Rear structure of the vehicle body and vehicle

Abstract

This application relates to the field of vehicle body technology and provides a rear vehicle body structure and a vehicle. The rear vehicle body structure of this application includes C-pillars located on the left and right sides, wheel arch inner panel assemblies located behind each C-pillar, a roof crossbeam located between the tops of the two C-pillars, and a rear floor crossbeam located between the bottoms of the two wheel arch inner panel assemblies. The wheel arch inner panel assembly includes a rear wheel arch inner panel, a rear shock absorber support reinforcement plate located on the outer side of the rear wheel arch inner panel, and a connecting plate located on the inner side of the rear wheel arch inner panel. The rear shock absorber support reinforcement plate and the connecting plate are integrally cast, with one end of the rear shock absorber support reinforcement plate and the connecting plate connected together, and the other end of the connecting plate connected to the rear floor crossbeam. This application helps reduce the overall vehicle manufacturing cost, facilitates lightweight vehicle body design, and also improves the torsional rigidity of the rear of the vehicle body, thereby improving the overall 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 the rear frame structure of the vehicle body, the C-ring structure located at the C-pillar plays an important role in improving the torsional rigidity of the rear of the vehicle.

[0003] In traditional vehicle bodies, the C-ring structure is typically reinforced using high-strength steel and multi-layered reinforcing plates. However, these reinforcement methods not only increase the difficulty of the body forming process and thus increase the overall vehicle manufacturing cost, but also increase the vehicle's weight, which is detrimental to improving the overall quality of the vehicle. Utility Model Content

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

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows: A rear structure of a vehicle body includes C-pillars located on the left and right sides, wheel arch inner panel assemblies located behind each of the C-pillars, a roof beam located between the tops of the two C-pillars, and a rear floor beam located between the bottoms of the two wheel arch inner panel assemblies. The wheel arch inner plate assembly includes a rear wheel arch inner plate, a rear shock absorber support reinforcement plate located on the outer side of the rear wheel arch inner plate, and a connecting plate located on the inner side of the rear wheel arch inner plate. The rear shock absorber support reinforcement plate and the connecting plate are integrally cast, and one end of the rear shock absorber support reinforcement plate and the connecting plate are connected together, while the other end of the connecting plate is connected to the rear floor beam.

[0006] Furthermore, the connecting plate spans across the rear floor longitudinal beam and is connected to the rear floor longitudinal beam.

[0007] Furthermore, the bottom of the rear shock absorber support reinforcement plate is provided with a downwardly extending support leg, which is connected to one side of the rear floor longitudinal beam.

[0008] Furthermore, the rear shock absorber support reinforcement plate is provided with a first reinforcing rib; The first reinforcing rib is arranged vertically, with one end extending towards the top of the rear shock absorber support reinforcing plate and the other end extending to the support leg.

[0009] Furthermore, the support legs are multiple legs arranged at intervals, and each support leg is provided with the first reinforcing rib; The top of the rear shock absorber support reinforcement plate is provided with a second reinforcing rib, which is cross-connected with each of the first reinforcing ribs.

[0010] Furthermore, the inner plate of the rear wheel arch is fixed between the rear shock absorber support reinforcing plate and the connecting plate, and a cavity is formed between the connecting plate, the inner plate of the rear wheel arch, and the longitudinal beam of the rear floor.

[0011] Furthermore, the end of the connecting plate that is connected to the rear shock absorber support reinforcement plate has a first connecting surface and a second connecting surface located on the front and rear sides of the first connecting plate; The second connecting surfaces on both sides abut against the inner plate of the rear wheel arch, and there is a preset gap between the first connecting surface and the inner plate of the rear wheel arch. The rear shock absorber support reinforcement plate is provided with a connecting boss that abuts against the first connecting surface. The connectors at the second connecting surfaces on both sides pass through the inner plate of the rear wheel arch and are connected to the rear shock absorber support reinforcement plate, while the connectors at the first connecting surfaces are connected to the connecting boss.

[0012] Furthermore, a groove is formed at one end of the connecting plate that is connected to the rear floor beam, the end of the rear floor beam is embedded in the groove, and a connection point for connecting to the rear floor beam is provided on each side wall of the groove.

[0013] Furthermore, the wheel arch inner plate assembly includes a reinforcing plate on the wheel arch inner plate connected to the upper part of the rear wheel arch inner plate; The reinforcing plate on the inner side of the wheel arch is located inside the inner side of the rear wheel arch, and the bottom of the reinforcing plate on the inner side of the wheel arch is connected to the reinforcing plate of the rear shock absorber support, while the top of the reinforcing plate on the inner side of the wheel arch is connected to the C-pillar.

[0014] Compared with related technologies, this application has the following advantages: (1) The rear structure of the vehicle body described in this application uses castings for both the rear shock absorber support reinforcement plate and the connecting plate located on both sides of the rear wheel cover inner plate assembly. This not only utilizes the integral molding feature of the rear shock absorber support reinforcement plate and the connecting plate, avoiding the increased difficulty of the vehicle body molding process caused by the design of multiple connecting plates, thus helping to reduce the overall vehicle manufacturing cost, but also fully utilizes the characteristics of the integrally molded rear shock absorber support reinforcement plate and the connecting plate, which are usually made of aluminum alloy or magnesium alloy, to achieve lightweight design of the vehicle body and improve the torsional stiffness of the rear of the vehicle body, thereby improving the overall quality of the vehicle.

[0015] (2) The connecting plate spans across the rear floor longitudinal beam and is connected to the rear floor longitudinal beam, which facilitates the arrangement of the connecting plate. At the same time, the connection between the rear floor longitudinal beam and the connecting plate can not only increase the stability of the C-ring structure of the vehicle body, which is composed of the C-pillar, wheel arch inner panel assembly, roof crossbeam and rear floor crossbeam, in the overall vehicle body, and further improve the torsional stiffness of the rear of the vehicle body, but also form a force transmission channel between the C-ring structure of the vehicle body and the rear floor longitudinal beam, which helps to improve the transmission and dispersion effect of collision force at the rear of the vehicle body.

[0016] (3) A downwardly extending support leg is provided at the bottom of the rear shock absorber support reinforcement plate, and the support leg is connected to one side of the rear floor longitudinal beam. The extension of the rear shock absorber support reinforcement plate to the side of the rear floor longitudinal beam can be used to strengthen the structure of the rear floor longitudinal beam by means of the cast rear shock absorber support reinforcement plate, thereby increasing the deformation resistance and rigidity of the rear of the vehicle body and helping to improve the reliability of the rear structure of the vehicle body.

[0017] (4) A first reinforcing rib is arranged vertically on the rear shock absorber support reinforcement plate, and the top of the first reinforcing rib extends to the top of the rear shock absorber support reinforcement plate, while the bottom of the first reinforcing rib extends to the support leg. On the one hand, the setting of the first reinforcing rib can increase the structural strength of the lower part of the rear shock absorber support reinforcement plate, especially the support leg position. On the other hand, it can also form a vertical force transmission channel between the upper and lower support legs of the rear shock absorber support reinforcement plate, which helps to effectively transmit the collision force along the rear shock absorber support reinforcement plate and improve the collision force transmission and dispersion effect between the rear floor longitudinal beam and the surrounding body parts.

[0018] (5) The outriggers are arranged in multiple spaced intervals, and a first reinforcing rib is set for each outrigger. This can fully guarantee the structural strength of each outrigger position, and increase the connection area between the rear shock absorber support reinforcing plate and the rear floor longitudinal beam, thereby improving the reliability of the connection between the two. At the same time, by setting the second reinforcing rib, the structural strength of the top position of the rear shock absorber support reinforcing plate can be increased by using the cross-connected first and second reinforcing ribs, and the ability to transfer the impact force from the top to the bottom of the rear shock absorber support reinforcing plate can be improved.

[0019] (6) The inner plate of the rear wheel arch is fixed between the rear shock absorber support reinforcement plate and the connecting plate, which can increase the stability of the inner plate of the rear wheel arch in the vehicle body. It also facilitates the transmission of the collision force on the inner plate of the rear wheel arch to the rear shock absorber support reinforcement plate and the connecting plate. Furthermore, by forming a cavity between the connecting plate, the inner plate of the rear wheel arch and the rear floor longitudinal beam, the high structural strength of the cavity can be utilized to increase the connection strength between the connecting plate, the inner plate of the rear wheel arch and the rear floor longitudinal beam, thereby better improving the torsional stiffness of the rear of the vehicle body.

[0020] (7) By setting a second connecting surface that abuts against the inner plate of the rear wheel arch and a first connecting surface that has a gap with the inner plate of the rear wheel arch at one end of the connecting plate connected to the rear shock absorber support reinforcement plate, a cavity can also be formed between the connecting plate and the rear shock absorber support reinforcement plate, which helps to increase the structural strength of the connection position between the two and ensure the reliability of the connection between the two. At the same time, by using the setting of the connecting boss, it is also convenient to connect the connecting plate and the rear shock absorber support reinforcement plate and improve the connection strength between them.

[0021] (8) A groove is formed on the connecting plate so that the end of the rear floor beam is embedded in the groove, and a connection point for connecting the rear floor beam is provided on each side wall of the groove. This facilitates the connection between the rear floor beam and the connecting plate, and also ensures the reliability of the connection between the two. This helps to increase the stability of the C-ring position structure of the vehicle body and improves the torsional stiffness of the rear of the vehicle body.

[0022] (9) Connecting a reinforcing plate to the upper part of the inner plate of the rear wheel cover facilitates the connection between the inner plate of the rear wheel cover and the C-pillar. At the same time, the bottom of the reinforcing plate on the inner plate of the wheel cover is connected to the reinforcing plate of the rear shock absorber support, which also helps the collision force at the C-pillar position to be fully transmitted to the reinforcing plate of the rear shock absorber support, thereby improving the transmission and dispersion effect of the collision force and enhancing the safety of the vehicle collision.

[0023] Another object of this application is to provide a vehicle having a rear body structure as described above.

[0024] The vehicle described in this application has the same beneficial effects as the aforementioned rear body structure compared to related technologies, and will not be repeated here. Attached Figure Description

[0025] 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: Figure 1 This is a schematic diagram of the rear structure of the vehicle body as described in the embodiments of this application; Figure 2 This is a schematic diagram of the C-ring structure of the vehicle body described in the embodiments of this application; Figure 3 This is a schematic diagram illustrating the arrangement of the connecting plate according to an embodiment of this application; Figure 4 This is a schematic diagram showing the connection between the connecting plate and the rear shock absorber support reinforcement plate as described in the embodiments of this application; Figure 5 for Figure 4 Cross-sectional view at position AA; Figure 6This is a schematic diagram illustrating the arrangement of the rear shock absorber support reinforcement plate as described in the embodiments of this application; Figure 7 This is a schematic diagram showing the connecting protrusion protruding into the inner side of the rear wheel arch inner plate as described in the embodiments of this application; Figure 8 This is a schematic diagram of the structure of the rear wheel arch inner plate according to an embodiment of this application; Figure 9 This is a schematic diagram of the structure of the rear shock absorber support reinforcement plate described in the embodiments of this application; Figure 10 This is a schematic diagram from another perspective of the rear shock absorber support reinforcement plate described in the embodiments of this application; Figure 11 This is a schematic diagram of the connecting plate described in an embodiment of this application; Figure 12 This is a schematic diagram of the connecting plate described in an embodiment of this application from another perspective; Explanation of reference numerals in the attached figures: 1. C-pillar; 2. Rear wheel arch inner panel; 3. Rear shock absorber support reinforcement plate; 4. Connecting plate; 5. Reinforcement plate on the inner wheel arch; 6. Top cover crossbeam; 7. Rear floor crossbeam; 8. Rear floor longitudinal beam; 9. Rear floor; 100. Wheel arch inner panel assembly; 201. Hole; 301. Support leg; 302. Shock absorber support mounting point; 303. Connecting boss; 304. Connecting hole; 3a. First reinforcing rib; 3b. Second reinforcing rib; 3c. Third reinforcing rib; 401. Middle section; 4011. Longitudinal beam connecting hole; 402. Upper section; 4021. Connecting through hole; 402a. First connecting surface; 402b. Second connecting surface; 403. Lower section; 4031. Crossbeam connecting hole; 4a. Groove; Q, cavity; s, gap. Detailed Implementation

[0026] 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.

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] An embodiment of the first aspect of this application provides a rear vehicle structure that, through innovative design of the structure of related components at the rear of the vehicle, can reduce the overall vehicle manufacturing cost, achieve lightweight vehicle design, and improve the torsional stiffness of the rear of the vehicle, thereby improving the overall quality of the vehicle.

[0033] In related technologies, torsional stiffness of the vehicle body is one of the important performance indicators for evaluating the strength and stiffness of the vehicle body structure. It mainly reflects the vehicle body's ability to resist torsional deformation during driving, especially on uneven roads or when subjected to lateral forces. Torsional stiffness of the vehicle body has a significant impact on the vehicle's handling stability, safety, comfort, and durability.

[0034] In vehicles, the improvement of body torsional stiffness mainly depends on the frame structure of the body. Among the frame structures at the rear of the body, the C-ring structure located at the C-pillar plays an important role in improving the overall rear torsional stiffness of the vehicle.

[0035] The C-ring structure of a car body generally includes the C-pillars 1 on the left and right sides, the rear wheel arch (especially the inner panel 2 of the rear wheel arch), the roof crossbeam 6, and the rear floor crossbeam 7, etc. In traditional car bodies, the C-ring structure is generally reinforced by using high-strength steel and designing multiple reinforcing plates at the inner panel of the rear wheel arch (such as the rear shock absorber mounting point).

[0036] However, existing methods such as using high-strength steel and designing multi-layer reinforcing plates not only increase the difficulty of body forming processes and increase the overall vehicle manufacturing cost, but also increase the body weight, which is not conducive to improving the overall quality of the vehicle.

[0037] 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 12 As shown, the overall design includes C-pillars 1 located on the left and right sides, wheel arch inner panel assemblies 100 located behind each C-pillar 1, top cover beam 6 located between the tops of the two C-pillars 1, and rear floor beam 7 located between the bottoms of the two wheel arch inner panel assemblies 100.

[0038] Each wheel arch inner panel assembly 100 includes a rear wheel arch inner panel 2, a rear shock absorber support reinforcement plate 3 located on the outer side of the rear wheel arch inner panel 2, and a connecting plate 4 located on the inner side of the rear wheel arch inner panel 2. Furthermore, the rear shock absorber support reinforcement plates 3 and connecting plates 4 on both sides are integrally cast. One end of each rear shock absorber support reinforcement plate 3 and connecting plate 4 is connected together, while the other end of the connecting plate 4 is connected to the rear floor crossbeam 7.

[0039] Therefore, as set up above, by making the rear shock absorber support reinforcement plate 3 and connecting plate 4 located on both sides of the rear wheel cover inner plate 2 in the wheel cover inner plate assembly 100 both integrally cast castings, this embodiment can take advantage of the integral molding feature of the rear shock absorber support reinforcement plate 3 and connecting plate 4, avoiding the increase in the difficulty of the body molding process caused by the design of multiple connecting plates, and helping to reduce the manufacturing cost of the whole vehicle.

[0040] Meanwhile, based on the characteristics of the integrated rear shock absorber support reinforcement plate 3 and connecting plate 4, which are usually made of aluminum alloy or magnesium alloy, this embodiment can also make full use of the characteristics of castings that are lightweight and have high structural strength to achieve lightweight design of the vehicle body and improve the torsional stiffness of the rear of the vehicle body, thereby improving the overall quality of the vehicle.

[0041] Based on the above overview, specifically, the rear shock absorber support reinforcing plate 3 and connecting plate 4, which are prepared by an integral casting process, can generally be formed by die casting in actual implementation.

[0042] Integrated die casting is an advanced manufacturing process that uses large die casting equipment to inject molten metal into a mold cavity under high temperature and pressure in a single operation, directly forming a complete structural component after cooling and solidification. This process overcomes the limitations of traditional manufacturing, which requires assembling multiple parts through welding, riveting, and other methods, achieving integrated production from raw materials to finished products.

[0043] The integrated die-casting process significantly improves production efficiency, 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. Secondly, die-casting optimizes the structural strength and safety of the formed structure. The 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 vehicles and other fields, more effectively absorbing impact energy and ensuring structural safety.

[0044] Furthermore, die casting facilitates lightweight design. In product design, computer simulations optimize material distribution, and while maintaining structural strength, integrated die casting can reduce material usage by 10%-20%, contributing to a reduction in overall vehicle weight. Finally, die casting offers long-term controllable manufacturing costs and significantly enhanced design freedom. Although integrated die casting requires 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.

[0045] It is worth noting that, as mentioned above, the integrally cast rear shock absorber support reinforcement plate 3 and connecting plate 4 are generally made of aluminum alloy, making them cast aluminum parts. 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 support reinforcement plate 3 and connecting plate 4.

[0046] Furthermore, given that the C-pillar 1 and the wheel arch inner panel assembly 100 are both located on the left and right sides of the vehicle body in the rear structure, this embodiment will specifically describe one side as an example. Also, the inner side of the rear wheel arch inner panel 2, that is, the side facing inwards from the vehicle, is the same as the outer side of the rear wheel arch inner panel 2, which faces outwards from the vehicle.

[0047] In this embodiment, we continue to combine Figures 1 to 5 As shown, in some of the exemplary embodiments, the connecting plate 4 spans over the rear floor longitudinal beam 8 and is also connected to the rear floor longitudinal beam 8.

[0048] At this point, the connecting plate 4 spans across the rear floor longitudinal beam 8 and is connected to the rear floor longitudinal beam 8, which facilitates the arrangement of the connecting plate 4 in the vehicle body. At the same time, based on the fact that the rear floor longitudinal beam 8 is usually connected to the rear wheel arch inner panel 2, the connection between the rear floor longitudinal beam 8 and the connecting plate 4 can obviously not only increase the stability of the body C-ring structure composed of the C-pillars 1 on both sides, the wheel arch inner panel assembly 100, the roof crossbeam 6, and the rear floor crossbeam 7 in the overall vehicle body, further improving the torsional stiffness of the rear of the vehicle body, but also form more force transmission channels between the body C-ring structure and the rear floor longitudinal beam 8, which helps to improve the transmission and dispersion effect of collision force at the rear of the vehicle body, thus improving the vehicle's collision safety performance.

[0049] In practical implementation, based on the fact that the connecting plate 4 is a casting, and given that the rear floor longitudinal beam 8 is generally a sheet metal beam structure formed by stamping and welding sheet metal, the connecting plate 4 and the rear floor longitudinal beam 8 can be connected by, for example, a screw connection. However, in addition to screw connections, other connection methods such as riveting are also acceptable, as long as they can meet the connection requirements between the connecting plate 4 and the rear floor longitudinal beam 8 and achieve a reliable connection between the two.

[0050] In this embodiment, during specific implementation, the rear shock absorber tower 3 located on the outer side of the rear wheel arch inner plate 2 can be connected to the rear wheel arch inner plate 2, for example, by riveting. Continuing the connection... Figures 6 to 10 As shown, in some exemplary embodiments, a downwardly extending support leg 301 may be provided at the bottom of the rear shock absorber support reinforcement plate 3, such that the support leg 301 is connected to one side of the rear floor longitudinal beam 8.

[0051] Since the rear shock absorber support reinforcement plate 3 is located on the outside of the rear wheel arch inner plate 2, the aforementioned support leg 301 is also arranged side by side on the outside of the rear floor longitudinal beam 8 and connected to the outside of the rear floor longitudinal beam 8. Furthermore, in a preferred embodiment, the aforementioned support leg 301 may extend, for example, to the bottom of the rear floor longitudinal beam 8 to fully connect with it.

[0052] By providing a downwardly extending support leg 301 at the bottom of the rear shock absorber support reinforcement plate 3, and connecting the support leg 301 to one side of the rear floor longitudinal beam 8, it can be understood that the extension of the rear shock absorber support reinforcement plate 3 to the side of the rear floor longitudinal beam 8, through the reinforcement of the rear floor longitudinal beam 8 structure by the cast rear shock absorber support reinforcement plate 3, increases the deformation resistance and rigidity of the rear of the vehicle body, and also helps to improve the reliability of the rear structure of the vehicle body.

[0053] Based on the support leg 301 provided at the bottom of the rear shock absorber support reinforcement plate 3, in some exemplary embodiments of this embodiment, a first reinforcing rib 3a may further be provided on the rear shock absorber support reinforcement plate 3. The first reinforcing rib 3a is arranged vertically, with one end extending towards the top of the rear shock absorber support reinforcement plate 3 and the other end extending to the support leg 301.

[0054] At this point, by adding a vertically arranged first reinforcing rib 3a to the rear shock absorber support reinforcement plate 3, and having the top end of the first reinforcing rib 3a extend to the top of the rear shock absorber support reinforcement plate 3 and the bottom end extend to the support leg 301, on the one hand, it can increase the structural strength of the lower part of the rear shock absorber support reinforcement plate 3, especially the support leg 301, through the setting of the first reinforcing rib 3a. On the other hand, it can obviously also form a vertical force transmission channel between the upper part of the rear shock absorber support reinforcement plate 3 and the lower part of the support leg 301, so that the collision force can be effectively transmitted along the rear shock absorber support reinforcement plate 3. With the help of the rear shock absorber support reinforcement plate 3, the collision force transmission and dispersion effect between the rear floor longitudinal beam 8 and the surrounding body parts can be improved.

[0055] In specific implementation, the aforementioned first reinforcing rib 3a can be integrally formed on the rear shock absorber support reinforcing plate 3 during the preparation of the rear shock absorber support reinforcing plate 3. Furthermore, to ensure the reinforcing effect of the first reinforcing rib 3a, the design should still refer to... Figure 9 As shown, the vertical protruding ribs constituting the first reinforcing rib 3a can be, for example, two arranged side by side. In addition to the vertical protruding ribs, multiple horizontal protruding ribs arranged at intervals can also be provided, so as to achieve the purpose of ensuring the reinforcing effect of the first reinforcing rib 3a by using the intersecting vertical and horizontal protruding ribs.

[0056] In this embodiment, it remains the same. Figure 9 As shown, in some exemplary embodiments, the aforementioned support legs 301 may be multiple legs arranged at intervals, with each support leg 301 respectively provided with a first reinforcing rib 3a, and a second reinforcing rib 3b that crosses and connects with each first reinforcing rib 3a may also be provided on the top of the rear shock absorber support reinforcing plate 3.

[0057] As an example, the support legs 301 at the bottom of the rear shock absorber support reinforcement plate 3 may be two, arranged near the front and rear sides of the rear shock absorber support reinforcement plate 3. Furthermore, the first reinforcing ribs 3a corresponding to each support leg 301 may also be connected to the shock absorber support mounting points 302 on the rear shock absorber support reinforcement plate 3, thereby simultaneously increasing the structural strength at the location of the shock absorber support mounting points 302 using the first reinforcing ribs 3a.

[0058] In specific implementation, the above-mentioned shock absorber support mounting point 302 can be located, for example, on the boss structure formed in the rear shock absorber support reinforcing plate 3, and the vertical protrusion in the first reinforcing rib 3a can be connected to the side wall of the boss structure.

[0059] In addition, the second reinforcing rib 3b located at the top of the rear shock absorber support reinforcing plate 3 can be structurally similar to each of the first reinforcing ribs 3a, such that the second reinforcing rib 3b consists of two transverse protruding ribs arranged side by side, and multiple inclined protruding ribs located between the two transverse protruding ribs. The multiple inclined protruding ribs are arranged sequentially and connected end to end in a serpentine bend, so that the second reinforcing rib 3b has a better overall reinforcement effect.

[0060] It is understandable that by making the legs 301 at the bottom of the rear shock absorber support reinforcement plate 3 arranged in multiple spaced intervals, and by setting the first reinforcing rib 3a for each leg 301, the first reinforcing rib 3a can be used to fully ensure the structural strength of each leg 301 position, and can increase the connection area between the rear shock absorber support reinforcement plate 3 and the rear floor longitudinal beam 8, thereby improving the reliability of the connection between the two.

[0061] By setting the second reinforcing rib 3b at the top of the rear shock absorber support reinforcement plate 3, it is clear that the structural strength at the top of the rear shock absorber support reinforcement plate 3 can be increased by using the intersecting first reinforcing rib 3a and second reinforcing rib 3b, as well as the ability to transfer collision force from the top to the bottom of the rear shock absorber support reinforcement plate 3, so that the rear shock absorber support reinforcement plate 3 can play a better force transmission role in the event of a vehicle collision.

[0062] In this embodiment, as follows... Figure 10 As shown, in addition to the above-mentioned first reinforcing rib 3a and second reinforcing rib 3b, as a preferred embodiment, in specific implementation, for example, a third reinforcing rib 3c may also be provided on the other side of the rear shock absorber support reinforcing plate 3 relative to the first reinforcing rib 3a and second reinforcing rib 3b.

[0063] The third reinforcing rib 3c can be, for example, as shown in... Figure 10 The arrangement shown is also vertical, corresponding to one of the first reinforcing ribs 3a on the other side, to further increase the impact force transmission capacity of the vertical force transmission channel formed on the rear shock absorber support reinforcing plate 3. However, besides Figure 10 The arrangement shown can, of course, place the third reinforcing rib 3c in other positions on the rear shock absorber support reinforcing plate 3, or it is also possible to set multiple third reinforcing ribs 3c on the rear shock absorber support reinforcing plate 3. Those skilled in the art can choose according to specific design needs.

[0064] In this embodiment, as follows... Figure 4 and Figure 5As shown, in some exemplary embodiments, the rear wheel arch inner plate 2 is also fixed between the rear shock absorber support reinforcement plate 3 and the connecting plate 4, and a cavity Q is formed between the connecting plate 4, the rear wheel arch inner plate 2, and the rear floor longitudinal beam 8.

[0065] At this point, the rear wheel arch inner plate 2 is fixed between the rear shock absorber support reinforcement plate 3 and the connecting plate 4, which increases the stability of the rear wheel arch inner plate 2 within the vehicle body and facilitates the transmission of impact forces from the rear wheel arch inner plate 2 to the rear shock absorber support reinforcement plate 3 and the connecting plate 4. Furthermore, by forming a cavity Q between the connecting plate 4, the rear wheel arch inner plate 2, and the rear floor longitudinal beam 8, the high structural strength of the cavity can be utilized to increase the connection strength between the connecting plate 4, the rear wheel arch inner plate 2, and the rear floor longitudinal beam 8, thereby further improving the torsional stiffness of the rear of the vehicle body.

[0066] In specific implementation, we will continue to combine Figure 11 and Figure 12 As shown, structurally, as an example, the connecting plate 4 may have a central portion 401 located in the middle, and an upper portion 402 and a lower portion 403 located on both sides of the central portion 401.

[0067] When installed in the vehicle body, the middle portion 401 of the connecting plate 4 is inclined, and the cavity Q is mainly formed by the middle portion 401, the rear wheel arch inner plate 2, and the rear floor longitudinal beam 8. The upper portion 402 is mainly used to connect with the rear shock absorber support reinforcement plate 3, and the lower portion 403 is mainly used to connect with the rear floor crossbeam 7 located on the rear floor 9.

[0068] Taking the connecting plate 4 as an example of the above-described exemplary structural configuration, in some exemplary embodiments of this embodiment, the end of the connecting plate 4 connected to the rear shock absorber support reinforcement plate 3, that is, the upper part 402, has a first connecting surface 402a and a second connecting surface 402b located on both sides of the first connecting surface 402a.

[0069] When the connecting plate 4 is installed in the vehicle body, refer to Figure 4 and Figure 5 As shown, the second connecting surfaces 402b on both sides abut against the inner plate 2 of the rear wheel arch, while the first connecting surface 402a in the middle has a gap s between it and the inner plate 2 of the rear wheel arch. The rear shock absorber support reinforcement plate 3 also has a connecting boss 303 that abuts against the first connecting surface 402a. Simultaneously, the connectors at the second connecting surfaces 402b on both sides pass through the inner plate 2 of the rear wheel arch and connect to the rear shock absorber support reinforcement plate 3, while the connectors at the first connecting surface 402a connect to the connecting boss 303.

[0070] In specific implementation, the aforementioned connectors are used to connect the connecting plate 4 and the rear shock absorber support reinforcement plate 3 together. As a preferred exemplary embodiment, the connectors can be bolts, for example. Connecting through holes 4021 are respectively provided at the first connecting surface 402a and the second connecting surface 402b, and corresponding connecting holes 304 are provided on the rear shock absorber support reinforcement plate 3 (one of which is located on the connecting boss 303). Simultaneously, a perforated hole 201 is provided on the inner plate 2 of the rear wheel arch. Each connecting hole 304 on the rear shock absorber support reinforcement plate 3 can be a threaded hole. During connection, each connector passes through its corresponding connecting through hole 4021 and the perforated hole 201 on the inner plate 2 of the rear wheel arch, and is then screwed into the corresponding connecting hole 304.

[0071] It is understandable that by providing a second connecting surface 402b that abuts against the inner plate 2 of the rear wheel arch and a first connecting surface 402a with a gap s between the connecting plate 4 and the inner plate 2 of the rear wheel arch, this embodiment can obviously also form a cavity between the connecting plate 4 and the rear shock absorber support reinforcement plate 3. This allows the structural strength of the connection position between the connecting plate 4 and the rear shock absorber support reinforcement plate 3 to be increased by utilizing the high structural strength of the cavity, which helps to ensure the reliability of the connection between the two.

[0072] With a gap s between the first connecting surface 402a and the rear shock absorber support reinforcement plate 3, this embodiment can facilitate the connection between the connecting plate 4 and the rear shock absorber support reinforcement plate 3 by utilizing the connecting boss 303 on the rear shock absorber support reinforcement plate 3, and can improve the connection strength between them, so as to improve the torsional stiffness of the rear of the vehicle body.

[0073] At this point, please continue to see Figure 11 and Figure 12 As shown, due to the presence of a second connecting surface 402b that can abut against the inner plate 2 of the rear wheel arch, and a first connecting surface 402a with a gap s between it and the inner plate 2 of the rear wheel arch, and the first connecting surface 402a being located between the two second connecting surfaces 402b, this design will inevitably make the upper part 402 of the connecting plate 4 have an overall "U" shaped structure. Compared with a simple flat plate structure, this will undoubtedly increase the structural strength of the upper part 402 and help ensure the reliability of the connection between the connecting plate 4 and the rear shock absorber support reinforcement plate 3.

[0074] In this embodiment, since the connecting plate 4 is also made of casting, to ensure its structural strength, it can of course be... Figure 11 as well as Figure 12As shown, some reinforcing ribs and stiffeners are provided on the connecting plate 4. The reinforcing ribs may be located on the middle part 401 and the lower part 403 to increase the structural strength of these two parts, while the stiffeners may be provided between the middle part 401 and the upper part 402 to increase the connection strength between these two parts and ensure the structural stability of the end of the connecting plate 4 connected to the rear shock absorber support reinforcing plate 3.

[0075] In addition, in some exemplary embodiments of this embodiment, a groove 4a may be formed at the end of the connecting plate 4 that is connected to the rear floor beam 7, that is, at the lower part 403, and the end of the rear floor beam 7 is embedded in the groove 4a. Connection points for connecting to the rear floor beam 7 are also provided on each side wall of the groove 4a.

[0076] At this time, by forming a groove 4a on the connecting plate 4, the end of the rear floor beam 7 is embedded in the groove 4a, and connection points for connecting the rear floor beam 7 are provided on each side wall of the groove 4a. This facilitates the connection between the rear floor beam 7 and the connecting plate 4, and also ensures the reliability of the connection between the two. This helps to increase the stability of the C-ring structure of the vehicle body and improves the torsional stiffness of the rear of the vehicle body.

[0077] In practical implementation, the cross-section of the aforementioned groove 4a can be matched with the cross-section of the rear floor beam 7. The connection points located on the side walls of the groove 4a can be, for example, the beam connection holes 4031 opened on the lower part 403. Through the beam connection holes 4031, the connecting plate 4 can still be fixedly connected to the rear floor beam 7 by bolts, for example.

[0078] In this embodiment, the connecting plate 4 and the rear floor longitudinal beam 8 can generally be connected by bolts. In specific implementation, as an example, it is still as follows... Figure 11 and Figure 12 As shown, longitudinal beam connecting holes 4011 can be provided on the middle portion 401 of the connecting plate 4, and longitudinal beam connecting holes 4011 are respectively provided on the front and rear sides of the middle portion 401. Through these longitudinal beam connecting holes 4011, the connecting plate 4 and the rear floor longitudinal beam 8 can also be fixed together by bolts.

[0079] It should be noted that, in order to facilitate the connection of the connecting plate 4 with the rear floor crossbeam 7 and the rear floor longitudinal beam 8 by bolts, structures such as projection weld nuts or threaded sleeves can be installed in the rear floor crossbeam 7 and the rear floor longitudinal beam 8 to cooperate with the bolts to achieve the connection and fixation function.

[0080] Furthermore, it is worth noting that, for example, the roof beam 6 and the rear floor beam 7 in this embodiment both adopt conventional sheet metal beam structures found in existing vehicle bodies. However, in addition to sheet metal beam structures, it is also possible, depending on specific design requirements, for the roof beam 6 and the rear floor beam 7 to adopt beam structures made of materials such as extruded profiles.

[0081] In this embodiment, please continue to refer to... Figures 1 to 8 As shown, in some exemplary embodiments, the wheel arch inner panel assembly 100 may further include, for example, a wheel arch inner panel reinforcing plate 5 connected to the upper part of the rear wheel arch inner panel 2.

[0082] The reinforcing plate 5 on the inner plate of the wheel cover is also located inside the inner plate of the rear wheel cover 2, and the bottom of the reinforcing plate 5 on the inner plate of the wheel cover is connected to the rear shock absorber support reinforcing plate 3, and the top of the reinforcing plate 5 on the inner plate of the wheel cover is connected to the C-pillar 1.

[0083] In specific implementation, the reinforcing plate 5 on the inner plate of the wheel cover can be made of sheet metal by stamping, just like the inner plate 2 of the rear wheel cover. The reinforcing plate 5 on the inner plate of the wheel cover and the inner plate 2 of the rear wheel cover, as well as the reinforcing plate 5 on the inner plate of the wheel cover and the C-pillar 1, can be connected by welding.

[0084] At this point, by connecting the reinforcing plate 5 on the inner plate of the rear wheel arch to the upper part of the inner plate of the rear wheel arch, it is clear that it can facilitate the connection between the inner plate of the rear wheel arch and the C-pillar 1. At the same time, it allows the bottom of the reinforcing plate 5 on the inner plate of the wheel arch to be connected with the reinforcing plate 3 of the rear shock absorber support. This also helps to fully transfer the impact force at the C-pillar 1 to the reinforcing plate 3 of the rear shock absorber support, thereby improving the impact force transmission and dispersion effect and enhancing the safety of the vehicle collision.

[0085] It should be noted that, based on the fact that the reinforcing plate 5 on the inner side of the wheel arch and the reinforcing plate 3 on the rear shock absorber support are respectively located on the inner and outer sides of the inner side of the rear wheel arch 2, the connection between the bottom of the reinforcing plate 5 on the inner side of the wheel arch and the reinforcing plate 3 on the rear shock absorber support is such that the bottom of the reinforcing plate 5 on the inner side of the wheel arch and the top of the reinforcing plate 3 on the rear shock absorber support partially overlap in the left and right direction of the vehicle. This is conducive to forming a through force transmission channel between the reinforcing plate 5 on the inner side of the wheel arch and the reinforcing plate 3 on the rear shock absorber support, so that the collision force can be fully transmitted between the two.

[0086] 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 12 As shown, it may include, for example, C-pillars 1 located on the left and right sides, wheel arch inner panel assembly 100 located behind each C-pillar 1, top cover beam 6 located between the tops of the two C-pillars 1, and rear floor beam 7 located between the bottoms of the two wheel arch inner panel assemblies 100.

[0087] The wheel arch inner plate assembly 100 includes a rear wheel arch inner plate 2, a rear shock absorber support reinforcement plate 3 located on the outside of the rear wheel arch inner plate 2, and a connecting plate 4 located on the inside of the rear wheel arch inner plate 2. The rear shock absorber support reinforcement plate 3 and the connecting plate 4 are integrally cast and can be made of cast aluminum. One end of the rear shock absorber support reinforcement plate 3 and the connecting plate 4 are connected together, and the other end of the connecting plate 4 is connected to the rear floor crossbeam 7.

[0088] The connecting plate 4 is also connected to the rear floor longitudinal beam 8. The bottom of the rear shock absorber support reinforcement plate 3 is provided with a downwardly extending support leg 301, which is connected to one side of the rear floor longitudinal beam 8. Reinforcing ribs are also provided on the rear shock absorber support reinforcement plate 3 to increase the structural strength of the rear shock absorber support reinforcement plate 3 itself.

[0089] In addition, the rear wheel arch inner plate 2 is also fixed between the rear shock absorber support reinforcing plate 3 and the connecting plate 4, and a cavity Q is formed between the connecting plate 4, the rear wheel arch inner plate 2, and the rear floor longitudinal beam 8. The wheel arch inner plate assembly 100 also includes a wheel arch inner plate reinforcing plate 5 connected to the upper part of the rear wheel arch inner plate 2. The wheel arch inner plate reinforcing plate 5 is located inside the rear wheel arch inner plate 2, and the bottom of the wheel arch inner plate reinforcing plate 5 is connected to the rear shock absorber support reinforcing plate 3, while the top of the wheel arch inner plate reinforcing plate 5 is connected to the C-pillar 1.

[0090] In the preferred embodiment of the rear structure of the vehicle body described above, the specific setting and arrangement of the rear shock absorber support reinforcement plate 3, the connecting plate 4, the wheel arch inner plate reinforcement plate 5, 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 support reinforcement plate 3, the connecting plate 4, the wheel arch inner plate reinforcement plate 5, etc., can also be referred to the descriptions in the above exemplary embodiments.

[0091] The rear structure of the vehicle body in this embodiment adopts the above design. It can be integrally cast using the rear shock absorber support reinforcement plate 3 and connecting plate 4 in the wheel arch inner plate assembly 100, which reduces the overall vehicle manufacturing cost, achieves lightweight vehicle body design, and improves the torsional stiffness of the rear of the vehicle body, thereby improving the overall quality of the vehicle.

[0092] A second aspect of this application provides a vehicle in which a rear body structure as described in the first aspect embodiment is provided. The vehicle in this embodiment, by setting the aforementioned rear body structure, helps to reduce the overall vehicle manufacturing cost, facilitates lightweight body design, and also improves the torsional rigidity of the rear body, thus contributing to the overall improvement of vehicle quality.

[0093] 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 C-pillars (1) located on the left and right sides, wheel arch inner panel assembly (100) located behind each C-pillar (1), top cover beam (6) located between the tops of the C-pillars (1) on both sides, and rear floor beam (7) located between the bottoms of the wheel arch inner panel assembly (100) on both sides. The wheel arch inner plate assembly (100) includes a rear wheel arch inner plate (2), a rear shock absorber support reinforcement plate (3) located on the outside of the rear wheel arch inner plate (2), and a connecting plate (4) located on the inside of the rear wheel arch inner plate (2). The rear shock absorber support reinforcement plate (3) and the connecting plate (4) are integrally cast, and one end of the rear shock absorber support reinforcement plate (3) and the connecting plate (4) are connected together, while the other end of the connecting plate (4) is connected to the rear floor beam (7).

2. The rear structure of the vehicle body according to claim 1, characterized in that: The connecting plate (4) spans across the rear floor longitudinal beam (8) and is connected to the rear floor longitudinal beam (8).

3. The rear structure of the vehicle body according to claim 2, characterized in that: The bottom of the rear shock absorber support reinforcement plate (3) is provided with a downwardly extending support leg (301), which is connected to one side of the rear floor longitudinal beam (8).

4. The rear structure of the vehicle body according to claim 3, characterized in that: The rear shock absorber support reinforcing plate (3) is provided with a first reinforcing rib (3a); The first reinforcing rib (3a) is arranged vertically, and one end of the first reinforcing rib (3a) extends toward the top of the rear shock absorber support reinforcing plate (3), and the other end of the first reinforcing rib (3a) extends to the support leg (301).

5. The rear structure of the vehicle body according to claim 4, characterized in that: The support legs (301) are multiple legs arranged at intervals, and the first reinforcing rib (3a) is provided for each support leg (301). The top of the rear shock absorber support reinforcement plate (3) is provided with a second reinforcing rib (3b), which is cross-connected with each of the first reinforcing ribs (3a).

6. The rear structure of the vehicle body according to claim 2, characterized in that: The rear wheel arch inner plate (2) is fixed between the rear shock absorber support reinforcing plate (3) and the connecting plate (4), and a cavity (Q) is formed between the connecting plate (4), the rear wheel arch inner plate (2) and the rear floor longitudinal beam (8).

7. The rear structure of the vehicle body according to claim 6, characterized in that: The connecting plate (4) has a first connecting surface (402a) at one end connected to the rear shock absorber support reinforcing plate (3), and a second connecting surface (402b) located on the front and rear sides of the first connecting surface (402a). The second connecting surfaces (402b) on both sides are attached to the inner plate (2) of the rear wheel cover. There is a gap (s) between the first connecting surface (402a) and the inner plate (2) of the rear wheel cover. The rear shock absorber support reinforcement plate (3) is provided with a connecting boss (303) that abuts against the first connecting surface (402a). The connectors at the second connecting surfaces (402b) on both sides pass through the inner plate (2) of the rear wheel arch and are connected to the rear shock absorber support reinforcement plate (3), and the connectors at the first connecting surfaces (402a) are connected to the connecting boss (303).

8. The rear structure of the vehicle body according to claim 2, characterized in that: The connecting plate (4) has a groove (4a) at one end connected to the rear floor beam (7). The end of the rear floor beam (7) is embedded in the groove (4a), and each side wall of the groove (4a) has a connection point for connecting to the rear floor beam (7).

9. The rear structure of the vehicle body according to any one of claims 1 to 8, characterized in that: The wheel arch inner panel assembly (100) includes a reinforcing plate (5) on the wheel arch inner panel connected to the upper part of the rear wheel arch inner panel (2); The reinforcing plate (5) on the inner plate of the wheel cover is located inside the inner plate (2) of the rear wheel cover, and the bottom of the reinforcing plate (5) on the inner plate of the wheel cover is connected to the reinforcing plate (3) of the rear shock absorber support. The top of the reinforcing plate (5) on the inner plate of the wheel cover is connected to the C-pillar (1).

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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