Force transmission assembly

Abstract

This application relates to a force transmission structure assembly, belonging to the field of vehicle component technology. The force transmission structure assembly includes a rear floor component, a rear floor seat crossbeam, a front reinforcing plate for the rear wheel arch, and a rear reinforcing plate for the rear wheel arch. Through rigid connections between the rear floor component and each component, a force transmission path is formed from bottom to top, from the rear floor seat crossbeam to the rear floor component, and then branched to the front and rear reinforcing plates for the rear wheel arch, ultimately forming a complete ring structure with the upper body. This solution eliminates the defects of insufficient joint stiffness by abandoning the traditional stamping resistance welding process and using rigid connections. It improves the torsional stiffness of the entire vehicle by utilizing lateral load-bearing nodes and longitudinal force transmission paths, reduces vibration transmission efficiency by minimizing relative displacement between structures, and achieves efficient dispersion of collision energy and driving load, thereby enhancing structural strength, optimizing NVH performance, and improving collision safety.

Description

Technical Field

[0001] This application relates to the field of vehicle component technology, and in particular to a force transmission structure assembly. Background Technology

[0002] Traditional C-rings, as the safety load-bearing structure of the vehicle body, are mostly made of high-strength steel or lightweight materials. Through their connection with components such as the floor and rear wheel arches, they form a continuous stress transmission path, which can efficiently disperse and absorb energy during a collision, thus building a solid defense for driving and riding safety.

[0003] However, the traditional C-ring structure has the problem of insufficient joint stiffness, which not only weakens the torsional stiffness of the whole vehicle and affects driving stability, but also leads to the deterioration of the vehicle's NVH (Noise, Vibration, and Harshness) performance (increased noise and vibration), and is also prone to stress concentration, creating potential safety hazards. Utility Model Content

[0004] The force transmission structure assembly provided in this application aims to solve the technical problem of insufficient joint stiffness in existing C-ring structures.

[0005] To achieve the above objectives, according to a first aspect of this application, a force transmission structure assembly is provided, comprising:

[0006] Rear floor fitting, used for connection to the rear floor panel;

[0007] The rear floor seat crossbeam is connected to the rear floor piece and is used to connect to the rear floor panel;

[0008] The rear wheel arch front reinforcement plate is connected to the side of the rear floor piece away from the rear floor seat crossbeam and is used to connect to the rear wheel arch inner plate;

[0009] The rear wheel arch reinforcement plate is connected to the inner plate of the rear wheel arch, and the side of the rear wheel arch reinforcement plate near the rear floor piece is connected to the front reinforcement plate of the rear wheel arch and the rear floor piece respectively.

[0010] Optionally, the rear floor component has a first groove and a second groove spaced apart, the front reinforcing plate portion of the rear wheel arch is located in the first groove and connected to the groove wall of the first groove; the rear reinforcing plate portion of the rear wheel arch is located in the second groove and connected to the groove wall of the second groove.

[0011] Optionally, the rear floor member includes a first protrusion and a second protrusion, with the first groove formed on the first protrusion and the second groove formed on the second protrusion.

[0012] Optionally, both the first groove and the second groove are square grooves.

[0013] Optionally, the first protrusion has at least one first through hole, which communicates with the first groove;

[0014] The front reinforcing plate of the rear wheel cover has at least one first mounting hole, which is connected to the first through hole and the first groove respectively.

[0015] The force transmission structure assembly includes a first fastener, which is sequentially inserted through the first through hole, the first mounting hole, and the first groove, so that the first protrusion is connected to the front reinforcing plate of the rear wheel cover.

[0016] Optionally, the second protrusion has at least one second through hole, which communicates with the second groove;

[0017] The rear wheel arch reinforcement plate has at least one second mounting hole, which is connected to the second through hole and the second groove respectively;

[0018] The force transmission structure assembly includes a second fastener, which is sequentially inserted through the second through hole, the second mounting hole, and the second groove, so that the second protrusion is connected to the rear reinforcing plate of the rear wheel cover.

[0019] Optionally, the rear floor component further includes a connecting portion connected between the first protrusion and the second protrusion, the connecting portion having a third through hole;

[0020] The front reinforcing plate of the rear wheel arch has at least one third mounting hole, which communicates with the third through hole;

[0021] The rear wheel arch reinforcement plate has at least one fourth mounting hole, which is connected to the third through hole and the third mounting hole respectively;

[0022] The force transmission structure assembly includes a third fastener, which passes through the third through hole, the third mounting hole, and the fourth mounting hole, so that the connecting part is respectively connected to the front reinforcing plate of the rear wheel cover and the rear reinforcing plate of the rear wheel cover.

[0023] Optionally, the side of the front reinforcing plate of the rear wheel arch away from the rear floor member is spaced apart from the side of the rear reinforcing plate of the rear wheel arch away from the rear floor member.

[0024] Optionally, the front reinforcing plate of the rear wheel cover has a third protrusion and a third groove. The front reinforcing plate of the rear wheel cover protrudes in a direction away from the inner plate of the rear wheel cover to form the third protrusion. The side of the third protrusion away from the inner plate of the rear wheel cover is attached to and connected to the groove wall of the first groove. The third groove is formed on the third protrusion.

[0025] The rear wheel arch reinforcement plate has a fourth protrusion and a fourth groove. The rear wheel arch reinforcement plate protrudes in a direction away from the inner plate of the rear wheel arch to form the fourth protrusion. The side of the fourth protrusion away from the inner plate of the rear wheel arch is attached to and connected to the groove wall of the second groove. The fourth groove is formed on the fourth protrusion.

[0026] Optionally, the front reinforcing plate of the rear wheel cover includes a first flange, which is disposed on the side of the third protrusion near the rear reinforcing plate of the rear wheel cover and connected to the inner plate of the rear wheel cover. The third mounting hole is formed on the first flange.

[0027] The rear wheel arch reinforcement plate includes a second flange, which is disposed on the side of the fourth protrusion near the front reinforcement plate of the rear wheel arch and connected to the inner plate of the rear wheel arch. The fourth mounting hole is formed on the second flange.

[0028] The first flange is connected to the second flange and the connecting portion respectively by the third fastener.

[0029] The force transmission structure assembly of this application embodiment includes a rear floor component, a rear floor seat crossbeam, a front reinforcing plate for the rear wheel arch, and a rear reinforcing plate for the rear wheel arch. Through the rigid connection between the rear floor component and each component, a force transmission path is formed from bottom to top, from the rear floor seat crossbeam to the rear floor component, and then branched to the front and rear reinforcing plates for the rear wheel arch, ultimately forming a complete ring structure with the upper body. The rear floor component connects to the rear floor panel to form the basic load-bearing platform at the rear of the vehicle. The rear floor seat crossbeam acts as a load-bearing hub, transferring loads from the seat, suspension, etc., to the rear floor component to enhance the lateral rigidity of the vehicle body. The rear wheel arch... The front reinforcing plate and inner plate, and the rear reinforcing plate and castings respectively constitute the front and rear support frames. The rear reinforcing plate is connected to the front reinforcing plate and castings to form a two-way force transmission path. At the same time, the rear floor panel and the rear wheel arch inner plate adopt SPR self-piercing riveting technology. This solution eliminates the defects of insufficient joint stiffness by abandoning the traditional stamping resistance welding process and using rigid connection to eliminate the defects of insufficient joint stiffness. It improves the torsional stiffness of the whole vehicle by using lateral load-bearing nodes and longitudinal force transmission paths. By reducing the relative displacement between structures, it reduces the vibration transmission efficiency, realizes the efficient dispersion of collision energy and driving load, enhances structural strength, optimizes NVH performance and collision safety.

[0030] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0033] Figure 1 This is a schematic diagram of the overall structure of the force transmission structure assembly provided in an exemplary embodiment of this disclosure from one angle.

[0034] Figure 2 This is an exploded structural diagram of the force transmission structure assembly provided in an exemplary embodiment of this disclosure;

[0035] Figure 3 This is a schematic diagram of the overall structure of the force transmission structure assembly provided in an exemplary embodiment of this disclosure from another angle;

[0036] Figure 4 yes Figure 3 Schematic diagram of the cross section at point AA;

[0037] Figure 5 This is a cross-sectional schematic diagram of the front reinforcing plate of the rear wheel arch provided in an exemplary embodiment of this disclosure;

[0038] Figure 6 This is a cross-sectional schematic diagram of the rear wheel arch reinforcement plate provided in an exemplary embodiment of this disclosure;

[0039] Figure 7 This is a cross-sectional structural diagram of the rear floor component provided in an exemplary embodiment of this disclosure.

[0040] Explanation of reference numerals in the attached figures:

[0041] 100 - Rear floor piece; 110 - First groove; 120 - Second groove; 130 - First protrusion; 131 - First through hole; 140 - Second protrusion; 141 - Second through hole; 150 - Connecting part; 151 - Third through hole;

[0042] 200 - Rear floor seat crossbeam;

[0043] 300 - Rear wheel arch front reinforcement plate; 310 - First mounting hole; 320 - Third mounting hole; 330 - Third protrusion; 340 - Third groove; 350 - First flange;

[0044] 400 - Rear wheel arch reinforcement plate; 410 - Second mounting hole; 420 - Fourth mounting hole; 430 - Fourth protrusion; 440 - Fourth groove; 450 - Second flange;

[0045] 500-rear floor panel;

[0046] 600 - Rear wheel arch inner panel;

[0047] 700 - First fastener;

[0048] 800 - Second fastener;

[0049] 900 - Third fastener. Detailed Implementation

[0050] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0051] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, they should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, unless otherwise stated, "multiple" means two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist; for example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. Furthermore, the terms “comprising” and “having”, and any variations thereof, are intended to cover non-exclusive inclusion, such that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or apparatus.

[0052] The C-ring in the body-in-white is a crucial component of the automotive structure, playing a key role in the vehicle's safety and overall performance. Also known as the C-pillar ring, it's one of the ring structures surrounding the body-in-white, forming the basic framework of the vehicle along with the A-pillar and B-pillar. The primary function of the C-ring is to enhance the body's torsional rigidity and improve vehicle stability during lateral impacts. With the development of the automotive industry, the materials and manufacturing technologies for C-rings have continuously advanced. The application of lightweight materials such as high-strength steel and aluminum alloys allows C-rings to maintain high strength while reducing weight, contributing to improved fuel efficiency and reduced emissions. Advanced manufacturing technologies, such as one-piece die-casting, make C-ring production more efficient, while also improving the structural integrity and rigidity.

[0053] Traditional C-rings are typically made of high-strength steel or other lightweight materials. By connecting with other parts of the vehicle body, such as the floor and rear wheel arches, they form a continuous stress transmission path, effectively dispersing and absorbing collision energy. The C-ring structure generally consists of two assemblies, the rear wheel arch and the rear floor, connected by spot welding. The rear wheel arch assembly is welded together from the front reinforcing plate, the rear reinforcing plate, and the inner rear wheel arch plate. The rear floor assembly is welded together from components such as the seat crossbeam, the rear floor crossbeam, and the rear floor panel. The C-ring structure, with its seat crossbeam, rear floor crossbeam, and wheel arch reinforcing plates forming a continuous force transmission path, connects upwards to the upper body, forming a complete ring structure.

[0054] In other words, the traditional C-ring structure has the problem of insufficient joint stiffness, which not only weakens the torsional stiffness of the whole vehicle and affects driving stability, but also leads to the deterioration of the vehicle's NVH (Noise, Vibration, and Harshness) performance (increased noise and vibration), and is prone to stress concentration, creating potential safety hazards.

[0055] In view of this, embodiments of this application provide a force transmission structure assembly, aiming to solve at least one of the above problems. It should be noted that the directions up, down, left, and right in this embodiment are all relative to the vehicle body, and it should also be noted that this application only shows the configuration on one side of the vehicle's lateral direction. The actual force transmission configuration is a double-ring force transmission configuration perpendicular to the longitudinal direction, which will not be described in detail here.

[0056] According to the first aspect of this application, please refer to Figure 1 , Figure 2 , Figure 3This disclosure provides a force transmission structure assembly, including a rear floor component 100, a rear floor seat crossbeam 200, a front reinforcing plate 300 for the rear wheel arch, and a rear reinforcing plate 400 for the rear wheel arch. The rear floor component 100 is connected to the rear floor seat crossbeam 200, the front reinforcing plate 300, and the rear reinforcing plate 400 respectively, forming a force transmission path from the rear floor seat crossbeam 200 to the rear floor component 100, and then to the front reinforcing plate 300 or the rear reinforcing plate 400 for the rear wheel arch, ultimately forming a complete ring structure with the upper body. It should be noted that "then to the front reinforcing plate 300 or the rear reinforcing plate 400" means that the force transmission path branches off at the rear floor component 100, with one path transmitting to the front reinforcing plate 300 and the other to the rear reinforcing plate 400, achieving efficient dispersion of collision energy and driving load.

[0057] The rear floor component 100 connects to the rear floor panel 500, which serves as the basic load-bearing and connecting element in the C-ring structure, providing support for a continuous force transmission path within the C-ring structure. The rear floor component 100 and the rear floor panel 500 connect to form the basic load-bearing platform at the rear of the vehicle, absorbing loads from the vehicle interior and impacts from the road surface. It should be noted that the C-ring is typically located near the doors, connecting the roof, door frame, and bottom of the vehicle body. Its design purpose is to effectively disperse and absorb impact forces in the event of a collision, thereby protecting the safety of the passengers inside the vehicle.

[0058] The rear floor seat crossbeam 200 is connected to the rear floor component 100 and is also used to connect to the rear floor panel 500. Specifically, the rear floor seat crossbeam 200 acts as a load-bearing hub, transferring the loads from other parts of the vehicle body (such as seats and suspension systems) to the rear floor component 100, thereby enhancing the lateral rigidity of the vehicle body. During actual stress testing, the vertical loads generated by the weight of the occupants and seats, as well as the horizontal inertial forces during vehicle acceleration, braking, and cornering, are all transmitted to the rear floor component 100 through the rear floor seat crossbeam 200. This design effectively enhances the lateral rigidity of the vehicle body, prevents torsional deformation caused by lateral forces, ensures that the load is distributed along a predetermined path, and significantly improves the overall structural strength and durability of the vehicle.

[0059] The front reinforcing plate 300 of the rear wheel arch is connected to the side of the rear floor piece 100 away from the rear floor seat crossbeam 200, and is used to connect to the inner panel 600 of the rear wheel arch. The front reinforcing plate 300 and the inner panel 600 of the rear wheel arch together constitute the front support frame of the rear wheel arch. It should be noted that the rear floor piece 100 and the inner panel 600 of the rear wheel arch can be connected using SPR (Self-Piercing Riveting). Specifically, the front reinforcing plate 300 of the rear wheel arch can be made of high-strength steel or lightweight alloy material, formed by stamping or die casting.

[0060] The rear wheel arch reinforcement plate 400 is connected to the rear wheel arch inner plate 600. Together with the rear floor panel 100, the rear wheel arch reinforcement plate 400 forms the rear support frame of the rear wheel arch area, effectively resisting the impact force and lateral load generated by wheel bounce. Furthermore, the side of the rear wheel arch reinforcement plate 400 closest to the rear floor panel 100 is connected to both the rear wheel arch front reinforcement plate 300 and the rear floor panel 100. That is, the rear wheel arch reinforcement plate 400 and the rear wheel arch front reinforcement plate 300 are partially connected, and the connection point is connected to the rear floor panel 100. The cross-sectional area of ​​this force transmission structure assembly is smaller than that of existing two independent force transmission paths, thus freeing up more space for the rear passenger seat cushion and improving the user experience. It should be noted that the rear wheel arch reinforcement plate 400 can improve the overall torsional stiffness of the rear wheel arch area, effectively resisting the impact force and lateral load from the wheel; at the same time, it creates two force transmission paths, which can quickly and evenly distribute the load to other parts of the vehicle body during collision or driving, reduce stress concentration, and improve the overall structural strength and collision safety of the vehicle.

[0061] Through the above technical solutions, regarding joint stiffness, by abandoning the traditional stamping resistance welding process and adopting a method where the rear floor component 100 is rigidly connected to the rear floor seat crossbeam 200, the front reinforcing plate 300 of the rear wheel arch, and the rear reinforcing plate 400 of the rear wheel arch, the defect of insufficient joint stiffness is eliminated at its source, enhancing the overall structural rigidity of the C-ring. Regarding the torsional stiffness of the entire vehicle, the rear floor seat crossbeam 200 and the rear floor component 100 form a lateral load-bearing node, while the front reinforcing plate 300, the rear reinforcing plate 400, and the rear floor component 100 construct a longitudinal force transmission path, significantly improving the overall torsional stiffness of the vehicle and enhancing vehicle driving stability. In terms of NVH performance, the rigid connection between the rear floor component 100 and the rear floor seat crossbeam 200, the front reinforcing plate 300 of the rear wheel arch, and the rear reinforcing plate 400 of the rear wheel arch, combined with the connection between the front reinforcing plate 300 and the rear reinforcing plate 400 of the rear wheel arch, reduces the relative displacement between the various structures and lowers vibration transmission efficiency.

[0062] In some embodiments, please refer to Figure 5 The rear floor panel 100 has a first groove 110 and a second groove 120 spaced apart. A portion of the front reinforcing plate 300 of the rear wheel arch is located within the first groove 110 and connected to the groove wall of the first groove 110; a portion of the rear reinforcing plate 400 of the rear wheel arch is located within the second groove 120 and connected to the groove wall of the second groove 120. It should be noted that in this embodiment, the first groove 110 and the second groove 120 are used to position the rear floor panel 100 relative to the front reinforcing plate 300 and the rear reinforcing plate 400 of the rear wheel arch, respectively. This can reduce the impact of assembly errors on connection rigidity to a certain extent, and compared to traditional structures, it improves the connection stability of the rear wheel arch area to a certain degree.

[0063] In some embodiments, please refer to Figure 4 The rear floor panel 100 includes a first protrusion 130 and a second protrusion 140. A first groove 110 is formed in the first protrusion 130, and a second groove 120 is formed in the second protrusion 140. The combination of the first protrusion 130 and the first groove 110, and the combination of the second protrusion 140 and the second groove 120, allows the rear floor panel 100 to distribute stress more evenly when bearing loads, further optimizing the stress state of the rear wheel arch area and enhancing the local structural strength and deformation resistance.

[0064] It should be noted that both the first groove 110 and the second groove 120 are square grooves. This means that the front reinforcing plate 300 of the rear wheel arch can be quickly and easily assembled into the first groove 110, and similarly, the rear reinforcing plate 400 of the rear wheel arch can be quickly and easily assembled into the second groove 120. Furthermore, square grooves are easy to manufacture; that is, this embodiment can improve positioning accuracy, reduce assembly errors to a certain extent, and improve manufacturing efficiency.

[0065] In some embodiments, such as Figure 5 As shown, the first protrusion 130 has at least one first through hole 131, which communicates with the first groove 110. The front reinforcing plate 300 of the rear wheel arch has at least one first mounting hole 310, which communicates with both the first through hole 131 and the first groove 110. This force transmission structure assembly includes a first fastener 700 (such as a bolt), which is sequentially inserted through the first through hole 131, the first mounting hole 310, and the first groove 110 to connect the first protrusion 130 to the front reinforcing plate 300 of the rear wheel arch. In other words, a mechanical connection is formed between the first protrusion 130 and the front reinforcing plate 300 of the rear wheel arch via the first fastener 700. This mechanical connection method differs from the flexible connection characteristics of traditional welding processes. The axial preload of the first fastener 700 forms a gapless rigid node, transforming the load that originally relied on the weld seam into a load that is directly transmitted through the first fastener 700, significantly shortening the force transmission path from the front reinforcing plate 300 of the rear wheel arch to the rear floor component 100. When the vehicle is subjected to dynamic loads (such as road impacts and suspension vibrations) during driving, the load can be quickly transmitted to the rear floor component 100 through the first fastener 700, reducing energy loss caused by plastic deformation of the weld joint and improving the response speed and reliability of the force transmission system.

[0066] In some embodiments, such as Figure 5 and Figure 6As shown, the second protrusion 140 has at least one second through hole 141, which communicates with the second groove 120. The rear wheel arch reinforcement plate 400 has at least one second mounting hole 410, which communicates with both the second through hole 141 and the second groove 120. This force transmission structure assembly includes a second fastener 800 (such as a bolt), which is sequentially inserted through the second through hole 141, the second mounting hole 410, and the second groove 120 to connect the second protrusion 140 to the rear wheel arch reinforcement plate 400. Specifically, the rear wheel arch reinforcement plate 400 is connected to the rear floor panel 100 via the second fastener 800, and the front wheel arch reinforcement plate 300 is connected to the rear floor panel 100 via the first fastener 700, forming a symmetrical force transmission structure. This design upgrades the rear wheel arch area from unidirectional force application to bidirectional constraint, enabling it to resist loads from different directions simultaneously, further enhancing the overall torsional resistance. When a vehicle is subjected to impact loads from the front or rear, lateral forces during cornering, or vertical forces generated by wheel bounce, the mechanical connection of the symmetrical force transmission structure can transfer loads from both directions simultaneously, avoiding overload at a single connection point. This design significantly enhances the structure's ability to withstand multi-directional loads. Especially in the event of an off-center or asymmetrical collision, the bidirectional force transmission can balance stress distribution, reduce torsional deformation in the rear wheel arch area, and improve the stability and durability of the entire vehicle structure.

[0067] In some embodiments, such as Figure 4 and Figure 6 and Figure 7 As shown, the rear floor panel 100 also includes a connecting portion 150, which connects between the first protrusion 130 and the second protrusion 140, and the connecting portion 150 has a third through hole 151. The front reinforcing plate 300 of the rear wheel arch has at least one third mounting hole 320, which communicates with the third through hole 151. The rear reinforcing plate 400 of the rear wheel arch has at least one fourth mounting hole 420, which communicates with the third through hole 151 and the third mounting hole 320, respectively. The force transmission structure assembly includes a third fastener 900, which passes through the third through hole 151, the third mounting hole 320, and the fourth mounting hole 420, so that the connecting portion 150 is connected to the front reinforcing plate 300 and the rear reinforcing plate 400 of the rear wheel arch, respectively.

[0068] It should be noted that both the front reinforcing plate 300 and the rear reinforcing plate 400 of the rear wheel arch must be located inside the rear floor assembly 100. Specifically, the opening of the first groove 110 of the rear floor assembly 100 faces the front reinforcing plate 300, and the opening of the second groove 120 of the rear floor assembly 100 faces the rear reinforcing plate 400. Due to manufacturing process requirements, when connecting the wheel arch assembly and the rear floor assembly, the upper part of the wheel arch is pushed horizontally until it is flush with the rear floor assembly 100. This ensures that both the front reinforcing plate 300 and the rear reinforcing plate 400 on the wheel arch are inside the rear floor assembly 100.

[0069] In some embodiments, such as Figure 3 As shown, the front reinforcing plate 300 of the rear wheel arch is spaced apart from the side of the rear floor member 100, and the rear reinforcing plate 400 of the rear wheel arch is also spaced apart from the side of the rear floor member 100. That is, the front reinforcing plate 300 and the rear reinforcing plate 400 of the rear wheel arch form an angle, bringing the longitudinal crumple point closer to the connection between the front reinforcing plate and the inner panel 600 of the rear wheel arch. When the vehicle is involved in a collision, the impact force is transmitted along the angle between the front reinforcing plate 300 and the rear reinforcing plate 400, causing the pre-set crumple zone to undergo controllable deformation preferentially. This design guides the collision energy to be released along a pre-set path, avoiding unexpected structural failure and improving the overall passive safety performance of the vehicle.

[0070] In some embodiments, such as Figure 5 As shown, the front reinforcing plate 300 of the rear wheel arch has a third protrusion 330 and a third groove 340. The front reinforcing plate 300 of the rear wheel arch protrudes in a direction away from the inner plate 600 of the rear wheel arch to form the third protrusion 330. The side of the third protrusion 330 away from the inner plate 600 of the rear wheel arch is attached to and connected to the groove wall of the first groove 110. The third groove 340 is formed on the third protrusion 330.

[0071] The rear wheel arch reinforcement plate 400 has a fourth protrusion 430 and a fourth groove 440. The fourth protrusion 430 is formed by the rear wheel arch reinforcement plate 400 protruding in a direction away from the rear wheel arch inner plate 600. The side of the fourth protrusion 430 facing away from the rear wheel arch inner plate 600 is attached and connected to the groove wall of the second groove 120. The fourth groove 440 is formed on the fourth protrusion 430. Specifically, the design of the third protrusion 330 and the fourth protrusion 430 increases the contact area of ​​the front wheel arch reinforcement plate 300, the rear wheel arch reinforcement plate 400 and the corresponding first groove 110 and second groove 120 on the rear floor piece 100, thereby improving the connection rigidity. The third groove 340 and the fourth groove 440 optimize the component weight while enhancing the connection strength, taking into account both structural reliability and the requirements of vehicle lightweighting.

[0072] In some embodiments, such as Figure 2As shown, the front reinforcing plate 300 of the rear wheel arch includes a first flange 350, which is disposed on the side of the third protrusion 330 near the rear reinforcing plate 400 of the rear wheel arch, and is connected to the inner plate 600 of the rear wheel arch by welding or fasteners. A third mounting hole 320 is formed on the first flange 350. The rear reinforcing plate 400 of the rear wheel arch includes a second flange 450, which is disposed on the side of the fourth protrusion 430 near the front reinforcing plate 300 of the rear wheel arch, and is connected to the inner plate 600 of the rear wheel arch. A fourth mounting hole 420 is formed on the second flange 450. The first flange 350 is connected to the second flange 450 and the connecting portion 150 respectively by a third fastener 900.

[0073] In summary, the dual-cavity C-ring structure designed in this embodiment reduces the cross-sectional area of ​​the cavities through integrated force transmission paths and a compact structural design, freeing up lateral space for the three rows of passenger seat cushions. Specifically, the rear wheel arch reinforcement plate 400 and the front wheel arch reinforcement plate 300 form a rigid node at the connection portion 150 via a third fastener 900. This, combined with the positioning of the first groove 110 and the second groove 120 of the rear floor piece 100 and the reinforcement of the first protrusion 130 and the second protrusion 140, reduces redundant support components. At the same time, the first flange 350 and the second flange 450 of the rear wheel arch reinforcement plate 400 and the front wheel arch reinforcement plate 300 are connected to the rear floor piece 100 via the third fastener 900, effectively reducing the lateral space occupied by the structure and improving the comfort of the rear passengers and the design margin of the trunk.

[0074] Through rigid connection and optimized force transmission path, the torsional stiffness of the dual-cavity C-ring structure is improved, simultaneously enhancing vehicle safety and NVH performance. The rear floor component 100 is rigidly connected to the rear wheel arch reinforcement plate 400 and the front rear wheel arch reinforcement plate 300 via high-strength bolts, achieving multi-path load distribution. A gapless connection is formed by the axial preload of fasteners (referring to the first fastener 700, the second fastener 800, and the third fastener 900), reducing vibration transmission efficiency. Combined with the angled structure design of the front and rear wheel arch reinforcement plates, this reduces in-vehicle noise, prevents structural resonance, and improves driving stability.

[0075] By utilizing a one-piece die-casting process and CAE topology optimization technology (CAE refers to Computer-Aided Engineering), the weight of the dual-cavity C-ring structure is significantly reduced, resulting in increased range for the vehicle. The rear floor component 100 is formed by one-piece die casting, replacing a multi-part welded structure, reducing the number of connecting parts and improving material utilization. It also features a first groove 110 and a second groove 120 for localized weight reduction.

[0076] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0077] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0078] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A force transfer structure assembly, characterized by, include: Rear floor component (100) for connection with rear floor panel (500); The rear floor seat crossbeam (200) is connected to the rear floor piece (100) and is used to connect to the rear floor panel (500); The rear wheel arch front reinforcement plate (300) is connected to the side of the rear floor piece (100) away from the rear floor seat crossbeam (200) and is used to connect to the rear wheel arch inner plate (600); The rear wheel arch reinforcement plate (400) is connected to the rear wheel arch inner plate (600), and the side of the rear wheel arch reinforcement plate (400) near the rear floor piece (100) is connected to the rear wheel arch front reinforcement plate (300) and the rear floor piece (100) respectively.

2. The force transmission assembly of claim 1, wherein, The rear floor component (100) has a first groove (110) and a second groove (120) spaced apart. The front reinforcing plate (300) of the rear wheel arch is partially located in the first groove (110) and connected to the groove wall of the first groove (110). The rear reinforcing plate (400) of the rear wheel arch is partially located in the second groove (120) and connected to the groove wall of the second groove (120).

3. The force transmission assembly of claim 2, wherein, The rear floor component (100) includes a first protrusion (130) and a second protrusion (140), with a first groove (110) formed in the first protrusion (130) and a second groove (120) formed in the second protrusion (140).

4. The force transmission assembly of claim 3, wherein, Both the first groove (110) and the second groove (120) are square grooves.

5. The force transmission structure assembly according to claim 3, characterized in that, The first protrusion (130) has at least one first through hole (131), which communicates with the first groove (110); The rear wheel arch front reinforcing plate (300) has at least one first mounting hole (310), which is connected to the first through hole (131) and the first groove (110) respectively; The force transmission structure assembly includes a first fastener (700), which is sequentially inserted through the first through hole (131), the first mounting hole (310), and the first groove (110) to connect the first protrusion (130) with the front reinforcing plate (300) of the rear wheel arch.

6. The force transmission structure assembly according to claim 5, characterized in that, The second protrusion (140) has at least one second through hole (141), which communicates with the second groove (120); The rear wheel arch reinforcement plate (400) has at least one second mounting hole (410), which is connected to the second through hole (141) and the second groove (120) respectively; The force transmission structure assembly includes a second fastener (800), which is sequentially inserted through the second through hole (141), the second mounting hole (410), and the second groove (120) to connect the second protrusion (140) with the rear wheel arch reinforcement plate (400).

7. The force transmission structure assembly according to claim 6, characterized in that, The rear floor component (100) further includes a connecting portion (150) connected between the first protrusion (130) and the second protrusion (140), and the connecting portion (150) has a third through hole (151). The front reinforcing plate (300) of the rear wheel arch has at least one third mounting hole (320), which communicates with the third through hole (151); The rear wheel arch reinforcement plate (400) has at least one fourth mounting hole (420), which is connected to the third through hole (151) and the third mounting hole (320) respectively; The force transmission structure assembly includes a third fastener (900), which passes through the third through hole (151), the third mounting hole (320) and the fourth mounting hole (420) so that the connecting part (150) is connected to the front reinforcing plate (300) of the rear wheel cover and the rear reinforcing plate (400) of the rear wheel cover respectively.

8. The force transmission assembly of claim 7, wherein, The front reinforcing plate (300) of the rear wheel arch is spaced apart from the side of the rear floor piece (100) and the rear reinforcing plate (400) of the rear wheel arch is spaced apart from the side of the rear floor piece (100).

9. The force transmission structure assembly according to claim 7, characterized in that, The front reinforcing plate (300) of the rear wheel arch has a third protrusion (330) and a third groove (340). The front reinforcing plate (300) of the rear wheel arch protrudes in a direction away from the inner plate (600) of the rear wheel arch to form the third protrusion (330). The side of the third protrusion (330) away from the inner plate (600) of the rear wheel arch is attached to and connected to the groove wall of the first groove (110). The third groove (340) is formed on the third protrusion (330). The rear wheel arch reinforcement plate (400) has a fourth protrusion (430) and a fourth groove (440). The rear wheel arch reinforcement plate (400) protrudes in a direction away from the rear wheel arch inner plate (600) to form the fourth protrusion (430). The side of the fourth protrusion (430) away from the rear wheel arch inner plate (600) is attached to and connected to the groove wall of the second groove (120). The fourth groove (440) is formed on the fourth protrusion (430).

10. The force transmission structure assembly according to claim 9, characterized in that, The front reinforcing plate (300) of the rear wheel cover includes a first flange (350), which is disposed on the side of the third protrusion (330) near the rear reinforcing plate (400) of the rear wheel cover and is connected to the inner plate (600) of the rear wheel cover. The third mounting hole (320) is opened on the first flange (350). The rear wheel arch reinforcement plate (400) includes a second flange (450), which is disposed on the side of the fourth protrusion (430) near the front reinforcement plate (300) of the rear wheel arch and is connected to the inner plate (600) of the rear wheel arch. The fourth mounting hole (420) is opened on the second flange (450). The first flange (350) is connected to the second flange (450) and the connecting part (150) respectively by the third fastener (900).

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