Vehicle body rear structure assembly and vehicle

Abstract

The application provides a vehicle body rear structure assembly and a vehicle, and belongs to the technical field of automobile wheel cover architecture. By arranging a reinforcing support between a floor longitudinal beam and a trunk cross beam, a force transmission path in the front-rear direction and a force transmission path in the left-right direction are provided, the transmission of the collision force is not only concentrated on the side wall structure, the space force transmission effect is optimized, and the collision force can be more quickly decomposed and transmitted. By forming a main triangular frame, the area where the wheel cover inner plate structure is located is reinforced, the structural strength and the bending and torsional stiffness of the area are improved, the collision force can be more effectively dissipated, and the deformation degree of the area where the rear wheel cover is located when a side collision occurs is reduced. By taking the first reinforcing inclined beam and the second reinforcing inclined beam as independent force transmission paths, the distribution of the force transmission paths is more three-dimensional, and the space force transmission effect can be further optimized.

Description

Technical Field

[0001] This application belongs to the field of automotive wheel arch architecture technology, and more specifically, relates to a rear structure assembly of a vehicle body and a vehicle. Background Technology

[0002] The rear wheel arch is a crucial component of the vehicle's structure. During driving, it effectively blocks mud, gravel, and other debris from entering the body panels, preventing contamination of the internal structure and chassis components, thus protecting the metal parts inside the vehicle. The rear wheel arch also serves as the mounting base for the rear shock absorbers and is connected to the rear longitudinal beams and side panels. In the event of a side or rear collision, it participates in transferring and absorbing some of the impact energy. Therefore, the rear wheel arch plays a vital load-bearing role both during driving and in the event of a collision.

[0003] In existing vehicle body structures, the area where the rear wheel arches are located is prone to severe deformation when subjected to external impacts, which can even lead to the body structure being pulled apart and torn in that area, potentially causing injury to rear passengers and affecting collision safety. Utility Model Content

[0004] The purpose of this application is to provide a rear structure assembly and vehicle, which aims to solve the problem that the structural strength and rigidity of the area where the rear wheel arch is located are difficult to further improve.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows: In a first aspect, embodiments of this application provide a rear structure assembly for a vehicle body, comprising: Wheel arch inner panel structure; Floor longitudinal beams are connected to the bottom of the inner plate structure of the wheel cover; The luggage compartment crossbeam is located above the inner panel structure of the wheel arch; A reinforcing bracket is provided between the luggage compartment crossbeam and the floor longitudinal beam. The reinforcing bracket includes a first reinforcing inclined beam and a second reinforcing inclined beam arranged sequentially from back to front. The upper ends of the first reinforcing inclined beam and the second reinforcing inclined beam are both connected to the luggage compartment crossbeam. The bottom end of the first reinforcing inclined beam is connected to the floor longitudinal beam, and the bottom end of the second reinforcing inclined beam is connected to the inner plate structure of the wheel cover. The first reinforcing inclined beam, the floor longitudinal beam, the inner plate structure of the wheel cover, and the second reinforcing inclined beam together form a main triangular frame.

[0006] In existing vehicle body structures, the rear wheel arch is generally connected to the side wall through pillar structures such as the D-pillar. When a side collision occurs, the force on the rear wheel arch is mainly decomposed and transmitted on the side wall structure. There are fewer force transmission paths corresponding to the rear wheel arch, making it difficult for the rear wheel arch structure to transmit and disperse external impact forces more quickly. The spatial force transmission effect is poor, and the area where the rear wheel arch is located is more prone to stress concentration.

[0007] Furthermore, existing rear wheel arch reinforcement solutions typically involve attaching reinforcing plates to the rear wheel arch panel and then connecting these plates to the floor. This design negatively impacts the impact resistance of the rear wheel arch area in two ways: First, since the floor is a covering, its primary function is sealing and providing a flat passenger space; its design goal is not to withstand high-intensity structural loads and it cannot bear large concentrated loads. Second, the reinforcing plates attached to the rear wheel arch panel are relatively flat sheet metal parts. This design aims to create a "sandwich" structure during vehicle operation, thereby increasing the rigidity of the inner wheel arch panel in that area and preventing noise. Therefore, the core function of the rear wheel arch reinforcement plate is to suppress vibration, not to "resist impact." Consequently, the combination of the reinforcing plates and the floor fails to create an effective force transmission path, and the impact force cannot be effectively dispersed. Instead, concentrated stress forms at the connection point between the reinforcing plates and the floor, causing both the wheel arch panel and the floor to twist, deform, and even tear.

[0008] To address the above problems, the solution shown in the embodiments of this application has the following beneficial effects compared with the prior art: First, a reinforcing bracket is installed between the floor longitudinal beams and the trunk crossbeam, and this bracket is also connected to the inner wheel arch structure. In the event of a side collision, part of the impact force on the inner wheel arch structure is transmitted to the front of the vehicle via the floor longitudinal beams, and another part is transmitted to the trunk crossbeam via the reinforcing brackets, ultimately reaching the opposite side of the vehicle via the trunk crossbeam. This design not only provides force transmission paths in the front-to-back direction but also in the left-to-right direction. The transmission of impact force is not concentrated solely on the side structure, optimizing spatial force transmission and allowing for faster decomposition and transmission of impact force.

[0009] Secondly, since the first and second reinforcing beams in the reinforced bracket, together with the floor longitudinal beams and the inner plate structure of the wheel arch, form a main triangular frame, the high structural stability of the triangle is utilized to strengthen the area where the inner plate structure of the wheel arch is located, thereby improving the structural strength and bending and torsional stiffness of the area. This can more effectively dissipate the collision force and reduce the degree of deformation in the area where the rear wheel arch is located during a side collision.

[0010] Third, the first and second reinforcing inclined beams can also serve as independent force transmission paths. The collision force on the inner panel structure of the wheel arch can be directly transmitted to the second reinforcing inclined beam, and then transmitted to the trunk crossbeam through the second reinforcing inclined beam. In addition, some of the force on the floor longitudinal beam can be transmitted to the trunk crossbeam through the first reinforcing inclined beam. The distribution of the force transmission path is more three-dimensional, and the spatial force transmission effect can be further optimized.

[0011] In summary, the rear structure assembly of this application avoids the direct connection and force transmission with the floor, giving the area corresponding to the rear wheel arches higher structural strength and bending and torsional rigidity. It can also transfer collision energy laterally through the trunk crossbeam, allowing for faster decomposition and transmission of collision forces. Ultimately, in the event of a side collision, it can effectively reduce the degree of deformation in the area where the rear wheel arches are located, avoiding serious injury to rear passengers and improving driving and riding safety.

[0012] In conjunction with the first aspect, in one possible implementation, the reinforcing bracket further includes a first reinforcing vertical beam disposed between the first reinforcing diagonal beam and the second reinforcing diagonal beam. The top end of the first reinforcing vertical beam is connected to the luggage compartment crossbeam, and the bottom end is connected to the floor longitudinal beam. The first reinforcing vertical beam divides the main triangular frame into two triangular frames.

[0013] In the above technical solution, when subjected to vertical vibration impact loads, the force is transmitted more directly to the top of the reinforcing bracket through the first reinforcing vertical beam, so that the first reinforcing inclined beam and the second reinforcing inclined beam mainly bear axial pressure or tension, rather than bending force. Therefore, the stiffness and strength of the reinforcing bracket are significantly improved, thereby effectively improving the problem of vibration and noise transmitted from the rear wheel arch to the vehicle interior.

[0014] In some embodiments, the rear vehicle structure assembly further includes: A reinforcing longitudinal beam is connected to the top of the inner plate structure of the wheel cover; The D-pillar reinforcing beam is connected at its lower end to the reinforcing longitudinal beam and in the middle to the outer end of the luggage compartment crossbeam. The D-pillar reinforcing beam gradually tilts inward from bottom to top.

[0015] The above technical solution reduces the load-bearing strength of the D-pillar reinforcement beam and the degree of deformation of the D-pillar reinforcement beam, thereby improving the riding safety of rear passengers. At the same time, it increases the force transmission path, which has a better resistance to the impact force generated during side collisions, roof crushes and rollovers. It can also decompose the excitation impact from the suspension system, reduce the risk of deformation failure, and further improve the overall vehicle safety and stability.

[0016] In some embodiments, the rear structure assembly of the vehicle body further includes a first reinforcing diagonal brace, which is supported and connected between the trunk crossbeam and the D-pillar reinforcing beam; The first reinforcing diagonal brace gradually tilts outward from bottom to top, and together with the D-column reinforcing beam and the luggage compartment crossbeam, forms a triangular frame.

[0017] In the above technical solution, the connection between the D-pillar reinforcement beam and the trunk crossbeam is strengthened by utilizing the high structural stability of the triangle, thereby improving the connection stiffness of the area and the body mode. At the same time, a new force transmission path can be formed between the D-pillar reinforcement beam and the trunk crossbeam, further optimizing the spatial force transmission effect.

[0018] In some embodiments, the rear structure assembly of the vehicle body further includes a second reinforcing diagonal brace and a reinforcing crossbeam, the reinforcing crossbeam being supported and connected between the reinforcing longitudinal beam and the first reinforcing vertical beam, and the second reinforcing diagonal brace being supported and connected between the reinforcing crossbeam and the D-pillar reinforcing beam; The second reinforcing diagonal brace gradually tilts outward from bottom to top, and together with the D-column reinforcing beam and the reinforcing crossbeam, forms a triangular frame.

[0019] In the above technical solution, the connection between the D-pillar reinforcing beam and the wheel arch inner panel structure is strengthened by utilizing the high structural stability of the triangle, thereby improving the connection stiffness of the area and the body modality. At the same time, a new force transmission path can be formed between the D-pillar reinforcing beam and the wheel arch inner panel structure, further optimizing the spatial force transmission effect.

[0020] In some embodiments, the wheel arch inner plate structure includes a front section of the rear wheel arch inner plate, a rear shock absorber bracket, and a rear section of the rear wheel arch inner plate arranged sequentially from front to back. The bottom end of the second reinforcing inclined beam is connected to the rear shock absorber bracket. The front section of the rear wheel arch inner plate, the rear shock absorber bracket, and the rear section of the rear wheel arch inner plate enclose a wheel accommodating space. The upper edge of the rear shock absorber bracket is bent upward to form an upturned edge. The rear structure assembly of the vehicle body also includes a reinforcing longitudinal beam, and the upturned edge is fitted and connected to the inner side of the reinforcing longitudinal beam. The rear edge of the rear shock absorber bracket bends away from the wheel accommodating space to form a first rear flange. The rear structure assembly of the vehicle body also includes a reinforcing crossbeam that supports the reinforcing longitudinal beam and the first reinforcing vertical beam. The first rear flange is fitted and connected to the front side of the reinforcing crossbeam and the first reinforcing vertical beam. The rear edge of the rear shock absorber bracket extends rearward to form a second rear flange, which is fitted and connected to the front edge of the rear section of the rear wheel arch inner plate. The front edge of the rear shock absorber bracket extends forward to form a front flange, and the front flange is fitted and connected to the rear edge of the front section of the rear wheel arch inner plate; The lower edge of the rear shock absorber bracket is bent inward to form a first lower flange, and the first lower flange is attached to the upper surface of the floor longitudinal beam. The top of the front section and the top of the rear section of the rear wheel arch inner panel are respectively connected to the reinforcing longitudinal beam, and the bottom of the front section and the bottom of the rear section of the rear wheel arch inner panel are respectively connected to the floor longitudinal beam.

[0021] In the aforementioned technical solution, the rear shock absorber bracket forms connections with the surrounding structure in multiple directions, including vertically, horizontally, and longitudinally. This decomposes the external load onto different connecting elements and different force directions, enabling it to simultaneously handle various loads such as shear, tension, and torsion. It distributes stress more evenly over a larger area and at more connection points, significantly reducing local peak stress and improving fatigue and static strength, thereby enhancing the load-bearing capacity and safety of the rear shock absorber bracket. Furthermore, multi-directional connections can simultaneously constrain multiple degrees of freedom. The more degrees of freedom constrained, the smaller the overall deformation of the assembly under load, i.e., the higher the stiffness. This, in turn, more effectively suppresses vibrations and noise generated by the suspension system, thus improving NVH performance (noise, vibration, and harshness performance).

[0022] In conjunction with the first aspect, in one possible implementation, a first reinforcing rib is provided between the upper flange and the rear shock absorber bracket, between the front flange and the rear shock absorber bracket, and between the first lower flange and the rear shock absorber bracket. The outer side of the rear shock absorber bracket has multiple support surfaces connected sequentially from top to bottom, with adjacent support surfaces arranged at an angle, and a second reinforcing rib is provided between each pair of adjacent support surfaces.

[0023] In the above technical solution, the first reinforcing rib increases the force transmission path related to the rear shock absorber bracket, and the second reinforcing rib strengthens the outer side of the rear shock absorber bracket. The rear shock absorber bracket has higher stiffness and structural stability, which can more effectively suppress the vibration and noise generated by the suspension system, and is conducive to improving NVH performance.

[0024] In some embodiments, a second reinforcing vertical beam is provided between the first reinforcing diagonal beam and the first reinforcing vertical beam. The top end of the second reinforcing vertical beam is connected to the first reinforcing diagonal beam, and the bottom end is connected to the floor longitudinal beam. The front side of the second reinforcing vertical beam is in close contact with the first reinforcing vertical beam. The first reinforcing inclined beam, the first reinforcing vertical beam, and the second reinforcing vertical beam each have multiple reinforcing cavities stacked inside and outside, and the reinforcing cavities of the first reinforcing inclined beam, the first reinforcing vertical beam, and the second reinforcing vertical beam are stacked in the front-back direction.

[0025] In the above technical solution, by stacking multiple reinforcing cavities in the front-to-back and inside-out directions, the overall structure has extremely high bending and torsional stiffness in all directions, which can more effectively withstand compressive and shear loads and avoid stress concentration. The overall structure has good mechanical properties in all directions, improving the stability of the overall structure. In addition, this stacked design of reinforcing cavities can also improve sound insulation and heat insulation capabilities, which is conducive to improving NVH performance. It can also block the transfer of external heat to the passenger compartment to a certain extent, improving the driving and riding comfort.

[0026] In some embodiments, the D-pillar reinforcing beam, the luggage compartment crossbeam, and the reinforcing crossbeam each have multiple stacked reinforcing cavities, the first reinforcing diagonal brace and the second reinforcing diagonal brace are both hollow components, and the reinforcing longitudinal beam, the floor longitudinal beam, and the first reinforcing vertical beam each have multiple inner and outer stacked reinforcing cavities.

[0027] In the above technical solution, the multiple reinforced cavities stacked inside and outside the structure give the overall structure extremely high bending and torsional stiffness in all directions, enabling it to more effectively withstand compressive and shear loads and avoid stress concentration. The overall structure also has good mechanical properties in all directions, improving the stability of the overall structure. In addition, this stacked design of reinforced cavities can also improve sound insulation and heat insulation capabilities, thereby improving NVH performance. It can also block external heat from being transferred to the passenger compartment to a certain extent, improving ride comfort.

[0028] Secondly, embodiments of this application also provide a vehicle including the aforementioned rear body structure assembly.

[0029] Compared with the prior art, the solution shown in this application, by adopting the above-mentioned rear vehicle structure assembly, can effectively reduce the deformation of the area where the rear wheel arch is located in the event of a side collision, avoid serious injury to rear passengers, and improve the safety of the entire vehicle. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art 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.

[0031] Figure 1 The three-dimensional representation of the rear structure assembly of the vehicle body provided in the embodiments of this application Figure 1 ; Figure 2 The three-dimensional representation of the rear structure assembly of the vehicle body provided in the embodiments of this application Figure 2 ; Figure 3 A structural schematic diagram of the rear vehicle structure assembly from the passenger compartment side view, provided for an embodiment of this application; Figure 4 for Figure 3 A schematic diagram of each triangular frame in the diagram; Figure 5 for Figure 3 Schematic diagram of AA section; Figure 6 A schematic diagram of the rear vehicle structure assembly from the outside of the vehicle, provided in an embodiment of this application; Figure 7 for Figure 6 Schematic diagram of BB cross section; Figure 8 This is a partial front view schematic diagram of the rear structure assembly of the vehicle body provided in an embodiment of this application; Figure 9 This is a schematic diagram of the assembly between the inner wheel arch panel structure and the floor longitudinal beams, viewed from the passenger compartment side, as used in the embodiments of this application. Figure 1 ; Figure 10 This is a schematic diagram of the assembly between the inner wheel arch panel structure and the floor longitudinal beams, viewed from the passenger compartment side, as used in the embodiments of this application. Figure 2 ; Figure 11 This is a schematic diagram of the assembly between the inner wheel arch panel structure and the floor longitudinal beam, viewed from the outside of the vehicle, as used in the embodiments of this application. Figure 12 This is a schematic diagram of the structure of the rear shock absorber bracket used in the embodiments of this application. Figure 1 ; Figure 13 This is a schematic diagram of the structure of the rear shock absorber bracket used in the embodiments of this application. Figure 2 .

[0032] In the diagram: 1. Wheel arch inner panel structure; 101. Wheel housing space; 110. Front section of rear wheel arch inner panel; 111. Front side panel; 112. Front top panel; 120. Rear shock absorber bracket; 1201. Support surface; 121. Upper flange; 122. First rear flange; 123. Second rear flange; 124. Front flange; 125. First lower flange; 126. Second lower flange; 127. First reinforcing rib; 128. Second reinforcing rib; 129. Shock absorber mounting position; 130. Rear section of rear wheel arch inner panel; 131. Rear front panel; 132. Rear middle panel; 1321. First panel segment; 1322. Second panel segment; 133. Rear... 1. Rear panel; 2. Rear bottom plate; 3. Floor longitudinal beam; 4. Front section of longitudinal beam; 5. Rear section of longitudinal beam; 6. Arched section; 7. Luggage compartment crossbeam; 8. First reinforcing diagonal beam; 9. Second reinforcing diagonal beam; 10. First reinforcing vertical beam; 11. Reinforcing longitudinal beam; 12. D-pillar reinforcing beam; 13. Reinforcing beam extension beam; 14. Lower section of C-pillar; 15. Rear wheel arch reinforcing beam; 16. Upper section of reinforcing beam; 17. Lower section of reinforcing beam; 18. Reinforcing beam cross brace; 19. First reinforcing diagonal brace bracket; 10. Second reinforcing diagonal brace bracket; 11. Reinforcing crossbeam; 12. Second reinforcing vertical beam; 13. Reinforcing cavity; 14. Sill beam. Detailed Implementation

[0033] To make the technical problems, technical solutions, and beneficial effects to be solved by 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 are not intended to limit the scope of this application.

[0034] It should be noted that when a component is referred to as being "set on" another component, it can be directly on the other component or indirectly on that other component.

[0035] It should be noted that the terms "upper" and "lower" refer to the vertical direction of the vehicle body, "front" and "rear" refer to the front-rear direction of the vehicle body, "left" and "right" refer to the vertical direction of the vehicle body, "inner" refers to the direction towards the passenger compartment, and "outer" refers to the direction away from the passenger compartment. Other directional terms, unless otherwise explicitly specified, where the use of terms such as "length," "width," "top," "bottom," or "inner" indicates a direction or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are merely for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0036] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0037] In existing vehicle body structures, the rear wheel arch is generally connected to the side wall through pillar structures such as the D-pillar. When a side collision occurs, the force on the rear wheel arch is mainly decomposed and transmitted on the side wall structure. There are fewer force transmission paths corresponding to the rear wheel arch, making it difficult for the rear wheel arch structure to transmit and disperse external impact forces more quickly. The spatial force transmission effect is poor, and the area where the rear wheel arch is located is more prone to stress concentration.

[0038] Furthermore, existing rear wheel arch reinforcement solutions typically involve attaching reinforcing plates to the rear wheel arch panel and then connecting these plates to the floor. This design negatively impacts the impact resistance of the rear wheel arch area in two ways: First, since the floor is a covering, its primary function is sealing and providing a flat passenger space; its design goal is not to withstand high-intensity structural loads and it cannot bear large concentrated loads. Second, the reinforcing plates attached to the rear wheel arch panel are relatively flat sheet metal parts. This design aims to create a "sandwich" structure during vehicle operation, thereby increasing the rigidity of the inner wheel arch panel in that area and preventing noise. Therefore, the core function of the rear wheel arch reinforcement plate is to suppress vibration, not to "resist impact." Consequently, the combination of reinforcing plates and the floor results in a weak structure that cannot form an effective force transmission path. Collision forces cannot be effectively dispersed, instead creating concentrated stress at the connection point between the reinforcing plates and the floor, leading to twisting, deformation, and even tearing of both the wheel arch panel and the floor.

[0039] To resolve the above issues, please refer to the following: Figures 1 to 13 The following describes the rear structure assembly of the vehicle body provided in this application. The rear structure assembly includes a wheel arch inner panel structure 1, a floor longitudinal beam 2, a trunk crossbeam 3, and a reinforcing bracket. The floor longitudinal beam 2 is connected to the bottom of the wheel arch inner panel structure 1. The trunk crossbeam 3 is located above the wheel arch inner panel structure 1. The reinforcing bracket is located between the trunk crossbeam 3 and the floor longitudinal beam 2, and includes a first reinforcing diagonal beam 4 and a second reinforcing diagonal beam 5 arranged sequentially from rear to front. The upper ends of both the first reinforcing diagonal beam 4 and the second reinforcing diagonal beam 5 are connected to the trunk crossbeam 3, the bottom end of the first reinforcing diagonal beam 4 is connected to the floor longitudinal beam 2, and the bottom end of the second reinforcing diagonal beam 5 is connected to the wheel arch inner panel structure 1. The first reinforcing diagonal beam 4, the floor longitudinal beam 2, the wheel arch inner panel structure 1, and the second reinforcing diagonal beam 5 together form a main triangular frame (e.g., ...). Figure 4 (as shown in the large triangle in the image).

[0040] In this embodiment, the first reinforcing inclined beam 4 and the second reinforcing inclined beam 5 may not have a direct connection to the floor. The first reinforcing inclined beam 4 and the second reinforcing inclined beam 5 are independent beams, and their implementation can be exemplified as follows: they can be manufactured by extrusion molding, or by welding multiple sheet metal parts together. Both the first reinforcing inclined beam 4 and the second reinforcing inclined beam 5 are hollow beams, so that they form an effective force transmission channel.

[0041] Similarly, the floor longitudinal beam 2 and the luggage compartment crossbeam 3 can also be manufactured by extrusion molding or welding of sheet metal parts. Both the floor longitudinal beam 2 and the luggage compartment crossbeam 3 are hollow beams to form an effective force transmission channel.

[0042] The rear structure assembly of the vehicle body provided in this application has the following advantages compared with the prior art: First, a reinforcing bracket is installed between the floor longitudinal beam 2 and the trunk crossbeam 3, and this bracket is also connected to the wheel arch inner panel structure 1. In the event of a side collision, part of the impact force on the wheel arch inner panel structure 1 is transmitted to the front of the vehicle via the floor longitudinal beam 2, and another part is transmitted to the trunk crossbeam 3 via the reinforcing bracket, ultimately reaching the opposite side of the vehicle via the trunk crossbeam 3. This design not only provides force transmission paths in the front-rear direction but also in the left-right direction. The transmission of impact force is not concentrated solely on the side structure, optimizing the spatial force transmission effect and allowing for faster decomposition and transmission of impact force.

[0043] Secondly, since the first reinforcing inclined beam 4 and the second reinforcing inclined beam 5 in the reinforcing bracket form a main triangular frame with the floor longitudinal beam 2 and the inner plate structure 1 of the wheel arch, the area where the inner plate structure 1 of the wheel arch is located is reinforced by utilizing the high structural stability of the triangle, thereby improving the structural strength and bending and torsional stiffness of the area, which can more effectively dissipate the collision force and reduce the degree of deformation of the area where the rear wheel arch is located when a side collision occurs.

[0044] Third, the first reinforcing inclined beam 4 and the second reinforcing inclined beam 5 can also serve as independent force transmission paths. The collision force on the inner panel structure 1 of the wheel arch can be directly transmitted to the second reinforcing inclined beam 5, and then transmitted to the trunk crossbeam 3 through the second reinforcing inclined beam 5. In addition, part of the force on the floor longitudinal beam 2 can be transmitted to the trunk crossbeam 3 through the first reinforcing inclined beam 4. The distribution of the force transmission path is more three-dimensional, and the spatial force transmission effect can be further optimized.

[0045] In summary, the rear structure assembly of this application avoids the direct connection and force transmission with the floor, giving the area corresponding to the rear wheel arch high structural strength and bending and torsional stiffness. It can also transfer collision energy laterally through the trunk crossbeam 3, allowing the collision force to be decomposed and transferred more quickly. Ultimately, in the event of a side collision, it can effectively reduce the degree of deformation in the area where the rear wheel arch is located, avoid serious injury to rear passengers, and improve the safety of driving and riding.

[0046] In some embodiments where the first reinforcing oblique beam 4 and the second reinforcing oblique beam 5 are specifically arranged, see... Figure 3 and Figure 4 The first reinforcing beam 4 gradually tilts forward from bottom to top, with an angle of 30°~70° (e.g., 60°, 45°) between it and the front-back direction; the second reinforcing beam 5 gradually tilts backward from bottom to top, with an angle of 30°~70° (e.g., 60°, 45°) between it and the front-back direction. By reasonably setting the above angles, the problem of the first reinforcing beam 4 and the second reinforcing beam 5 having an excessively large tilt angle relative to the front-back direction, causing the lower ends of the first reinforcing beam 4 and the second reinforcing beam 5 to be too close, affecting the reliability of the reinforcing support, is avoided; the problem of the first reinforcing beam 4 and the second reinforcing beam 5 having an excessively small tilt angle relative to the front-back direction, causing the lower ends of the first reinforcing beam 4 and the second reinforcing beam 5 to be too far apart, causing the reinforcing support to occupy too much space in the front-back direction, is also avoided.

[0047] The rear wheel arch area experiences complex forces, including the impact of the shock absorbers on the vehicle body, the force of the springs on the spring towers, the impact of the rear seats, and the impact of the rear suspension mounting points. The resulting vibrations and abnormal noises during driving affect the ride comfort of passengers. To address this issue, in some embodiments, see... Figures 1 to 4 The reinforcing bracket also includes a first reinforcing vertical beam 6, which is located between the first reinforcing diagonal beam 4 and the second reinforcing diagonal beam 5. The top end of the first reinforcing vertical beam 6 is connected to the trunk crossbeam 3, and the bottom end is connected to the floor longitudinal beam 2. The long axis of the first reinforcing vertical beam 6 is parallel to the vertical direction. In this embodiment, the first reinforcing vertical beam 6 forms a vertical support within the aforementioned main triangular frame and divides the main triangular frame into two triangular frames (e.g., ...). Figure 4 As shown in the two small triangles in the diagram, when subjected to vertical vibration and impact loads, the force is transmitted more directly to the top of the reinforcing bracket through the first reinforcing vertical beam 6, so that the first reinforcing inclined beam 4 and the second reinforcing inclined beam 5 mainly bear axial pressure or tension, rather than bending force. Therefore, the stiffness and strength of the reinforcing bracket are significantly improved, thereby effectively improving the problem of vibration and noise transmitted from the rear wheel arch to the vehicle interior.

[0048] In some embodiments, see Figure 1 , Figure 2 , Figure 7and Figure 8 The rear structure assembly of the vehicle body also includes a reinforcing longitudinal beam 7 and a D-pillar reinforcing beam 8; the reinforcing longitudinal beam 7 is connected to the top of the wheel arch inner panel structure 1; the lower end of the D-pillar reinforcing beam 8 is connected to the reinforcing longitudinal beam 7, and the middle part is connected to the outer end of the trunk crossbeam 3. In the direction from bottom to top, the D-pillar reinforcing beam 8 gradually tilts inward.

[0049] First, the force exerted on the inner panel structure 1 of the wheel arch is transmitted not only to the floor longitudinal beam 2 and the trunk cross beam 3, but also to the side of the vehicle body through the D-pillar reinforcing beam 8, further enriching the force transmission path in the rear wheel arch area.

[0050] Secondly, if the D-pillar reinforcement beam 8 is vertical, during a side impact, the collision force will impact the beam vertically, making it difficult to quickly disperse the impact force in other directions, easily leading to local deformation or even breakage of the D-pillar reinforcement beam 8. In this embodiment, the D-pillar reinforcement beam 8 is inclined. When a lateral collision force acts on the D-pillar reinforcement beam 8, according to the principle of force decomposition, two components are generated: one component parallel to the vertical direction, and the other parallel to the horizontal direction. The component parallel to the vertical direction will not damage the D-pillar reinforcement beam 8; the D-pillar reinforcement beam 8 mainly bears the component parallel to the horizontal direction. This reduces the load-bearing capacity of the D-pillar reinforcement beam 8, reduces the degree of deformation of the D-pillar reinforcement beam 8, and improves the riding safety of rear passengers.

[0051] Furthermore, from a perspective perpendicular to the front-to-back direction, the D-pillar reinforcing beam 8, the trunk crossbeam 3, and the wheel arch inner panel structure 1 enclose a trapezoidal frame that is narrower at the top and wider at the bottom (as shown in the image). Figure 8 As shown in the trapezoidal diagram, the upper part of the inner wheel arch panel structure 1 is reinforced using the principle that trapezoids have high structural stability, expanding the reinforcement coverage area and further reducing the deformation of the rear wheel arch area during side impacts. Simultaneously, it increases the force transmission path, providing better resistance to impacts generated during side impacts, roof crushes, and rollovers, and can also decompose the excitation impact from the suspension system, reducing the risk of deformation failure and further improving the overall vehicle safety and stability.

[0052] Based on the above embodiments, see Figure 2 , Figure 3 and Figure 6 The rear end of the reinforcing longitudinal beam 7 is also connected to the reinforcing beam extension beam 9, which extends rearward and connects to the structure at the rear of the vehicle body. The collision force of the wheel arch inner panel structure 1 can also be transmitted to the rear of the vehicle body through the reinforcing longitudinal beam 7 and the reinforcing beam extension beam 9, further increasing the force transmission path and optimizing the force transmission effect.

[0053] In some embodiments, see Figure 1 , Figure 7 and Figure 8The rear structural assembly of the vehicle body also includes a first reinforcing diagonal brace 12, which is supported and connected between the trunk crossbeam 3 and the D-pillar reinforcing beam 8. The first reinforcing diagonal brace 12 gradually slopes outward from bottom to top, and together with the D-pillar reinforcing beam 8 and the trunk crossbeam 3, forms a triangular frame (e.g., Figure 8 (As shown in the triangle at the top center). In this embodiment, the inclined D-pillar reinforcing beam 8 and the first reinforcing diagonal brace 12 form a triangular frame. Taking advantage of the high structural stability of the triangle, the connection between the D-pillar reinforcing beam 8 and the trunk crossbeam 3 is reinforced, improving the connection stiffness in this area and improving the body mode. At the same time, a new force transmission path can be formed between the D-pillar reinforcing beam 8 and the trunk crossbeam 3, further optimizing the spatial force transmission effect.

[0054] Based on the above embodiments, see Figure 1 , Figure 7 and Figure 8 The rear structural assembly also includes a second reinforcing diagonal brace 13 and a reinforcing crossbeam 14. The reinforcing crossbeam 14 is supported and connected between the reinforcing longitudinal beam 7 and the first reinforcing vertical beam 6, and the second reinforcing diagonal brace 13 is supported and connected between the reinforcing crossbeam 14 and the D-pillar reinforcing beam 8. The second reinforcing diagonal brace 13 gradually slopes outward from bottom to top and forms a triangular frame with the D-pillar reinforcing beam 8 and the reinforcing crossbeam 14 (e.g., Figure 8 (As shown in the triangle at the bottom center). In this embodiment, a triangular frame is formed by the inclined D-pillar reinforcing beam 8 and the second reinforcing diagonal brace 13. Taking advantage of the high structural stability of the triangle, the connection between the D-pillar reinforcing beam 8 and the wheel arch inner panel structure 1 is strengthened, thereby improving the connection stiffness in this area and improving the vehicle body mode. At the same time, a new force transmission path can be formed between the D-pillar reinforcing beam 8 and the wheel arch inner panel structure 1, further optimizing the spatial force transmission effect.

[0055] In some embodiments, see Figures 1 to 3The wheel arch inner plate structure 1 includes a front section 110 of the rear wheel arch inner plate, a rear shock absorber bracket 120, and a rear section 130 of the rear wheel arch inner plate arranged sequentially from front to back. The bottom end of the second reinforcing inclined beam 5 is connected to the rear shock absorber bracket 120. The front section 110 of the rear wheel arch inner plate, the rear shock absorber bracket 120, and the rear section 130 of the rear wheel arch inner plate enclose a wheel accommodating space 101. The rear shock absorber bracket 120 is provided with a shock absorber mounting position 129 for direct connection with the rear shock absorber. By disassembling the inner wheel arch panel structure 1, the front section 110, rear shock absorber bracket 120, and rear section 130 of the rear wheel arch panel are smaller in volume. Compared with the traditional one-piece design of the inner wheel arch panel, the front section 110, rear shock absorber bracket 120, and rear section 130 of the rear wheel arch panel can be formed separately and then assembled, which reduces the manufacturing difficulty and helps to reduce development costs. At the same time, since the rear shock absorber bracket 120 is used as part of the enclosure to form the wheel housing space 101, the rear shock absorber bracket 120 is prevented from encroaching on the wheel housing space 101, thus providing installation space for larger wheels.

[0056] The upper edge of the aforementioned rear shock absorber bracket 120 bends upward to form an upper flange 121. The rear structural assembly of the vehicle body also includes a reinforcing longitudinal beam 7. The upper flange 121 is fitted and connected to the inner side of the reinforcing longitudinal beam 7 to form a left-right connection position. The rear edge of the rear shock absorber bracket 120 bends away from the wheel accommodating space 101 to form a first rear flange 122. The rear structural assembly of the vehicle body also includes a reinforcing crossbeam 14 supporting and connecting the reinforcing longitudinal beam 7 and the first reinforcing vertical beam 6. The first rear flange 122 is fitted and connected to the front side of the reinforcing crossbeam 14 and the first reinforcing vertical beam 6 to form a front-rear connection position. The rear edge of the rear shock absorber bracket 120 also extends rearward to form a second rear flange 123. The second rear flange 123 is fitted and connected to the front edge of the rear section 130 of the rear wheel arch inner panel to form a connection position perpendicular to the front-rear direction. The front edge of the rear shock absorber bracket 120 extends forward to form a front flange 124, which is fitted and connected to the rear edge of the front section 110 of the rear wheel arch inner plate, forming a connection position perpendicular to the front-rear direction. The lower edge of the rear shock absorber bracket 120 bends inward to form a first lower flange 125, which is fitted and connected to the upper surface of the floor longitudinal beam 2, forming a connection position in the vertical direction. The tops of the front section 110 and the rear section 130 of the rear wheel arch inner plate are respectively connected to the reinforcing longitudinal beam 7, and the bottoms of the front section 110 and the rear section 130 of the rear wheel arch inner plate are respectively connected to the floor longitudinal beam 2.

[0057] In this embodiment, the rear shock absorber bracket 120 forms connections with the surrounding structure in multiple directions, including vertically, horizontally, and rear-facing. This decomposes external loads onto different connecting elements and different force directions, allowing it to simultaneously handle multiple loads such as shear, tension, and torsion. No single connection point needs to bear the entire load. Furthermore, by providing more load transfer paths, stress is distributed more evenly over a larger area and across more connection points, significantly reducing local peak stresses and improving fatigue strength and static strength. This, in turn, enhances the load-bearing capacity and safety of the rear shock absorber bracket 120. In addition, multi-directional connections can simultaneously constrain multiple degrees of freedom. The more degrees of freedom constrained, the smaller the overall deformation of the assembly under load, i.e., the higher the stiffness. This, in turn, more effectively suppresses vibrations and noise generated by the suspension system, thus improving NVH performance.

[0058] Based on the above embodiments, see Figure 9 and Figure 10 The inner edge of the first lower flange 125 is bent downward to form the second lower flange 126. The second lower flange 126 is attached to the inner surface of the floor longitudinal beam 2 to further increase the left and right connection position on the lower side of the rear shock absorber bracket 120, thereby further improving the load-bearing capacity, safety and assembly rigidity of the rear shock absorber bracket 120.

[0059] Optionally, the upper flange 121 is riveted to the reinforcing longitudinal beam 7, the first lower flange 125 is riveted to the floor longitudinal beam 2, the second lower flange 126 is riveted to the floor longitudinal beam 2, the front flange 124 is riveted to the front section 110 of the rear wheel arch inner panel, the first rear flange 122 is riveted to the reinforcing crossbeam 14 and the first reinforcing vertical beam 6, and the second rear flange 123 is riveted to the rear section 130 of the rear wheel arch inner panel. No process gaps need to be set during the assembly process, and the structural integrity of each component is high, which is conducive to improving the overall structural strength and rigidity of the rear structure assembly of the vehicle body.

[0060] In some embodiments, see Figures 9 to 13First reinforcing ribs 127 are provided between the upper flange 121 and the rear shock absorber bracket 120, between the front flange 124 and the rear shock absorber bracket 120, and between the first lower flange 125 and the rear shock absorber bracket 120. The outer side of the rear shock absorber bracket 120 has multiple support surfaces 1201 connected sequentially from top to bottom. Adjacent support surfaces 1201 are arranged at an angle, and a second reinforcing rib 128 is provided between each pair of adjacent support surfaces 1201. The first reinforcing rib 127 can transmit the vibration and impact force borne by the rear shock absorber bracket 120 to the upper flange 121, the front flange 124, and the first lower flange 125. Then, through the upper flange 121, the front flange 124, and the first lower flange 125, the force is transmitted to the reinforcing longitudinal beam 7, the front section 110 of the rear wheel arch inner plate, and the first reinforcing vertical beam 6, respectively, increasing the force transmission paths related to the rear shock absorber bracket 120. At the same time, the second reinforcing rib 128 reinforces the outside of the rear shock absorber bracket 120, making the rear shock absorber bracket 120 more rigid and structurally stable, thus more effectively suppressing the vibration and noise generated by the suspension system, which is beneficial to improving NVH performance.

[0061] Optional, see Figure 11 and Figure 13 Multiple shock absorber mounting positions 129 are provided, each extending towards the wheel accommodating space 101 and forming a boss structure for reliable connection with the rear shock absorber. More specifically, to enhance the structural strength of the corresponding shock absorber mounting position 129, the boss structure of each shock absorber mounting position 129 is solid, and holes are drilled in the boss structure for installation with the rear shock absorber. Preferably, a second reinforcing rib 128 extends to the adjacent boss structure to form a support reinforcement between the boss structure and the support surface 1201, preventing the boss structure from bending and deforming.

[0062] In some embodiments, see Figures 9 to 11 The front section 110 of the rear wheel arch inner panel includes a front side plate 111 and a front top plate 112. The front side plate 111 is a plate that is bent in multiple sections in the vertical direction to adapt to the contour design requirements of the front side of the wheel arch inner panel structure 1. A gap is formed between the top of the front side plate 111 and the rear shock absorber bracket 120, and the front top plate 112 covers the gap and is connected to the front flange 124 of the rear shock absorber bracket 120, the reinforcing longitudinal beam 7, and the top of the front top plate 112, respectively. In this embodiment, the front section 110 of the rear wheel arch inner panel is split. The shapes of the front side plate 111 and the front top plate 112 are relatively simple. They can be formed by bending stamped steel plates and can be connected to the surrounding parts by riveting or by gas metal arc welding. The process is simpler, which can further reduce development costs and increase the wheel accommodating space 101.

[0063] In some embodiments, see Figure 6 , Figures 9 to 11 The rear wheel arch inner panel 130 includes a rear front panel 131, a rear middle panel 132, a rear rear panel 133, and a rear bottom panel 134. The rear front panel 131 is a multi-section bent plate in the vertical direction. Its front edge is fitted to the second rear flange 123 of the rear shock absorber bracket 120, its top is connected to the reinforcing longitudinal beam 7, and its bottom is connected to the floor longitudinal beam 2. The rear middle panel 132 is a multi-section bent plate. Its top is connected to the reinforcing longitudinal beam 7, its bottom is connected to the floor longitudinal beam 2, and its front is connected to the rear front panel 131. The rear rear panel 133 is a multi-section bent plate in the longitudinal direction. Its top is connected to the reinforcing longitudinal beam 7, its rear is connected to the rear reinforcing beam 11 of the rear wheel arch, and its front is connected to the rear middle panel 132. A gap is formed between the rear section rear plate 133 and the floor longitudinal beam 2. The rear section bottom plate 134 covers this gap and is connected to the rear section rear plate 133, the reinforcing beam cross brace section 1130, and the floor longitudinal beam 2, respectively. In this embodiment, the rear section 130 of the rear wheel arch inner plate is split. The shapes of the rear section front plate 131, rear section middle plate 132, rear section rear plate 133, and rear section bottom plate 134 are relatively simple. They can be formed by bending stamped steel plates and connected to the surrounding parts by riveting or by gas metal arc welding. The process is simpler, which can further reduce development costs and increase the wheel housing space 101.

[0064] Optionally, the rear middle plate 132 has a plurality of first plate segments 1321 distributed in the vertical direction, and also has a second plate segment 1322 with its surface perpendicular to the front and rear directions. The second plate segment 1322 is integrally connected to the front edge of the plurality of first plate segments 1321. The top first plate segment 1321 is connected to the reinforcing longitudinal beam 7, the bottom first plate segment 1321 is connected to the floor longitudinal beam 2, and the second plate segment 1322 is connected to the rear front plate 131.

[0065] In some embodiments, see Figures 1 to 6 , Figures 9 to 11 The rear structure assembly also includes a lower C-pillar section 10, which is connected to the front edge of the front section 110 of the rear wheel arch inner panel. The lower end of the lower C-pillar section 10 is connected to the floor longitudinal beam 2, and the upper end is connected to the reinforcing longitudinal beam 7. In this embodiment, the wheel arch inner panel structure 1 is connected to the C-pillar components, which allows the C-pillar to be used for force transmission, further increasing the force transmission path, improving the efficiency of force decomposition and transmission, and optimizing the spatial force transmission effect.

[0066] In some embodiments, see Figure 2 , Figure 3 , Figure 6 , Figures 9 to 11The wheel arch inner panel assembly is located on the outside of the floor longitudinal beam 2. The rear structure assembly of the vehicle body also includes a rear wheel arch reinforcement beam 11. The rear wheel arch reinforcement beam 11 is connected to the rear edge of the rear section 130 of the rear wheel arch inner panel. The lower end of the rear wheel arch reinforcement beam 11 is connected to the floor longitudinal beam 2, and the upper end is connected to the reinforcement longitudinal beam 7, further reinforcing the rear edge of the wheel arch inner panel structure 1.

[0067] Specifically, the rear wheel arch reinforcement beam 11 includes an upper section 1110 and a lower section 1120 connected sequentially from top to bottom. The upper end of the upper section 1110 is connected to the reinforcing longitudinal beam 7, and the lower end of the lower section 1120 is connected to the floor longitudinal beam 2. In order to fit the edge contour of the rear section 130 of the rear wheel arch inner panel, the upper section 1110 and the lower section 1120 are set at an angle.

[0068] More specifically, the rear wheel arch reinforcement beam 11 also includes a reinforcement beam cross brace section 1130, which is connected between the lower section 1120 of the reinforcement beam and the floor longitudinal beam 2.

[0069] In some embodiments, see Figure 1 , Figure 3 and Figure 5 A second reinforcing vertical beam 15 is also provided between the first reinforcing diagonal beam 4 and the first reinforcing vertical beam 6. The top end of the second reinforcing vertical beam 15 is connected to the first reinforcing diagonal beam 4, and the bottom end is connected to the floor longitudinal beam 2. The front side of the second reinforcing vertical beam 15 is in close contact with the first reinforcing vertical beam 6. The interiors of the first reinforcing diagonal beam 4, the first reinforcing vertical beam 6, and the second reinforcing vertical beam 15 all have multiple reinforcing cavities 16 stacked inside and outside. The reinforcing cavities 16 of the first reinforcing diagonal beam 4, the first reinforcing vertical beam 6, and the second reinforcing vertical beam 15 are stacked in the front-to-back direction.

[0070] The reinforcing bracket in this embodiment forms superimposed reinforcing cavities 16 in both the inward and outward directions and the front-back direction, which has the following beneficial effects: First, it effectively increases the moment of inertia of each beam section, realizing the "hollow tube" effect in multiple directions (inward and outward, front and back), thus possessing extremely high bending and torsional stiffness in all directions. Second, slender structures like beams generally buckle suddenly under pressure, a phenomenon known as buckling. In this embodiment, the thin walls inside each beam divide a large cavity into multiple smaller cavities, forming internal supports and effectively improving the buckling resistance of each panel. When a panel is under pressure, the surrounding panels provide lateral support, enabling the entire structure to withstand compressive and shear loads more effectively. Third, the reinforcing cavities 16 in this embodiment form a multi-directional grid distribution. This design allows the load to be transmitted along multiple paths through the network, avoiding stress concentration, and the overall structure has good mechanical properties in all directions. Fourth, when sound waves propagate in the air, they encounter the multi-directional grid-like reinforced cavities 16 of this embodiment. The sound waves reflect back and forth within the reinforced cavities 16 and collide with the cavity walls. Each collision converts a portion of the sound energy into heat energy, thereby dissipating the energy of the sound waves and thus promoting sound insulation performance. Fifth, when heat is transferred from one side to the other, the air within the reinforced cavities 16 acts as an excellent heat insulator, significantly reducing the efficiency of heat conduction and thus promoting heat insulation performance.

[0071] In some embodiments, see Figure 7 Multiple stacked reinforcing cavities 16 are formed within the D-pillar reinforcing beam 8, trunk crossbeam 3, and reinforcing crossbeam 14. The first and second reinforcing diagonal braces 12 and 13 are hollow components. Multiple inner and outer stacked reinforcing cavities 16 are also formed within the reinforcing longitudinal beam 7, floor longitudinal beam 2, and first reinforcing vertical beam 6. The hollow design of the D-pillar reinforcing beam 8, trunk crossbeam 3, reinforcing crossbeam 14, first and second reinforcing diagonal braces 12 and 13 enables them to become good force transmission channels, further optimizing spatial force transmission capabilities. At the same time, the multiple inner and outer stacked reinforcing cavities 16 give the overall structure extremely high bending and torsional stiffness in all directions, enabling it to more effectively withstand compressive and shear loads, while also avoiding stress concentration. The overall structure has good mechanical properties in all directions, improving the stability of the overall structure. In addition, this inner and outer stacked design of the reinforcing cavities 16 can also improve sound insulation and heat insulation capabilities, thereby improving NVH performance. It can also block external heat from being transferred to the passenger compartment to a certain extent, improving driving and riding comfort.

[0072] Optional, see Figure 7The lower section 10 of the C-pillar and the rear wheel arch reinforcement beam 11 are provided with multiple reinforced cavities 16 arranged in an inner and outer layer. Their design principle is similar to that of the D-pillar reinforcement beam 8, the trunk crossbeam 3 and the reinforcement crossbeam 14, and will not be described in detail here.

[0073] In some embodiments, see Figures 1 to 3 , Figure 6 , Figures 9 to 11 The rear structural assembly of the vehicle body also includes a sill beam 17, which is located on the front side of the wheel arch inner panel structure 1 and between the floor longitudinal beam 2 and the lower section of the C-pillar 10. The rear end of the sill beam 17 is connected to the wheel arch inner panel structure 1 (specifically, the front side plate 111 of the front section 110 of the rear wheel arch inner panel) and the lower section of the C-pillar 10, respectively. As a longitudinal extension of the floor longitudinal beam 2, the sill beam 17 can continuously transmit forces forward.

[0074] In some embodiments, see Figures 1 to 3 , Figure 7 , Figures 9 to 11 The floor longitudinal beam 2 includes a front section 210 and a rear section 220. The front part of the rear section 220 forms an arch 221 adapted to the wheel. The bottom of the front section 110 of the rear wheel arch inner plate, the rear shock absorber bracket 120, and the rear section 130 of the rear wheel arch inner plate are all connected to the outer side of the arch 221 in the rear section 220. The rear end of the front section 210 is connected to the front section 110 of the rear wheel arch inner plate and the rear section 220, respectively. The outer side of the front section 210 is also fitted and connected to the sill beam 17.

[0075] Optionally, the rear section 220 of the longitudinal beam has multiple reinforcing cavities 16 arranged in a rectangular array.

[0076] Based on the same inventive concept, this application also provides a vehicle including the aforementioned rear body structure assembly.

[0077] Compared with the prior art, the vehicle provided in this application, by adopting the aforementioned rear body structure assembly, can effectively reduce the degree of deformation in the area where the rear wheel arches are located during a side collision, avoid serious injury to rear passengers, and improve the overall safety of the vehicle.

[0078] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A rear structure assembly for a vehicle body, characterized in that, include: Wheel cover inner panel structure (1); Floor longitudinal beam (2) is connected to the bottom of the inner plate structure (1) of the wheel cover; The luggage compartment crossbeam (3) is located above the inner panel structure (1) of the wheel cover; A reinforcing bracket is provided between the luggage compartment crossbeam (3) and the floor longitudinal beam (2). The reinforcing bracket includes a first reinforcing inclined beam (4) and a second reinforcing inclined beam (5) arranged sequentially from back to front. The upper ends of the first reinforcing inclined beam (4) and the second reinforcing inclined beam (5) are both connected to the luggage compartment crossbeam (3). The bottom end of the first reinforcing inclined beam (4) is connected to the floor longitudinal beam (2), and the bottom end of the second reinforcing inclined beam (5) is connected to the wheel cover inner plate structure (1). The first reinforcing inclined beam (4), the floor longitudinal beam (2), the wheel cover inner plate structure (1) and the second reinforcing inclined beam (5) together form a main triangular frame.

2. The rear structure assembly of the vehicle body as described in claim 1, characterized in that, The reinforcing bracket also includes a first reinforcing vertical beam (6), which is located between the first reinforcing inclined beam (4) and the second reinforcing inclined beam (5). The top end of the first reinforcing vertical beam (6) is connected to the luggage crossbeam (3), and the bottom end is connected to the floor longitudinal beam (2). The first reinforcing vertical beam (6) divides the main triangular frame into two triangular frames.

3. The rear structure assembly of the vehicle body as described in claim 2, characterized in that, The rear structure assembly of the vehicle body also includes: A reinforcing longitudinal beam (7) is connected to the top of the inner plate structure (1) of the wheel cover; The D-pillar reinforcing beam (8) is connected at its lower end to the reinforcing longitudinal beam (7) and at its middle end to the outer end of the luggage compartment crossbeam (3). In the direction from bottom to top, the D-pillar reinforcing beam (8) gradually tilts inward.

4. The rear vehicle body structure assembly as described in claim 3, characterized in that, The rear structure assembly of the vehicle body also includes a first reinforcing diagonal brace (12), which is supported and connected between the trunk crossbeam (3) and the D-pillar reinforcing beam (8); The first reinforcing diagonal brace (12) gradually tilts outward from bottom to top and forms a triangular frame with the D-column reinforcing beam (8) and the luggage box crossbeam (3).

5. The rear structure assembly of the vehicle body as described in claim 4, characterized in that, The rear structure assembly of the vehicle body also includes a second reinforcing diagonal brace (13) and a reinforcing crossbeam (14). The reinforcing crossbeam (14) is supported and connected between the reinforcing longitudinal beam (7) and the first reinforcing vertical beam (6). The second reinforcing diagonal brace (13) is supported and connected between the reinforcing crossbeam (14) and the D-pillar reinforcing beam (8). The second reinforcing diagonal brace (13) gradually tilts outward from bottom to top and forms a triangular frame with the D-column reinforcing beam (8) and the reinforcing crossbeam (14).

6. The rear structure assembly of the vehicle body as described in claim 2, characterized in that, The wheel arch inner plate structure (1) includes a front section (110) of the rear wheel arch inner plate, a rear shock absorber bracket (120) and a rear section (130) of the rear wheel arch inner plate arranged sequentially from front to back. The bottom end of the second reinforcing inclined beam (5) is connected to the rear shock absorber bracket (120). The front section (110) of the rear wheel arch inner plate, the rear shock absorber bracket (120) and the rear section (130) of the rear wheel arch inner plate enclose a wheel accommodating space (101). The upper edge of the rear shock absorber bracket (120) is bent upward to form an upper flange (121). The rear structure assembly of the vehicle body also includes a reinforcing longitudinal beam (7). The upper flange (121) is fitted and connected to the inner side of the reinforcing longitudinal beam (7). The rear edge of the rear shock absorber bracket (120) is bent away from the wheel accommodating space (101) to form a first rear flange (122). The rear structure assembly of the vehicle body also includes a reinforcing crossbeam (14) that supports the reinforcing longitudinal beam (7) and the first reinforcing vertical beam (6). The first rear flange (122) is fitted and connected to the front side of the reinforcing crossbeam (14) and the first reinforcing vertical beam (6). The rear edge of the rear shock absorber bracket (120) extends rearward to form a second rear flange (123), and the second rear flange (123) is fitted and connected to the front edge of the rear section (130) of the rear wheel arch inner plate. The front edge of the rear shock absorber bracket (120) extends forward to form a front flange (124), and the front flange (124) is fitted and connected to the rear edge of the front section (110) of the rear wheel arch inner plate. The lower edge of the rear shock absorber bracket (120) is bent inward to form a first lower flange (125), and the first lower flange (125) is attached to the upper surface of the floor longitudinal beam (2). The top of the front section (110) and the rear section (130) of the rear wheel arch inner plate are respectively connected to the reinforcing longitudinal beam (7), and the bottom of the front section (110) and the rear section (130) of the rear wheel arch inner plate are respectively connected to the floor longitudinal beam (2).

7. The rear vehicle body structure assembly as described in claim 6, characterized in that, A first reinforcing rib (127) is provided between the upper flange (121) and the rear shock absorber bracket (120), between the front flange (124) and the rear shock absorber bracket (120), and between the first lower flange (125) and the rear shock absorber bracket (120). The rear shock absorber bracket (120) has multiple support surfaces (1201) connected sequentially from top to bottom on its outer side. The two adjacent support surfaces (1201) are arranged at an angle, and a second reinforcing rib (128) is provided between each two adjacent support surfaces (1201).

8. The rear structure assembly of the vehicle body as described in claim 2, characterized in that, A second reinforcing vertical beam (15) is provided between the first reinforcing inclined beam (4) and the first reinforcing vertical beam (6). The top end of the second reinforcing vertical beam (15) is connected to the first reinforcing inclined beam (4), and the bottom end is connected to the floor longitudinal beam (2). The front side of the second reinforcing vertical beam (15) is fitted and connected to the first reinforcing vertical beam (6). The first reinforcing inclined beam (4), the first reinforcing vertical beam (6) and the second reinforcing vertical beam (15) each have multiple reinforcing cavities (16) stacked inside and outside. The reinforcing cavities (16) of the first reinforcing inclined beam (4), the first reinforcing vertical beam (6) and the second reinforcing vertical beam (15) are stacked in the front-back direction.

9. The rear structure assembly of the vehicle body as described in claim 5, characterized in that, The D-column reinforcing beam (8), the luggage compartment crossbeam (3), and the reinforcing crossbeam (14) all have multiple stacked reinforcing cavities (16). The first reinforcing diagonal brace (12) and the second reinforcing diagonal brace (13) are both hollow components. The reinforcing longitudinal beam (7), the floor longitudinal beam (2), and the first reinforcing vertical beam (6) all have multiple stacked reinforcing cavities (16).

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

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