1 This application provides an in-vehicle view of the rear structure of the vehicle body for an embodiment of the present application;

[0019] Figure 2 for Figure 1 A top-down view;

[0020] Figure 3 This application provides an internal disassembly diagram of the rear structure of the vehicle body for an embodiment of the present application;

[0021] Figure 4 This application provides an external view schematic diagram of the rear structure of the vehicle body for an embodiment of the present application;

[0022] Figure 5 for Figure 4 A top-down view;

[0023] Figure 6 This application provides a schematic diagram of the external disassembly of the rear structure of the vehicle body for an embodiment of the present application;

[0024] Figure 7 A schematic diagram of the force transmission path of the rear structure of the vehicle body is provided for the embodiments of this application;

[0025] Figure 8 A structural schematic diagram of the inner panel on the D-pillar is provided for an embodiment of this application;

[0026] Figure 9 A structural schematic diagram of the outer panel on the D-pillar is provided for an embodiment of this application;

[0027] Figure 10 An assembly diagram of the first support member and the second support member is provided for embodiments of this application;

[0028] Figure 11 A structural schematic diagram of the first support member is provided for an embodiment of this application;

[0029] Figure 12 A structural schematic diagram of the second support member is provided for an embodiment of this application;

[0030] Figure 13 This application provides a schematic diagram of cross-sectional segmentation of the rear structure of the vehicle body from an interior view, illustrating an embodiment of the present application.

[0031] Figure 14 for Figure 13 A cross-sectional schematic diagram of AA in the middle;

[0032] Figure 15 for Figure 13 Cross-sectional schematic diagram of BB;

[0033] Figure 16 for Figure 13 A cross-sectional view of CC.

[0034] Figure 17 for Figure 13 A cross-sectional schematic diagram of DD;

[0035] Figure 18 for Figure 13 A cross-sectional schematic diagram of the EE;

[0036] Figure 19 A structural schematic diagram of the lower reinforcing inner plate is provided for the embodiments of this application;

[0037] Figure 20 for Figure 19 A cross-sectional view of FF.

[0038] Figure label:

[0039] Upper connector 11, lower connector 12, upper connecting cavity 13, lower connecting cavity 14;

[0040] 21. Upper inner panel of D-pillar; 22. Upper outer panel of D-pillar; 23. Divider area; 24. Lower inner panel of D-pillar; 25. Lower outer panel of D-pillar;

[0041] First cavity 31, second cavity 32, third cavity 33, fourth cavity 34;

[0042] Upper reinforcing beam 4, upper reinforcing inner plate 41, upper reinforcing outer plate 42, first branch 43, second branch 44, upper reinforcing cavity 45;

[0043] Lower reinforcing beam 5, lower reinforcing inner plate 51, first zone 511, second zone 512, third zone 513, first transition zone 514, second transition zone 515, lower reinforcing outer plate 52, lower reinforcing cavity 53;

[0044] First support component 61, second support component 62, support body 621, support leg 622;

[0045] C-pillar inner panel 71, C-pillar outer panel 72, C-pillar cavity 73;

[0046] Bending section 81. Detailed Implementation

[0047] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other. Hereinafter, inner panel refers to a component close to the interior space of the vehicle, and outer panel refers to a component close to the exterior space of the vehicle.

[0048] Example 1

[0049] This embodiment provides a rear structure of the vehicle body, including a C-pillar, a D-pillar, an upper reinforcing beam 4, and a lower reinforcing beam 5. The two ends of the upper reinforcing beam 4 and the two ends of the lower reinforcing beam 5 are connected to the C-pillar and D-pillar, respectively. The lower reinforcing beam 5 is spaced below the upper reinforcing beam 4. The upper reinforcing beam 4, lower reinforcing beam 5, C-pillar, and D-pillar together form a rear side window. The C-pillar, D-pillar, upper reinforcing beam 4, and lower reinforcing beam 5 together form a closed ring structure. This closed ring structure serves as the peripheral support structure for the rear side window. To improve the rigidity and strength of the closed ring structure, its design is optimized, as detailed below.

[0050] like Figures 1-18 As shown, the D-pillar includes an upper connector 11 and a lower connector 12. The upper connector 11 forms an upper connecting cavity 13, which is connected to the upper reinforcing beam 4, the top cover crossbeam (not shown in the figure), the lower reinforcing beam 5, and the lower connector 12. Specifically, the two ends of the upper part of the upper connecting cavity 13 are connected to the upper reinforcing beam 4 and the top cover crossbeam, respectively, and the two ends of the lower part of the upper connecting cavity 13 are connected to the lower reinforcing beam 5 and the lower connector 12, respectively. Here, "upper part" refers to the portion extending longitudinally upwards, and "lower part" refers to the portion extending longitudinally downwards.

[0051] The upper connector 11 connects to the upper reinforcing beam 4 to form the first force transmission path; the upper connector 11 connects to the top cover crossbeam to form the second force transmission path; the upper connector 11 connects to the lower connector 12 to form the third force transmission path; the side of the upper connector 11 near the rear window forms the fourth force transmission path; the lower reinforcing beam 5 located between the C-pillar and D-pillar forms the fifth force transmission path; and the C-pillar itself forms the sixth force transmission path. The upper connector 11 is positioned on this four-in-one force transmission path, effectively improving the integrity of the force transmission structure around the rear window while maintaining high force transmission efficiency.

[0052] The upper connecting member 11 includes an inner upper panel 21 and an outer upper panel 22 of the D-pillar. The inner upper panel 21 and the outer upper panel 22 of the D-pillar enclose an upper connecting cavity 13. The inner upper panel 21 and the outer upper panel 22 of the D-pillar abut against each other to form a partition area 23. Specifically, the middle part of the inner upper panel 21 abuts against the middle part of the outer upper panel 22 of the D-pillar to form the partition area 23. The upper connecting cavity 13 includes a first cavity 31 extending toward the upper reinforcing beam 4, a second cavity 32 extending toward the roof crossbeam, a third cavity 33 extending toward the lower connecting member 12, and a fourth cavity 34 extending toward the lower reinforcing beam 5. The partition area 23 is arranged longitudinally along the upper connecting member 11. The first cavity 31, the second cavity 32, and the third cavity 33 are all located in the upper connecting member 11. Body 32, third cavity 33 and fourth cavity 34 are interconnected. The partition 23 can reasonably divide the space occupied by each cavity, thereby optimizing the force transmission effect of each cavity and ensuring that each cavity can transmit the force to the peripheral support structure of the rear window according to the set force transmission ratio. At the same time, the partition 23 can effectively improve the connection strength and support performance of the inner panel 21 and the outer panel 22 of the D-pillar. The partition 23 can be connected to the upper part of the upper connector 11 to separate the first cavity 31 and the second cavity 32. And / or the partition 23 can be connected to the lower part of the upper connector 11 to separate the third cavity 33 and the fourth cavity 34.

[0053] A first support member 61 is provided between the inner panel 21 and the outer panel 22 of the D-pillar. The first support member 61 has a roughly Z-shaped structure. One end of the first support member 61 is connected to the middle of the inner panel 21 of the D-pillar, and the other end is connected to the middle of the outer panel 22 of the D-pillar. The first support member 61 can effectively disperse the horizontal force and convert it into longitudinal or diagonal support force, thereby improving the stability and anti-torsional overturning ability of the upper connecting member 11. The first support member 61 strengthens the support strength of the middle of the inner panel 21 and the outer panel 22 of the D-pillar, improves the connection strength at local locations, significantly improves the torsional resistance of the peripheral support structure of the rear window, and thus significantly improves the NVH performance of the vehicle body.

[0054] The first support member 61 can be connected to the inner plate 21 and the outer plate 22 of the D-pillar by welding, bonding, screwing or riveting. In this embodiment, the first support member 61 is fixed to the inner plate 21 and the outer plate 22 of the D-pillar by welding.

[0055] The upper reinforcing beam 4 includes an upper reinforcing inner plate 41 and an upper reinforcing outer plate 42, which together form an upper reinforcing cavity 45. The C-pillar includes a C-pillar inner plate 71 and a C-pillar outer plate 72, which together form a C-pillar cavity 73. The upper reinforcing inner plate 41 has a first branch 43 and a second branch 44 at its end. The first branch 43 extends to the corresponding C-pillar outer plate 72, and the second branch 44 overlaps with the C-pillar inner plate 71.

[0056] A second support member 62 is provided between the upper reinforcing inner panel 41 and the C-pillar outer panel 72. The second support member 62 has a roughly Z-shaped structure and includes a support body 621 and support legs 622 respectively disposed on both sides of the support body 621. The support body 621 is connected to the C-pillar outer panel 72, and the support legs 622 are connected to the upper reinforcing inner panel 41, specifically, the support legs 622 are connected to the first branch 43. The second support member 62 has good closure and continuity, especially when subjected to pressure. The second support member 62 strengthens the support strength between the upper reinforcing inner panel 41 and the C-pillar outer panel 72, improves the connection strength at local locations, and significantly improves the torsional resistance of the surrounding support structure of the rear window, thereby significantly improving the NVH performance of the vehicle body.

[0057] In order to achieve the weight reduction of the first support member 61 and the second support member 62, the first support member 61 and the second support member 62 are respectively provided with weight reduction holes. Without affecting the support strength of the first support member 61 and the second support member 62, the weight reduction holes can be reasonably set on the first support member 61 and the second support member 62. This embodiment does not impose any restrictions.

[0058] The lower reinforcing beam 5 includes a lower reinforcing inner plate 51 and a lower reinforcing outer plate 52, which together form a lower reinforcing cavity 53. The lower connecting member 12 includes a lower inner plate 24 and a lower outer plate 25 of the D-pillar, which together form a lower connecting cavity 14. The upper connecting cavity 13 corresponds to the lower reinforcing cavity 53 and the lower connecting cavity 14, respectively. Specifically, the third cavity 33 is connected to or separated from the lower connecting cavity 14, and the fourth cavity 34 is connected to or separated from the lower reinforcing cavity 53.

[0059] The adjacent cavities in the upper connecting cavity 13, upper reinforcing cavity 45, C-pillar cavity 73, lower reinforcing cavity 53, and lower connecting cavity 14 are either interconnected or separated. Specifically, all the above cavities can be completely interconnected, completely separated, or partially interconnected. The upper connecting cavity 13, upper reinforcing cavity 45, C-pillar cavity 73, lower reinforcing cavity 53, and lower connecting cavity 14 are all closed cavities, meaning their cross-sections are closed, which does not affect the interconnection of adjacent cavities. The moment of inertia of the closed cavity interface is significantly greater than that of the open cross-section, which can improve the stiffness, strength, and torsional resistance of the surrounding support structure of the rear window, thereby improving the modal NVH performance of the vehicle body structure.

[0060] Specifically, the upper inner panel 21 of the D-pillar overlaps with the upper reinforcing inner panel 41 at its upper end; the lower two ends of the upper inner panel 21 of the D-pillar overlap with the lower inner panel 24 and the lower reinforcing inner panel 51 of the D-pillar, respectively; the inner panel 71 of the C-pillar overlaps with the upper reinforcing inner panel 41 and the lower reinforcing inner panel 51, respectively; the upper outer panel 22 of the D-pillar overlaps with the upper reinforcing outer panel 42 at its upper end; the lower two ends of the upper outer panel 22 of the D-pillar overlap with the lower outer panel 25 and the lower reinforcing outer panel 52 of the D-pillar, respectively; and the outer panel 72 of the C-pillar overlaps with the upper reinforcing outer panel 42 and the lower reinforcing outer panel 52, respectively.

[0061] The outer panel 22 of the D-pillar has a bent portion 81 extending towards the inner panel 21 of the D-pillar at the end near the upper reinforcing beam 4. The bent portion 81 is abutted against the inner panel 21 of the D-pillar to separate the upper connecting cavity 13 and the upper reinforcing cavity 45, effectively reducing vehicle noise at speeds greater than 100 km / h. Compared to existing methods that use additional components to separate adjacent cavities, this effectively reduces the use of parts and welding processes. In this embodiment, the bent portion 81 and the outer panel 22 of the D-pillar are integrally formed by self-bending, which meets the requirements for lightweighting and reduces manufacturing costs.

[0062] In order to separate at least two adjacent cavities of the upper connecting cavity 13, the upper reinforcing cavity 45, the C-pillar cavity 73, the lower reinforcing cavity 53, and the lower connecting cavity 14, any one of the components of the upper reinforcing beam 4, the lower reinforcing beam 5, the C-pillar, the upper connecting member 11, and the lower connecting member 12 is provided with an integrally connected bending portion 81, which is used to separate adjacent cavities. Specifically, the upper inner panel 21 or the upper outer panel 22 of the D-pillar can be provided with a bending part 81, which is used to separate the upper connecting cavity 13; the lower inner panel 24 or the lower outer panel 25 of the D-pillar can be provided with a bending part 81, which is used to separate the lower connecting cavity 14; the upper reinforcing inner panel 41 or the upper reinforcing outer panel 42 can be provided with a bending part 81, which is used to separate the upper reinforcing cavity 45; the lower reinforcing inner panel 51 or the lower reinforcing outer panel 52 can be provided with a bending part 81, which is used to separate the lower reinforcing cavity 53; the inner panel 71 and the outer panel 72 of the C-pillar can be provided with a bending part 81, which is used to separate the C-pillar cavity 73.

[0063] In this embodiment, the upper connector 11 can simultaneously transmit force to the upper reinforcing beam 4, the top cover crossbeam, the lower reinforcing beam 5, and the lower connector 12. As a four-in-one force guiding structure, the upper connector 11 can effectively improve the force transmission integrity of the peripheral support structure of the rear window and has high force transmission efficiency. At the same time, the upper connector 11 can strengthen the stiffness, strength, and torsional resistance of the peripheral support structure of the rear window. It can be applied to vehicles with a long distance between the C-pillar and D-pillar and a large rear window, thereby improving the overall body structure modal NVH performance.

[0064] Example 2

[0065] This embodiment optimizes the rear structure of the vehicle body based on the above embodiments, and in particular provides a specific implementation method for the lower reinforcing inner panel:

[0066] like Figure 19 , Figure 20 As shown, the lower reinforcing inner panel 51 is disposed facing the interior of the vehicle. The lower reinforcing inner panel 51 includes a first region 511, a second region 512 disposed at both ends of the first region 511, and a third region 513 disposed at the end of the second region 512 away from the first region 511. The first region 511 gradually decreases in thickness or extends to the second region 512 with equal thickness, and the second region 512 gradually increases in thickness or extends to the third region 513 with equal thickness.

[0067] The third section 513 located at one end of the lower reinforcing inner panel 51 overlaps with the C-pillar inner panel 71, and the third section 513 located at the other end of the lower reinforcing inner panel 51 overlaps with the lower inner panel 24 of the D-pillar and / or the upper inner panel 21 of the D-pillar. The lower reinforcing inner panel 51 enhances the connection strength with the C-pillar and D-pillar through the third section 513, resulting in higher stability of the force transmission path.

[0068] The two second zones 512 on the lower reinforcing inner plate 51 can have the same thickness, and the two third zones 513 can have the same thickness. In this embodiment, thickness refers to... Figure 19 The cross-sectional material thickness shown in the FF section direction is indicated by the length, which is the distance of the lower reinforcing inner plate 51 along the horizontal direction.

[0069] In this embodiment, the first region 511, the second region 512, and the third region 513 are all of equal thickness. The thickness of the second region 512 is no greater than the thickness of the third region 513. The thickness of the first region 511 is greater than a preset multiple of the thickness of the second region 512, which is 1.1. The first region 511 is the thickest of the three regions. The thickness of the third region 513 can be 1-1.6 mm. Specifically, the thickness t1 / t5 of the third region 513 is 1.4 mm, the thickness t3 of the first region 511 is 1.7 mm, the thickness t2 of one second region 512 is 1 mm, and the thickness t4 of the other second region 512 is 0.9 mm. The length of the third region 513 is 100-400 mm, the length of the first region 511 is 50-300 mm, and the length of the second region 512 is 50-400 mm.

[0070] A first transition zone 514 is provided between the first zone 511 and the second zone 512. One end of the first transition zone 514 is connected to the first zone 511 with the same thickness, and the other end of the first transition zone 514 is connected to the second zone 512 with the same thickness. The first transition zone 514 can be a structure with unequal thickness, where the thickness of the first transition zone 514 gradually decreases from the first zone 511 to the second zone 512. Alternatively, the first transition zone 514 can be a structure with equal thickness, where the first transition zone 514, the first zone 511, and the second zone 512 are all provided with equal thickness.

[0071] A second transition zone 515 is provided between the second zone 512 and the third zone 513. One end of the second transition zone 515 is connected to the second zone 512 with the same thickness, and the other end of the second transition zone 515 is connected to the third zone 513 with the same thickness. The second transition zone 515 can be a structure with unequal thickness, and the thickness of the second transition zone 515 gradually increases from the second zone 512 to the third zone 513. The second transition zone 515 can also be a structure with equal thickness. The second transition zone 515, the second zone 512 and the third zone 513 are all set with equal thickness.

[0072] In other embodiments, the second and third regions can be merged, the second transition region can be eliminated, and the length and thickness of each corresponding region can be adaptively adjusted. The merged regions can be arranged with a uniform thickness structure. For example, the thickness of the third region 513 is 1.4 mm, and the merged second region, third region, and second transition region are all uniformly 1.4 mm thick.

[0073] Weight reduction holes can be provided on the lower reinforcing inner plate 51. The weight reduction holes can be set in a suitable position without affecting the supporting strength of the lower reinforcing inner plate 51. This embodiment does not impose any restrictions.

[0074] In this embodiment, the lower reinforcing inner plate 51 can adopt an integral molding structure with unequal thickness, making the thickness distribution of each area more reasonable and the connection relationship between the lower reinforcing inner plate 51 and the C-pillar and D-pillar more stable. The lower reinforcing inner plate 51 has the characteristics of high component integration, reducing the number of components used, meeting the connection strength and lightweight requirements of the lower reinforcing inner plate 51, saving welding processes, and reducing costs.

[0075] Example 3

[0076] This embodiment provides a vehicle, including the rear body structure of the vehicle body in the above embodiments.

[0077] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0078] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. In this application, unless otherwise explicitly specified and limited, the terms "installed," "connected," "joined," "fixed," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two elements or the interaction between two elements. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0079] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0080] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A rear structure of a vehicle body, characterized in that: It includes a C-pillar, a D-pillar, an upper reinforcing beam (4), and a lower reinforcing beam (5). The two ends of the upper reinforcing beam (4) and the two ends of the lower reinforcing beam (5) are respectively connected to the D-pillar and the C-pillar. The upper reinforcing beam (4), the lower reinforcing beam (5), the C-pillar, and the D-pillar enclose to form a rear window. The D-pillar includes an upper connector (11) and a lower connector (12). The upper connector (11) forms an upper connecting cavity (13). The upper connecting cavity (13) is connected to the upper reinforcing beam (4), the top cover beam, the lower reinforcing beam (5), and the lower connector (12).

2. The rear structure of the vehicle body according to claim 1, characterized in that: The upper connector (11) includes an inner plate (21) on the D-pillar and an outer plate (22) on the D-pillar. The inner plate (21) on the D-pillar and the outer plate (22) on the D-pillar abut to form a partition area (23). The partition area (23) is arranged along the longitudinal direction of the upper connector (11).

3. The rear structure of the vehicle body according to claim 2, characterized in that: The upper connecting cavity (13) includes a first cavity (31) extending toward the upper reinforcing beam (4), a second cavity (32) extending toward the top cover beam, a third cavity (33) extending toward the lower connecting member (12), and a fourth cavity (34) extending toward the lower reinforcing beam (5); the first cavity (31), the second cavity (32), the third cavity (33), and the fourth cavity (34) are interconnected.

4. The rear structure of the vehicle body according to claim 3, characterized in that: The partition (23) extends through the upper part of the upper connector (11) to separate the first cavity (31) and the second cavity (32), and / or the partition (23) extends through the lower part of the upper connector (11) to separate the third cavity (33) and the fourth cavity (34).

5. The rear structure of the vehicle body according to claim 1, characterized in that: The upper connector (11) includes an inner plate (21) on the D-pillar and an outer plate (22) on the D-pillar. A first support member (61) is provided between the inner plate (21) on the D-pillar and the outer plate (22) on the D-pillar. One end of the first support member (61) is connected to the middle of the inner plate (21) on the D-pillar, and the other end of the first support member (61) is connected to the middle of the outer plate (22) on the D-pillar.

6. The rear structure of the vehicle body according to claim 1, characterized in that: The upper reinforcing beam (4) includes an interconnected upper reinforcing inner plate (41) and an upper reinforcing outer plate (42). The C-pillar includes an interconnected C-pillar inner plate (71) and a C-pillar outer plate (72). The upper reinforcing outer plate (42) overlaps with the C-pillar outer plate (72). One end of the upper reinforcing inner plate (41) is provided with a first branch (43) and a second branch (44). The first branch (43) extends to the C-pillar outer plate (72). The second branch (44) overlaps with the C-pillar inner plate (71). A second support member (62) is provided between the first branch (43) and the C-pillar outer plate (72).

7. The rear structure of the vehicle body according to claim 1, characterized in that: An upper reinforcing cavity (45) is formed inside the upper reinforcing beam (4), a C-pillar cavity (73) is formed inside the C-pillar, a lower reinforcing cavity (53) is formed inside the lower reinforcing beam (5), and a lower connecting cavity (14) is formed inside the lower connecting member (12). The adjacent cavities in the upper connecting cavity (13), the upper reinforcing cavity (45), the C-pillar cavity (73), the lower reinforcing cavity (53), and the lower connecting cavity (14) are either connected or separated.

8. The rear structure of the vehicle body according to claim 7, characterized in that: Any one of the upper reinforcing beam (4), the lower reinforcing beam (5), the C-column, the upper connector (11), and the lower connector (12) is provided with an integrally connected bent portion (81), which is used to separate adjacent cavities.

9. The rear structure of the vehicle body according to claim 1, characterized in that: The lower reinforcing beam (5) includes a lower reinforcing inner plate (51), which includes a first region (511), a second region (512) disposed at both ends of the first region (511), and a third region (513) disposed at the end of the second region (512) away from the first region (511). The first region (511) gradually decreases in thickness or extends to the second region (512) with equal thickness, and the second region (512) gradually increases in thickness or extends to the third region (513) with equal thickness. One of the third regions (513) overlaps with the C-pillar, and the other of the third regions (513) overlaps with the upper connector (11) and / or the lower connector (12).

10. A vehicle, characterized in that: Includes the rear body structure as described in any one of claims 1-9.

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