Vehicle body rear structure and vehicle

Abstract

The application relates to the technical field of a vehicle body, and provides a vehicle body rear structure and a vehicle. The vehicle body rear structure comprises a rear floor longitudinal beam, a rear wheel cover connected with the rear floor longitudinal beam, a rear shock tower and a connecting support connected on the rear wheel cover. The rear shock tower is integrally cast, an installation part for installing a rear shock absorber is arranged on the rear shock tower, the rear shock tower is connected on a rear wheel cover inner plate in the rear wheel cover, the connecting support is connected between the rear wheel cover inner plate and a rear wheel cover outer plate in the rear wheel cover, meanwhile, one end of the connecting support extends to the rear shock tower, and the other end of the connecting support is connected with a C column. The application can increase the dynamic stiffness of the rear shock absorber installation position, can improve the torsional stiffness of the vehicle body rear part, and is favorable for improving the use quality of the vehicle.

Description

Technical Field

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

[0002] In a vehicle, the rear shock absorber tower is a core component of the rear structure. It mainly supports the rear suspension system and transmits the vertical load generated by road impacts, the lateral force when the vehicle is turning, and the longitudinal force when accelerating or braking to the vehicle body, ensuring the stability and handling of the vehicle during driving.

[0003] However, in current traditional vehicle body structures, the rear shock absorber tower is usually a split sheet metal welded structure. This split structure not only results in a low dynamic stiffness at the installation position of the rear shock absorber due to the large number of sheet metal parts and welds, but also makes it difficult for the rear shock absorber tower to work in coordination with surrounding components to improve the torsional stiffness of the rear of the vehicle body, thus hindering the improvement of the vehicle's performance. Utility Model Content

[0004] In view of this, this application aims to propose a rear structure of the vehicle body to improve the quality of vehicle use.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0006] A rear structure of a vehicle body includes a rear floor longitudinal beam, a rear wheel arch connected to the rear floor longitudinal beam, and a rear shock absorber tower and a connecting bracket connected to the rear wheel arch.

[0007] The rear shock absorber tower is integrally cast and has a mounting part for installing the rear shock absorber. The rear shock absorber tower is connected to the inner plate of the rear wheel cover in the rear wheel cover.

[0008] The connecting bracket is connected between the inner plate and the outer plate of the rear wheel cover in the rear wheel cover, and one end of the connecting bracket extends to the rear shock absorber tower, while the other end of the connecting bracket is connected to the C-pillar.

[0009] Furthermore, the rear shock absorber tower is provided with a first reinforcing rib;

[0010] The first reinforcing rib is annular and is arranged around the axis of the rear shock absorber.

[0011] Furthermore, the top of the rear shock absorber tower is provided with shock absorber through holes corresponding to the arrangement of the rear shock absorber, and a second reinforcing rib is provided on the rear shock absorber tower;

[0012] The second reinforcing rib is a series of spaced-out ribs, and the series of second reinforcing ribs are arranged radially with the shock absorber through hole as the center.

[0013] Furthermore, the rear shock absorber tower is provided with second reinforcing ribs on both the upper and lower sides, and the first reinforcing rib and the second reinforcing rib on the same side are connected together.

[0014] Furthermore, the bottom of the rear shock absorber tower is provided with downwardly extending support legs;

[0015] The outrigger is connected to one side of the rear floor longitudinal beam and extends to the lower part of the rear floor longitudinal beam.

[0016] Furthermore, the rear shock absorber tower is provided with a third reinforcing rib;

[0017] The third reinforcing rib is arranged vertically, and the top of the third reinforcing rib is connected to the first reinforcing rib, while the bottom of the third reinforcing rib extends to the support leg.

[0018] Furthermore, the support legs are multiple legs arranged at intervals, and each support leg is provided with multiple third reinforcing ribs arranged side by side.

[0019] Furthermore, the connecting bracket includes a connecting plate connected to the inner plate of the rear wheel arch and the outer plate bracket of the rear wheel arch;

[0020] A cavity structure is formed between the inner rear wheel arch panel and the outer rear wheel arch panel and the connecting plate.

[0021] Furthermore, the connecting plate is provided with a plurality of first connecting protrusions arranged at intervals at one end near the rear shock absorber tower, and the rear shock absorber tower is provided with a plurality of second connecting protrusions arranged at intervals.

[0022] The connecting plate and the rear shock absorber tower are engaged together by a plurality of first connecting protrusions and a plurality of second connecting protrusions.

[0023] Compared with related technologies, this application has the following advantages:

[0024] (1) The rear structure of the vehicle body described in this application is formed by integrally casting the rear shock absorber tower and by setting a connecting bracket, with one end of the connecting bracket extending to the rear shock absorber tower and the other end connected to the C-pillar. This not only increases the structural strength and rigidity of the rear shock absorber tower itself by integral casting, but also improves the production efficiency and reduces the production cost of the rear shock absorber tower compared to the split sheet metal welding structure. At the same time, the setting of the connecting bracket connected to the C-pillar can increase the dynamic rigidity of the rear shock absorber installation position with the help of the surrounding C-pillar and other body structures, thereby improving the overall torsional rigidity of the rear of the vehicle body, which is conducive to improving the quality of vehicle use.

[0025] (2) A first reinforcing rib is provided on the rear shock absorber tower, and the first reinforcing rib is a ring structure arranged around the axial direction of the rear shock absorber. The high strength characteristics of the ring reinforcing rib can be used to increase the stiffness of the mounting part on the rear shock absorber tower for the installation of the rear shock absorber, improve the stability of the installation of the rear shock absorber, and at the same time improve the overall structural strength and stiffness of the rear shock absorber tower.

[0026] (3) By setting multiple second reinforcing ribs on the rear shock absorber tower and arranging the multiple second reinforcing ribs radially around the shock absorber through hole, it is convenient to set the second reinforcing ribs on the rear shock absorber tower. On the other hand, it is also possible to use the second reinforcing ribs to be arranged around the axis of the rear shock absorber, further increasing the rigidity of the installation position on the rear shock absorber tower, improving the stability of the installation of the rear shock absorber, and enhancing the overall structural strength and rigidity of the rear shock absorber tower.

[0027] (4) Second reinforcing ribs are provided on both the upper and lower sides of the rear damper tower, which can better increase the rigidity of the mounting part of the rear damper tower and improve the overall structural strength and rigidity of the rear damper tower. The first reinforcing rib and the second reinforcing rib on the same side are connected together, and through the connection of the first reinforcing rib and the second reinforcing rib, they can form a frame-like reinforcing rib structure on the rear damper tower. In this way, the synergistic effect of the first reinforcing rib and the second reinforcing rib can be utilized to achieve a better strengthening effect.

[0028] (5) A downwardly extending support leg is provided at the bottom of the rear shock absorber tower, and the support leg is connected to one side of the rear floor longitudinal beam and extends to the lower part of the rear floor longitudinal beam. The lower part of the rear shock absorber tower can be extended to the lower part of the rear floor longitudinal beam. By strengthening the structure of the rear floor longitudinal beam with the rear shock absorber tower, the deformation resistance and rigidity of the rear of the vehicle body can be increased, which helps to improve the reliability of the rear structure of the vehicle body.

[0029] (6) A third reinforcing rib is arranged vertically on the rear shock absorber tower, and the top of the third reinforcing rib is connected to the first reinforcing rib. At the same time, the bottom of the third reinforcing rib extends to the outrigger. On the one hand, the setting of the third reinforcing rib can increase the structural strength of the lower part of the rear shock absorber tower, especially the outrigger position. On the other hand, it can also form a vertical force transmission channel between the upper and lower outriggers of the rear shock absorber tower, which helps to effectively transmit the collision force along the rear shock absorber tower and improve the collision force transmission and dispersion effect between the rear floor longitudinal beam and the surrounding body parts.

[0030] (7) The outriggers are arranged in multiple intervals, and multiple third reinforcing ribs are arranged side by side for each outrigger. This can fully guarantee the structural strength of each outrigger position, increase the connection area between the rear shock absorber tower and the rear floor longitudinal beam, improve the reliability of the connection between the two, and also make the third reinforcing ribs work together to form a force transmission channel, thus having a better collision force transmission capability.

[0031] (8) The connecting bracket adopts a connecting plate between the inner plate of the rear wheel cover and the outer plate of the rear wheel cover. The structure is simple and easy to design and manufacture. It is also easy to install on the rear wheel cover. At the same time, it forms a cavity structure between the inner plate of the rear wheel cover, the outer plate of the rear wheel cover and the connecting plate. It can also take advantage of the high strength of the cavity structure to increase the structural strength of the connecting plate itself and the connection position between the rear wheel cover and the connecting plate, which can ensure the reliability of the connection between the connecting bracket and the C-pillar.

[0032] (9) Multiple first connecting protrusions are arranged at intervals at one end of the connecting plate near the rear shock absorber tower, and multiple second connecting protrusions are arranged at intervals on the rear shock absorber tower. The connecting plate and the rear shock absorber tower are engaged together by the multiple first connecting protrusions and the second connecting protrusions. The engagement of the first connecting protrusions and the second connecting protrusions can also play a better connecting role, which helps to ensure the improvement of the dynamic stiffness of the rear shock absorber tower position by the connecting plate, and is also conducive to the improvement of the torsional stiffness of the rear of the vehicle body.

[0033] This application also proposes a vehicle having a rear body structure as described above.

[0034] The vehicle described in this application, by setting the rear body structure as described above, can increase the dynamic stiffness of the rear shock absorber mounting position, thereby improving the torsional stiffness of the rear body and thus enhancing the vehicle's performance. Attached Figure Description

[0035] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0036] Figure 1 This is a schematic diagram of the rear structure of the vehicle body as described in the embodiments of this application;

[0037] Figure 2 for Figure 1 A schematic diagram of the structure shown from another perspective;

[0038] Figure 3 for Figure 1 A schematic diagram of the middle section structure;

[0039] Figure 4 for Figure 3 A magnified view of a portion of the image;

[0040] Figure 5 This is a schematic diagram of the structure of the rear shock absorber tower described in the embodiments of this application;

[0041] Figure 6 This is a structural schematic diagram of the rear shock absorber tower described in an embodiment of this application from another perspective;

[0042] Figure 7 This is a schematic diagram of the connecting plate described in an embodiment of this application;

[0043] Figure 8 This is a schematic diagram of the connecting plate described in an embodiment of this application from another perspective;

[0044] Explanation of reference numerals in the attached figures:

[0045] 1. Rear floor longitudinal beam; 2. Rear wheel arch; 3. Rear shock absorber tower; 4. Connecting bracket; 5. C-pillar;

[0046] 201. Rear wheel arch inner panel; 202. Rear wheel arch outer panel;

[0047] 301. Outrigger; 302. Second connecting protrusion; 303. Mounting part; 304. Shock absorber through hole; 3a. First reinforcing rib; 3b. Second reinforcing rib; 3c. Third reinforcing rib;

[0048] 401. Connecting plate; 402. First connecting protrusion;

[0049] Q. Cavity structure. Detailed Implementation

[0050] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0051] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0052] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are 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 on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0053] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0054] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0055] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0056] An embodiment of the first aspect of this application provides a rear vehicle structure, which mainly relates to the improvement of the mounting position of the rear shock absorber at the rear of the vehicle. Through its innovative structural design, the rear vehicle structure of this embodiment can increase the dynamic stiffness of the mounting position of the rear shock absorber, thereby improving the torsional stiffness of the rear of the vehicle and thus enhancing the quality of vehicle use.

[0057] In related technologies, the rear structure of a vehicle typically includes components such as body pillars (e.g., C-pillars, and D-pillars in some models), rear wheel arches, rear shock absorber towers, rear floor longitudinal beams, and rear floor transverse beams. These components connect to form the skeletal structure of the rear of the vehicle, which not only supports the passenger compartment and luggage compartment and enables the installation of the rear suspension, but also plays a role in absorbing and transferring collision energy during a vehicle collision.

[0058] Among them, the rear shock absorber tower is one of the main components of the rear structure of the vehicle body. It mainly supports the rear suspension system and transmits the vertical load generated by road impact, the lateral force when the vehicle is turning, and the longitudinal force when accelerating or braking to the vehicle body, ensuring the stability and handling of the vehicle during driving.

[0059] However, in current traditional vehicle body structures, the rear shock absorber tower is usually a separate sheet metal welded structure. This component assembly structure not only results in low dynamic stiffness at the installation position of the rear shock absorber due to the large number of sheet metal parts and welds, but also makes it difficult for the rear shock absorber tower to work in coordination with surrounding components to improve the torsional stiffness of the rear of the vehicle body, thus hindering the improvement of the vehicle's performance.

[0060] In view of this, in order to overcome the shortcomings of the related technology, the rear structure of the vehicle body in this embodiment combines... Figures 1 to 6 As shown, the overall design includes a rear floor longitudinal beam 1, a rear wheel arch 2 connected to the rear floor longitudinal beam 1, and a rear shock absorber tower 3 and a connecting bracket 4 connected to the rear wheel arch 2.

[0061] The rear shock absorber tower 3 is integrally cast and has a mounting part 303 for installing the rear shock absorber. The rear shock absorber tower 3 is connected to the inner plate 201 of the rear wheel cover 2.

[0062] The connecting bracket 4 is connected between the inner rear wheel cover 201 and the outer rear wheel cover 202 in the rear wheel cover 2, and one end of the connecting bracket 4 extends to the rear shock absorber tower 3, while the other end of the connecting bracket 4 is connected to the C-pillar 5.

[0063] Therefore, by integrally casting the rear shock absorber tower 3 and by setting the aforementioned connecting bracket 4, with one end of the connecting bracket 4 extending to the rear shock absorber tower 3 and the other end connecting to the C-pillar 5 in the vehicle body, this embodiment can increase the structural strength and rigidity of the rear shock absorber tower 3 through integral casting, and improve the production efficiency and reduce production costs compared to a split sheet metal welding structure. Simultaneously, this embodiment can also utilize the connecting bracket 4 connected to the C-pillar 5, along with the surrounding C-pillar 5 and other body structures, to increase the dynamic rigidity of the rear shock absorber mounting position, improve the overall torsional rigidity of the rear of the vehicle body, and thus enhance the overall vehicle performance.

[0064] Based on the above general introduction, specifically, in the vehicle body, the aforementioned rear floor longitudinal beam 1, rear wheel arch 2, and rear shock absorber tower 3 are all located on the left and right sides of the vehicle body. This embodiment will specifically use one side as an example for explanation.

[0065] In addition, one end of the connecting bracket 4 is connected to the C-pillar 5. That is, one end of the connecting bracket 4 and the C-pillar 5 are arranged on opposite sides of the rear wheel cover outer plate 202 and are connected together by welding through the rear wheel cover outer plate 202 (that is, the C-pillar 5, the rear wheel cover outer plate 202 and the connecting bracket 4 form a three-layer welded structure).

[0066] Furthermore, it is worth noting that the mounting portion 303 for installing the rear shock absorber described above can, for example, be a mounting boss formed on the rear shock absorber tower 3, with threaded connection holes provided on the mounting boss to facilitate the installation arrangement of the rear shock absorber. In addition to forming the mounting boss as the mounting portion 303, other boss structures can also be formed on the rear shock absorber tower 3 in specific implementations to facilitate the installation of other rear suspension components.

[0067] In this embodiment, the rear shock absorber tower 3, which is integrally cast, can be specifically formed by integral die casting.

[0068] Among them, the integrated die casting process is an advanced manufacturing process that uses large die casting equipment to inject molten metal into a mold cavity under high temperature and high pressure in one go, and directly forms a complete large structural component after cooling and solidification. This process breaks through the limitations of traditional manufacturing, which requires assembling multiple parts through welding, riveting and other methods, and realizes integrated production from raw materials to finished products.

[0069] The integrated die-casting process offers several advantages. First, it significantly improves production efficiency by eliminating numerous parts processing, assembly, and welding steps. The molding time for a single component is measured in minutes, drastically shortening the manufacturing cycle and reducing labor and time costs. Second, it optimizes the structural strength and safety of the molded structure. Integrated molding eliminates stress concentration issues caused by welds and connection points in traditional processes, increasing overall structural stiffness by over 30%. This results in superior performance in crash tests in fields such as automobiles, effectively absorbing impact energy and ensuring structural safety.

[0070] Furthermore, it facilitates lightweight design. By optimizing material distribution through computer simulation, the integrated die-casting process can reduce material usage by 10%-20% while ensuring structural strength, thus contributing to a reduction in overall vehicle weight. Finally, manufacturing costs are controllable in the long term, and design freedom is significantly enhanced. Although the integrated die-casting process requires a significant initial investment in die-casting equipment, it reduces parts procurement, assembly, and quality inspection processes, significantly lowering overall costs. It also results in higher product consistency, lower scrap rates, and the ability to achieve complex curved surfaces, hollow structures, and multifunctional integrated designs, meeting diverse design requirements.

[0071] In this embodiment, the integrally cast rear shock absorber tower 3 can generally be made of cast aluminum. Of course, in addition to aluminum alloy, it is also possible to use magnesium alloy or other alloy materials to make the integrally die-cast rear shock absorber tower 3.

[0072] Continue to combine Figure 5 and Figure 6 As shown, in some exemplary embodiments, this embodiment may, for example, provide a first reinforcing rib 3a on the rear shock absorber tower 3. The first reinforcing rib 3a is annular and located on the bottom end face of the top of the rear shock absorber tower 3, and the first reinforcing rib 3a is also arranged around the axis of the rear shock absorber.

[0073] At this time, by setting a first reinforcing rib 3a on the rear shock absorber tower 3, and making the first reinforcing rib 3a a ring structure arranged around the axial direction of the rear shock absorber, it can be understood that the high strength characteristics of the ring reinforcing rib can be used to increase the stiffness of the mounting part 303 on the rear shock absorber tower 3, which is used for the installation of the rear shock absorber, thereby improving the stability of the installation of the rear shock absorber, and also improving the overall structural strength and stiffness of the rear shock absorber tower 3.

[0074] It is worth noting that, in specific implementation, based on the fact that the first reinforcing rib 3a is located on the bottom surface of the top of the rear shock absorber tower 3, the height of the annular first reinforcing rib 3a protruding downward, the diameter of the first reinforcing rib 3a, and the radial thickness of the first reinforcing rib 3a, etc., can all be determined according to the overall size and specifications of the rear shock absorber tower 3, as well as the corresponding structural strength and stiffness design requirements. In addition, during the design process, multiple design schemes can generally be analyzed through simulation to determine the optimal structural form.

[0075] In addition, it should be noted that, besides such as Figure 5 As shown, the first reinforcing rib 3a is only one ring. Of course, depending on the specific design, the first reinforcing rib 3a can also be nested with multiple rings, and there is no restriction on this.

[0076] In this embodiment, in some exemplary implementations, it is still as follows Figure 5 and Figure 6 As shown, the top of the rear shock absorber tower 3 can generally be provided with shock absorber through holes 304 corresponding to the arrangement of the installed rear shock absorbers, and a second reinforcing rib 3b can also be further provided on the rear shock absorber tower 3.

[0077] The aforementioned shock absorber through-hole 304 primarily provides clearance for the installed rear shock absorber. The aforementioned second reinforcing ribs 3b are multiple ribs arranged at intervals, and these multiple second reinforcing ribs 3b are arranged radially around the shock absorber through-hole 304.

[0078] In this way, by setting multiple second reinforcing ribs 3b on the rear shock absorber tower 3 and arranging the multiple second reinforcing ribs 3b radially around the shock absorber through hole 304, it is convenient to set the second reinforcing ribs 3b on the rear shock absorber tower 3. On the other hand, it is also possible to increase the rigidity of the mounting part 303 on the rear shock absorber tower 3 by arranging each second reinforcing rib 3b around the axis of the rear shock absorber, thereby improving the stability of the rear shock absorber installation and enhancing the overall structural strength and rigidity of the rear shock absorber tower 3.

[0079] Based on the above-mentioned second reinforcing rib 3b, in some exemplary embodiments, this embodiment may provide second reinforcing ribs 3b on both the upper and lower sides of the rear shock absorber tower 3, and also connect the first reinforcing rib 3a and the second reinforcing rib 3b on the same side.

[0080] At this point, second reinforcing ribs 3b are provided on both the upper and lower sides of the rear damper tower 3. This obviously allows for a better increase in the rigidity of the mounting portion 303 on the rear damper tower, as well as an improvement in the overall structural strength and rigidity of the rear damper tower 3. The connection between the first reinforcing rib 3a and the second reinforcing rib 3b on the same side, i.e., the second reinforcing rib 3b located on the bottom surface of the top of the rear damper tower 3, is understandable. Through the connection of the first reinforcing rib 3a and the second reinforcing rib 3b, they can be made to... Figure 5 As shown, a frame-like reinforcing rib structure is formed on the rear shock absorber tower 3, so that the synergistic effect of the first reinforcing rib 3a and the second reinforcing rib 3b can be utilized to achieve a better strengthening effect.

[0081] It is worth noting that when second reinforcing ribs 3b are provided on both the upper and lower sides of the rear damping tower 3, in some exemplary embodiments, the second reinforcing ribs 3b on both the upper and lower sides of the rear damping tower 3 can adopt the same structure and arrangement. However, in other exemplary embodiments, reference can also be made to... Figure 5 and Figure 6 As shown, depending on the specific circumstances, the second reinforcing ribs 3b on the upper and lower sides of the rear damping tower 3 can adopt different structures and arrangements. This embodiment does not impose any restrictions on this, as long as the arrangement of the second reinforcing ribs 3b on the upper and lower sides of the rear damping tower 3 can be achieved, and the setting effect of the second reinforcing ribs 3b can be guaranteed.

[0082] In this embodiment, in some exemplary implementations, the following continues... Figure 2 , Figure 3 as well as Figure 5 and Figure 6 As shown, the bottom of the rear shock absorber tower 3 is provided with a downwardly extending support leg 301, which is connected to one side of the rear floor longitudinal beam 1 and also extends to the lower part of the rear floor longitudinal beam 1.

[0083] At this time, by setting a downward-extending support leg 301 at the bottom of the rear shock absorber tower 3, and connecting the support leg 301 to one side of the rear floor longitudinal beam 1 and extending it to the lower part of the rear floor longitudinal beam 1, the lower part of the rear shock absorber tower 3 can be extended to the lower part of the rear floor longitudinal beam 1. By strengthening the structure of the rear floor longitudinal beam 1 with the rear shock absorber tower 3, the deformation resistance and rigidity of the rear of the vehicle body can be increased, thereby helping to improve the reliability of the rear structure of the vehicle body.

[0084] In specific implementation, it is worth noting that the aforementioned support leg 301 is preferably extended to the bottom of the rear floor longitudinal beam 1. In this way, the support leg 301 at the bottom of the rear shock absorber tower 3 extends to the bottom of the rear floor longitudinal beam 1, which can have a better structural connection and reinforcement effect, and can maximize the rigidity of the rear of the vehicle body.

[0085] Based on the above-mentioned outrigger 301 configuration, in some exemplary embodiments of this embodiment, a third reinforcing rib 3c may also be provided on the rear shock absorber tower 3, for example. The third reinforcing rib 3c is arranged vertically, that is, along the vertical direction of the vehicle, and the top of the third reinforcing rib 3c is connected to the first reinforcing rib 3a, while the bottom of the third reinforcing rib 3c extends to the outrigger 301.

[0086] Therefore, by setting a vertically arranged third reinforcing rib 3c on the rear shock absorber tower 3, and making the top of the third reinforcing rib 3c connected to the first reinforcing rib 3a, while the bottom of the third reinforcing rib 3c extends to the support leg 301, on the one hand, it can increase the structural strength of the lower part of the rear shock absorber tower 3, especially the support leg 301 position, through the setting of the third reinforcing rib 3c, and on the other hand, it can also form a vertical force transmission channel between the upper part of the rear shock absorber tower 3 and the lower part of the support leg 301, which helps to effectively transmit the collision force along the rear shock absorber tower 3, and can improve the collision force transmission and dispersion effect between the rear floor longitudinal beam 1 and the surrounding body parts through the rear shock absorber tower 3.

[0087] Based on the aforementioned third reinforcing rib 3c, this embodiment continues to refer to... Figure 5 As shown, in some exemplary embodiments, the outriggers 301 are preferably multiple outriggers arranged at intervals, and multiple third reinforcing ribs 3c arranged side by side may also be provided for each outrigger 301.

[0088] In specific implementation, the support legs 301 can be two legs arranged at intervals, and two third reinforcing ribs 3c can be set at each support leg 301.

[0089] Moreover, it is understandable that by arranging multiple outriggers 301 at intervals, and simultaneously setting multiple third reinforcing ribs 3c arranged side by side for each outrigger 301, the structural strength of each outrigger 301 position can be fully guaranteed, and the connection area between the rear shock absorber tower 3 and the rear floor longitudinal beam 1 can be increased, improving the reliability of the connection between the two. Furthermore, the third reinforcing ribs 3c can be used together to form a force transmission channel, thus having a better collision force transmission capability.

[0090] In this embodiment, by Figure 2 , Figure 3 and continue to combine Figure 4 as well as Figure 7 and Figure 8 As shown, in some exemplary embodiments, the aforementioned connecting bracket 4 may include, for example, a connecting plate 401 connected to the brackets of the rear wheel cover inner plate 201 and the rear wheel cover outer plate 202, and a cavity structure Q is also formed between the rear wheel cover inner plate 201, the rear wheel cover outer plate 202 and the connecting plate 401.

[0091] At this point, the connecting bracket 4 adopts a connecting plate 401 that connects the inner plate 201 and the outer plate 202 of the rear wheel cover. It has the advantages of simple structure, easy design and manufacturing, and easy installation on the rear wheel cover 2. At the same time, a cavity structure Q is formed between the inner plate 201, the outer plate 202 and the connecting plate 401. Obviously, it can also take advantage of the high strength of the cavity structure Q to increase the structural strength of the connecting plate 401 itself and the connection position between the rear wheel cover 2 and the connecting plate 401, so as to ensure the reliability of the connection between the connecting bracket 4 and the C-pillar 5.

[0092] In this embodiment, the connecting bracket 4 uses the aforementioned connecting plate 401. In some exemplary embodiments, it is still as follows: Figure 4 As shown, for example, a plurality of first connecting protrusions 402 arranged at intervals can be provided at one end of the connecting plate 401 near the rear shock absorber tower 3, while a plurality of second connecting protrusions 302 arranged at intervals are also provided on the rear shock absorber tower 3. Furthermore, the connecting plate 401 and the rear shock absorber tower 3 are also engaged together by the plurality of first connecting protrusions 402 and the plurality of second connecting protrusions 302.

[0093] In this way, by setting multiple first connecting protrusions 402 at intervals on one end of the connecting plate 401 near the rear shock absorber tower 3, and setting multiple second connecting protrusions 302 at intervals on the rear shock absorber tower 3, and making the connecting plate 401 and the rear shock absorber tower 3 engage together through the multiple first connecting protrusions 402 and the second connecting protrusions 302, the engaging first connecting protrusions 402 and the second connecting protrusions 302 can also play a better connecting role, which helps to ensure the improvement of the dynamic stiffness of the rear shock absorber tower 3 by the connecting plate 401, and also helps to improve the torsional stiffness of the rear of the vehicle body.

[0094] It is worth noting that, in addition to using the connecting plate 401 as described above, the connecting bracket 4 can also use other conventional connecting structures, such as extruded profiles or castings, as long as they can increase the structural strength of the rear shock absorber mounting position of the vehicle body, and can also improve the dynamic stiffness of the rear shock absorber mounting position and the torsional stiffness of the rear of the vehicle body by means of the C-pillar 5, etc.

[0095] It is worth noting that, regarding the rear structure of the vehicle body in this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 8 As shown, it may include, for example, a rear floor longitudinal beam 1, a rear wheel arch 2 connected to the rear floor longitudinal beam 1, and a rear shock absorber tower 3 and a connecting bracket 4 connected to the rear wheel arch 2.

[0096] Among them, the rear shock absorber tower 3 is integrally cast and connected to the inner plate 201 of the rear wheel cover. The connecting bracket 4 adopts the connecting plate 401 connected between the inner plate 201 of the rear wheel cover and the outer plate 202 of the rear wheel cover. The inner plate 201 of the rear wheel cover, the outer plate 202 of the rear wheel cover and the connecting plate 401 also form a cavity structure Q.

[0097] The rear shock absorber tower 3 is provided with a first reinforcing rib 3a, a second reinforcing rib 3b, and a third reinforcing rib 3c. The bottom of the rear shock absorber tower 3 has a support leg 301, which is connected to one side of the rear floor longitudinal beam 1 and extends downwards from the rear floor longitudinal beam 1. Furthermore, the rear shock absorber tower 3 is also engaged with the connecting plate 401 via connecting protrusions on both.

[0098] In addition, in specific implementation, the connection between the rear shock absorber tower 3 and the inner plate 201 of the rear wheel cover, the connection between the connecting plate 401 and the inner plate 201 of the rear wheel cover and the outer plate 202 of the rear wheel cover, and the connection between the support leg 301 on the rear shock absorber tower 3 and the longitudinal beam 1 of the rear floor are all achieved by conventional connection methods, such as welding, screwing or riveting.

[0099] In the preferred embodiment of the rear structure of the vehicle body, the specific configuration and arrangement of the rear shock absorber tower 3, the connecting plate 401, etc. can still be referred to the descriptions in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the rear shock absorber tower 3, the connecting plate 401, etc. can also be referred to the descriptions in the above exemplary embodiments.

[0100] The rear structure of the vehicle body in this embodiment adopts the above design. By integrally casting the rear shock absorber tower 3 and setting the connecting bracket 4 composed of the connecting plate 401, the structural strength and rigidity of the rear shock absorber tower 3 itself can be increased. At the same time, the dynamic rigidity of the rear shock absorber mounting position can also be increased, and the overall torsional rigidity of the rear of the vehicle body can be improved, which is conducive to improving the quality of vehicle use.

[0101] An embodiment of the second aspect of this application provides a vehicle having a rear body structure as described in the first aspect embodiment above.

[0102] By setting the rear body structure as described above, the vehicle in this embodiment can increase the dynamic stiffness of the rear shock absorber mounting position, thereby improving the torsional stiffness of the rear body and enhancing the overall quality of vehicle use.

[0103] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A rear structure of a vehicle body, characterized in that: It includes a rear floor longitudinal beam (1), a rear wheel arch (2) connected to the rear floor longitudinal beam (1), and a rear shock absorber tower (3) and a connecting bracket (4) connected to the rear wheel arch (2); The rear shock absorber tower (3) is integrally cast and has a mounting part (303) for installing the rear shock absorber on it. The rear shock absorber tower (3) is connected to the inner plate (201) of the rear wheel cover in the rear wheel cover (2). The connecting bracket (4) is connected between the inner plate (201) and the outer plate (202) of the rear wheel cover (2), and one end of the connecting bracket (4) extends to the rear shock absorber tower (3), and the other end of the connecting bracket (4) is connected to the C-pillar (5).

2. The rear structure of the vehicle body according to claim 1, characterized in that: The rear shock absorber tower (3) is provided with a first reinforcing rib (3a); The first reinforcing rib (3a) is annular and arranged around the axis of the rear shock absorber.

3. The rear structure of the vehicle body according to claim 2, characterized in that: The top of the rear shock absorber tower (3) is provided with a shock absorber through hole (304) corresponding to the arrangement of the rear shock absorber, and a second reinforcing rib (3b) is provided on the rear shock absorber tower (3); The second reinforcing rib (3b) consists of multiple ribs arranged at intervals, and the multiple second reinforcing ribs (3b) are arranged radially with the shock absorber through hole (304) as the center.

4. The rear structure of the vehicle body according to claim 3, characterized in that: The rear shock absorber tower (3) is provided with the second reinforcing rib (3b) on both the upper and lower sides, and the first reinforcing rib (3a) and the second reinforcing rib (3b) on the same side are connected together.

5. The rear structure of the vehicle body according to claim 2, characterized in that: The bottom of the rear shock absorber tower (3) is provided with downwardly extending support legs (301); The outrigger (301) is connected to one side of the rear floor longitudinal beam (1) and extends to the lower part of the rear floor longitudinal beam (1).

6. The rear structure of the vehicle body according to claim 5, characterized in that: The rear shock absorber tower (3) is provided with a third reinforcing rib (3c); The third reinforcing rib (3c) is arranged vertically, and the top of the third reinforcing rib (3c) is connected to the first reinforcing rib (3a), and the bottom of the third reinforcing rib (3c) extends to the support leg (301).

7. The rear structure of the vehicle body according to claim 6, characterized in that: The support legs (301) are multiple legs arranged at intervals, and each support leg (301) is provided with multiple third reinforcing ribs (3c) arranged side by side.

8. The rear structure of the vehicle body according to any one of claims 1 to 7, characterized in that: The connecting bracket (4) includes a connecting plate (401) that connects to the brackets of the inner rear wheel cover (201) and the outer rear wheel cover (202); A cavity structure (Q) is formed between the inner rear wheel arch panel (201) and the outer rear wheel arch panel (202) and the connecting plate (401).

9. The rear structure of the vehicle body according to claim 8, characterized in that: The connecting plate (401) has a plurality of first connecting protrusions (402) arranged at intervals at one end near the rear shock absorber tower (3), and the rear shock absorber tower (3) has a plurality of second connecting protrusions (302) arranged at intervals. The connecting plate (401) and the rear shock absorber tower (3) are engaged together by a plurality of first connecting protrusions (402) and a plurality of second connecting protrusions (302).

10. A vehicle, characterized in that: The vehicle is provided with a rear body structure as described in any one of claims 1 to 9.

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