CN114313016A - Vehicle rear structure - Google Patents
Vehicle rear structure Download PDFInfo
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- CN114313016A CN114313016A CN202111539991.7A CN202111539991A CN114313016A CN 114313016 A CN114313016 A CN 114313016A CN 202111539991 A CN202111539991 A CN 202111539991A CN 114313016 A CN114313016 A CN 114313016A
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- 230000003014 reinforcing effect Effects 0.000 claims abstract description 72
- 230000002787 reinforcement Effects 0.000 claims abstract description 33
- 230000005540 biological transmission Effects 0.000 abstract description 24
- 230000000694 effects Effects 0.000 description 11
- 238000000034 method Methods 0.000 description 9
- 230000002159 abnormal effect Effects 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 238000003466 welding Methods 0.000 description 5
- 238000005452 bending Methods 0.000 description 4
- 238000010276 construction Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 230000035939 shock Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000007789 sealing Methods 0.000 description 1
- 229910000679 solder Inorganic materials 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
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Abstract
The present application relates to a vehicle rear structure, including: the C-column upper reinforcing beam extends downwards and is provided with an extension section used for being connected with the wheel cover; one end of the connecting cross beam is connected to the stiffening beam on the C column; a C-pillar lower reinforcement beam connected to a bottom end of the extension section and extending toward the threshold beam; the C-pillar lower stiffening beam is used for being connected with the threshold beam; one end of the connecting vertical beam is connected with the connecting cross beam, and the other end of the connecting vertical beam is connected with the wheel cover; and the C-shaped column upper reinforcing beam, the connecting cross beam and the connecting vertical beam are used for enclosing with the wheel cover to form a ring. Thereby the chassis carries out many routes transmission through the vibration and the power that the wheel casing passed, very big richened transfer path, C post structure forms the ring with the wheel casing simultaneously, can effectual promotion twist reverse rigidity.
Description
Technical Field
The application relates to the technical field of automobiles, in particular to a vehicle rear structure.
Background
At present, the rigidity of the automobile can be divided into static rigidity and dynamic rigidity, wherein the static rigidity comprises bending rigidity and torsional rigidity. If the torsional rigidity of a whole vehicle is low, the torsional deformation of the whole vehicle is large, so that mutual friction among parts of the vehicle in the driving process can be caused, abnormal sound is generated, and the user experience is influenced. In severe cases, the front and rear windshields and door openings of the automobile may be deformed, thereby affecting the sealing performance and safety performance of the automobile. The torsional rigidity of the vehicle body is intended to absorb various minor deformations transmitted by the rear suspension during the travel of the vehicle. The better the torsional rigidity of the vehicle body, the better the riding comfort for people, the better the handling, and one of the most important factors affecting the high and low torsional rigidity of the vehicle body is the C-pillar structure, so that more careful consideration is required to ensure the torsional rigidity of the vehicle body.
In some related arts, the C-pillar construction structure shown in fig. 1 is divided into a back plate and an outer plate, and a reinforcing beam located between the back plate and the outer plate, and the reinforcing beam in the C-pillar construction structure includes a C-pillar upper reinforcing beam 1 and a connecting cross beam 2; the connecting beam 2 connects the C-pillar upper stiffening beam 1 with the D-pillar upper stiffening beam 3, and the C-pillar upper stiffening beam 1 is connected with the wheel cover; the D-pillar upper reinforcing beam 3 is directly connected with the rear wall. The reinforcing beam with the C-shaped column structure has a single force transmission path and limited torsional rigidity improving effect. With the continuous evolution and promotion of the automobile industry, the requirements of consumers on riding comfort and controllability are higher and higher, so that the C column structure is urgently needed to be optimized to improve the torsional rigidity.
Disclosure of Invention
The embodiment of the application provides a vehicle rear portion structure to solve among the correlation technique reinforcing beam's of C post tectonic structure power transmission path single, to the limited problem of torsional rigidity's promotion effect.
In a first aspect, there is provided a vehicle rear structure comprising:
the C-column upper reinforcing beam extends downwards and is provided with an extension section used for being connected with the wheel cover;
one end of the connecting cross beam is connected to the stiffening beam on the C column;
a C-pillar lower reinforcement beam connected to a bottom end of the extension section and extending toward the threshold beam; the C-pillar lower stiffening beam is used for being connected with the threshold beam;
one end of the connecting vertical beam is connected with the connecting cross beam, and the other end of the connecting vertical beam is connected with the wheel cover;
and the C-shaped column upper reinforcing beam, the connecting cross beam and the connecting vertical beam are used for enclosing with the wheel cover to form a ring.
The component force path is formed by: a path a, one part of which transmits the stress at the wheel cover to the vehicle roof by means of the extension section and the C-pillar upper reinforcing beam; the other part transfers the stress at the wheel cover to the connecting beam by means of the extension section and the reinforcing beam on the C column and then transfers the stress to the D column, which is similar to the force transfer path in the related art. And a path b, which transmits the stress at the wheel cover to the connecting cross beam by means of the connecting vertical beam, and then the path b is divided into two paths c and c from the connecting cross beam. Force from the c path is transmitted to the D column; force from the path C is transmitted to the extension section and then divided into two paths, wherein one path is transmitted to the roof from the extension section and the C-pillar upper reinforcing beam; one path is transmitted from the extension section and the C-pillar lower reinforcing beam to the threshold beam to form a path e. Thereby pass through above multiple biography power route, very big richened the transmission route, dispersed the atress of wheel casing department, so can be to great increase C post structure torsional rigidity's effect to prevent that the vehicle rear portion structure from receiving frequent back of twisting, the phenomenon of splitting probably appears, causes the automobile body to take place the abnormal sound, the problem that control the performance reduction after the shock attenuation effect worsens.
In addition, the C-shaped column upper stiffening beam, the connecting cross beam and the connecting vertical beam are used for enclosing with the wheel cover to form a ring shape, so that the torsional rigidity can be effectively improved, and the riding comfort and the controllability are greatly improved.
In some embodiments, the C-pillar lower reinforcing beam includes third and fourth flanges for connecting with the wheel casing, the third and fourth flanges forming a second cavity with the wheel casing.
In some embodiments, a bent connecting part is arranged between the third flanging and the fourth flanging.
In some embodiments, the cross section of the connecting vertical beam is trapezoidal, and the two sides of the connecting vertical beam, which are used for being connected with the C column inner plate, are respectively provided with a fifth flange and a sixth flange, and the fifth flange and the sixth flange form a third cavity with the C column inner plate.
In some embodiments, the device further comprises a D-pillar upper reinforcing beam and a D-pillar lower reinforcing beam, wherein an elongated section is arranged on the D-pillar lower reinforcing beam, extends towards the D-pillar upper reinforcing beam and is connected with the D-pillar upper reinforcing beam; the lengthened section is connected with the other end of the connecting beam; the D-pillar lower reinforcing beam extends downwards and is used for being connected with the rear wall.
In some embodiments, the lower reinforcing beam of the D-pillar is provided with a first flange and a second flange for connecting with the inner plate of the D-pillar, and the first flange and the second flange form a first cavity with the inner plate of the D-pillar.
In some embodiments, the D-pillar upper reinforcing beam, the elongated section and the D-pillar lower reinforcing beam are integrally formed beam bodies.
In some embodiments, both ends of the connecting beam are spot-welded, screwed or riveted with the lengthened section and the reinforcing beam on the C column respectively.
In some embodiments, the connecting cross beam is connected with the C column inner plate through a supporting plate.
In some embodiments, the support plate is Z-shaped.
The beneficial effect that technical scheme that this application provided brought includes:
the embodiment of the application provides a rear structure of a vehicle, and the rear structure is characterized in that a C-pillar lower reinforcing beam connected with a sill beam and a connecting vertical beam are additionally arranged, the connecting vertical beam connects a connecting cross beam with a wheel cover, and an extension section is additionally arranged on the C-pillar upper reinforcing beam; the extension section is connected with the wheel cover, and the lower stiffening beam of the C column is connected with the extension section; the stiffening beam, the connecting cross beam, the connecting vertical beam and the wheel cover on the C column are enclosed to form a ring, so that force transmission paths are increased, force and vibration transmitted from the chassis through the wheel cover are effectively decomposed through the plurality of force transmission paths, and the torsional rigidity is effectively improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic structural view of a C-pillar structure in the related art;
FIG. 2 is a structural diagram of a C-pillar structure of a vehicle rear structure provided by an embodiment of the present application;
FIG. 3 is a schematic connection diagram of a D-pillar lower reinforcing beam and a connecting cross beam provided by an embodiment of the application;
FIG. 4 is a cross-sectional view of the connection beam with the C-pillar inner panel according to the embodiment of the present disclosure;
FIG. 5 is a cross-sectional view of a C-pillar inner plate joint for joining vertical beams according to an embodiment of the present disclosure;
FIG. 6 is a cross-sectional view of the C-pillar lower reinforcement beam and the wheel cover connection provided in the embodiment of the present application;
fig. 7 is a cross-sectional view of the connection between the D-pillar lower reinforcing beam and the D-pillar inner panel according to the embodiment of the present application.
In the figure: 1. c, reinforcing beams are arranged on the columns C; 10. an extension section; 2. connecting the cross beam; 3. d, reinforcing beams are arranged on the columns; 4. a C-pillar lower stiffening beam; 400. third flanging; 401. a fourth flanging; 402. bending the connecting part; 5. a threshold beam; 6. connecting the vertical beams; 600. fifthly, flanging; 601. sixth flanging; 7. a wheel cover; 8. d, a lower column stiffening beam; 80. a lengthening section; 800. a first flanging; 801. second flanging; 9. a rear wall; 11. c column inner plate; 12. a support plate; 13. d column inner plate.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The embodiment of the application provides a vehicle rear structure to solve the problem that the force transmission path of a reinforcing beam of a C-pillar structure in the related art is single, and the improvement effect on torsional rigidity is limited.
In the related art shown in fig. 1, the C-pillar construction has only two force transmission paths, namely, a path a from the wheel house 7 to the C-pillar upper reinforcement beam 1; a wheel house 7, a path C from the C-pillar reinforcement beam 1 to the connecting cross member 2, and a path D from the path C to the D-pillar reinforcement beam 3.
The existing problems can be intuitively seen that the force transmission path of the stiffening beam of the C-column structure is single, and the effect of improving the torsional rigidity is limited.
Referring to fig. 2, the present application thus proposes a vehicle rear structure including a C-pillar upper reinforcement beam 1, a connecting cross beam 2, a C-pillar lower reinforcement beam 4, and a connecting vertical beam 6.
Wherein the C-pillar upper reinforcing beam 1 extends downwards and is provided with an extension section 10 used for connecting with the wheel cover 7; the connecting beam 2 is horizontally arranged, and one end of the connecting beam is connected to the stiffening beam 1 on the C column; the C-pillar lower reinforcing beam 4 is connected with the bottom end of the extension section 10 and extends towards the threshold beam 5, the C-pillar lower reinforcing beam 4 is used for being connected with the threshold beam 5, one end of the connecting vertical beam 6 is connected with the connecting cross beam 2, and the other end of the connecting vertical beam extends downwards and is used for being connected with the wheel cover 7; the C-pillar upper reinforcing beam 1, the connecting cross beam 2 and the connecting vertical beam 6 are used for enclosing with the wheel cover 7 to form a ring.
Through the arrangement, due to the arrangement that the extension section 10 and the C-pillar lower reinforcing beam 4 are connected with the threshold beam 5 and the vertical beam 6, a C-pillar structure with a plurality of force transmission paths is formed, and the force transmission paths and the principle of the force transmission paths of the wheel cover 7 are as follows:
a path a, a part of which transmits the stress at the wheel house 7 to the roof of the vehicle by means of the extension 10 and the C-pillar upper reinforcement beam 1; the other part transmits the stress at the wheel cover 7 to the connecting cross beam 2 by means of the extension section 10 and the C-pillar upper reinforcing beam 1, and then the stress is transmitted to the D-pillar. (similar to the force transfer path in the related art).
A path b which transmits the force at the wheel house 7 to the connecting cross member 2 by means of the connecting vertical beam 6, and then the path b is divided into two paths c1 and c2 from the connecting cross member 2.
The force from the c1 path is transmitted to the D-pillar; the force of the path C2 is transmitted to the extension section 10 and then divided into two paths, wherein one path is transmitted to the roof from the extension section 10 and the C-pillar upper reinforcing beam 1; one path is transmitted from the extension 10, the C-pillar lower reinforcement beam 4 to the threshold beam 5, forming a path e.
Thereby pass through above multiple biography power route, very big richened the transmission route, dispersed the atress of wheel casing 7 department, so can be to great increase C post structure torsional rigidity's effect to prevent that the vehicle rear portion structure from receiving frequent back of twisting, the phenomenon of splitting probably appears, causes the automobile body to take place the abnormal sound, the problem that control performance reduces after the shock attenuation effect worsens.
In addition, the C-column upper reinforcing beam 1, the connecting cross beam 2 and the connecting vertical beam 6 are used for enclosing with the wheel cover 7 to form a ring, so that the torsional rigidity can be effectively improved, and the riding comfort and the controllability are greatly improved.
In combination with the above embodiment, the torsional rigidity of the vehicle body can be improved by about 25% in comparison with the original mode in fig. 1 through practical verification on the vehicle body with the same size structure.
Referring to the D-pillar configuration in fig. 1, the D-pillar upper reinforcement beam 3 is connected to the roof upward and to the rear wall 9 downward, wherein the length of the rear wall 9 is much greater than the D-pillar upper reinforcement beam 3, and the height of the top thereof is substantially equal to the height of the connecting cross member 2.
Referring to fig. 2, in some preferred embodiments, the D-pillar configuration of the rear vehicle configuration is also modified, as follows:
the D-column upper stiffening beam 3 and the D-column lower stiffening beam 8 are further included, the D-column lower stiffening beam 8 is provided with a lengthened section 80, and the lengthened section 80 extends towards the D-column upper stiffening beam 3 and is connected with the D-column upper stiffening beam 3; the lengthened section 80 is connected with the other end of the connecting beam 2; the D-pillar lower reinforcement beam 8 extends downward and is adapted to be connected to the rear wall 9.
The size of the reinforcement beam 3 on the D column is smaller than that of the reinforcement beam 3 on the D column in fig. 1, and the reinforcement beam 8 and the lengthened section 80 under the D column are additionally arranged, so that the size of the rear wall 9 is greatly reduced, the connecting beam 2 is connected with the lengthened section 80, the structure of the D column is reinforced in the above mode, and the force transmission path is increased.
The specific force transmission path is as follows: the force from the path c1 is transmitted to the elongated section 80 of the D-pillar, which splits into two parts from the elongated section 80, one part being transmitted up through the D-pillar upper reinforcement beam 3 to the roof, forming D1; another portion passes down the D-pillar lower reinforcement beam 8 to the rear perimeter 9, forming D2.
The stress of the D-pillar lower reinforcing beam 8 can be transmitted to the extension section 10 through the connecting cross beam 2 according to the force from the path C2, and then the force is divided into two paths, wherein one path is transmitted to the roof from the extension section 10 and the C-pillar upper reinforcing beam 1; one path is transmitted from the extension 10, the C-pillar lower reinforcement beam 4 to the rocker beam 5, forming a path e for transmission, so that the D-pillar force can also be transmitted to the rocker beam 5.
Therefore, force transmission paths are further enriched, and the problem that the control performance is reduced after the automobile body is abnormal in sound and poor in damping effect due to the fact that the rear structure of the automobile is likely to crack after being frequently twisted is solved.
Further, the D-pillar upper reinforcement beam 3, the elongated section 80, and the D-pillar lower reinforcement beam 8 are integrally formed beams, and such an arrangement is also possible.
Referring to fig. 6, the structure of the C-pillar lower reinforcement beam 4 is as follows:
the C-pillar lower reinforcing beam 4 comprises a third flange 400 and a fourth flange 401 which are used for being connected with the wheel cover 7, and the third flange 400 and the fourth flange 401 form a second cavity with the wheel cover 7.
The lower C-pillar reinforcement beam 4 is connected to the extension 10 and the rocker beam 5 by spot welding/screwing/riveting, which improves the torsional rigidity of the C-pillar to the rocker beam 5.
Furthermore, a bending connecting part 402 is arranged between the third flanging 400 and the fourth flanging 401, the bending connecting part 402 comprises two parts, the length of the cross section of one part is 60mm, and the length of the cross section of the other part is 50mm, so that the torsional rigidity of the third flanging in the process of transmitting force is further enhanced.
Referring to fig. 5, the cross section of the connecting vertical beam 6 is trapezoidal, and the two sides of the connecting vertical beam for connecting with the C-pillar inner panel 11 are respectively provided with a fifth flange 600 and a sixth flange 601, and the fifth flange 600 and the sixth flange 601 form a third cavity with the C-pillar inner panel 11.
The connecting vertical beam 6 is connected with the connecting cross beam 2 and the wheel cover 7 through welding points, and the torsional rigidity of the path is further enhanced through the arrangement of the third cavity.
Referring to fig. 7, the lower reinforcing beam 8 of the D-pillar is provided with a first flange 800 and a second flange 801 for welding with the inner plate 13 of the D-pillar, and the first flange 800, the second flange 801 and the inner plate 13 of the D-pillar form a first cavity.
The D column lower reinforcing beam 8 is connected with the D column upper reinforcing beam 3 and the rear wall 9 in a spot welding/screw connection/riveting connection mode. The cross section of the D-pillar lower reinforcing beam 8 comprises two parts, wherein the length of one part is 100mm, and the length of the other part is 90 mm. This construction also creates a force path for the D-pillar to the threshold beam 5 and at the same time improves the torsional rigidity of the D-pillar to the back wall 9.
Referring to fig. 3 and 4, the two ends of the connecting beam 2 are respectively spot-welded, screwed or riveted with the lengthened section 80 and the reinforcing beam 1 on the C-pillar, so that the assembly and welding are convenient, and the connecting beam is not integrally connected. Wherein, connecting beam 2 is connected with C post back plate 11 through backup pad 12, and backup pad 12 is connected through the solder joint with C post back plate 11 and connecting beam 2. The structure can ensure the transverse rigidity of the connecting beam 2 and can improve the integral torsional rigidity.
Furthermore, the supporting plate 12 is Z-shaped, so that the transverse rigidity of the connecting beam 2 is further enhanced.
The present application also provides a vehicle including the above vehicle rear structure.
Wherein the C-pillar upper reinforcing beam 1 extends downwards and is provided with an extension section 10 used for connecting with the wheel cover 7; the connecting beam 2 is horizontally arranged, and one end of the connecting beam is connected to the stiffening beam 1 on the C column; the C-pillar lower reinforcing beam 4 is connected with the bottom end of the extension section 10 and extends towards the threshold beam 5, the C-pillar lower reinforcing beam 4 is used for being connected with the threshold beam 5, one end of the connecting vertical beam 6 is connected with the connecting cross beam 2, and the other end of the connecting vertical beam extends downwards and is used for being connected with the wheel cover 7; the C-pillar upper reinforcing beam 1, the connecting cross beam 2 and the connecting vertical beam 6 are used for enclosing with the wheel cover 7 to form a ring.
The D-column upper stiffening beam 3 and the D-column lower stiffening beam 8 are further included, the D-column lower stiffening beam 8 is provided with a lengthened section 80, and the lengthened section 80 extends towards the D-column upper stiffening beam 3 and is connected with the D-column upper stiffening beam 3; the lengthened section 80 is connected with the other end of the connecting beam 2; the D-pillar lower reinforcement beam 8 extends downward and is adapted to be connected to the rear wall 9.
The size of the reinforcement beam 3 on the D column is smaller than that of the reinforcement beam 3 on the D column in fig. 1, and the reinforcement beam 8 and the lengthened section 80 under the D column are additionally arranged, so that the size of the rear wall 9 is greatly reduced, the connecting beam 2 is connected with the lengthened section 80, the structure of the D column is reinforced in the above mode, and the force transmission path is increased.
Through the arrangement, due to the arrangement that the extension section 10 and the C-pillar lower reinforcing beam 4 are connected with the threshold beam 5 and the vertical beam 6, a C-pillar structure with a plurality of force transmission paths is formed, and the force transmission paths and the principle of the force transmission paths of the wheel cover 7 are as follows:
a path a, a part of which transmits the stress at the wheel house 7 to the roof of the vehicle by means of the extension 10 and the C-pillar upper reinforcement beam 1; the other part transmits the stress at the wheel cover 7 to the connecting cross beam 2 by means of the extension section 10 and the C-pillar upper reinforcing beam 1, and then the stress is transmitted to the D-pillar. (similar to the force transmission path in the related art)
A path b which transmits the force at the wheel house 7 to the connecting cross member 2 by means of the connecting vertical beam 6, and then the path b is divided into two paths c1 and c2 from the connecting cross member 2.
The force from the c1 path is transmitted to the D-pillar; the force of the path C2 is transmitted to the extension section 10 and then divided into two paths, wherein one path is transmitted to the roof from the extension section 10 and the C-pillar upper reinforcing beam 1; one path is transmitted from the extension 10, the C-pillar lower reinforcement beam 4 to the threshold beam 5, forming a path e.
The force from the path c1 is transmitted to the elongated section 80 of the D-pillar, which splits into two parts from the elongated section 80, one part being transmitted up through the D-pillar upper reinforcement beam 3 to the roof, forming D1; another portion passes down the D-pillar lower reinforcement beam 8 to the rear perimeter 9, forming D2.
The stress of the D-pillar lower reinforcing beam 8 can be transmitted to the extension section 10 through the connecting cross beam 2 according to the force from the path C2, and then the force is divided into two paths, wherein one path is transmitted to the roof from the extension section 10 and the C-pillar upper reinforcing beam 1; one path is transmitted from the extension 10, the C-pillar lower reinforcement beam 4 to the rocker beam 5, forming a path e for transmission, so that the D-pillar force can also be transmitted to the rocker beam 5.
Thereby pass through above multiple biography power route, very big richened the transmission route, dispersed the atress of wheel casing 7 department, so can be to great increase C post structure torsional rigidity's effect to prevent that the vehicle rear portion structure from receiving frequent back of twisting, the phenomenon of splitting probably appears, causes the automobile body to take place the abnormal sound, the problem that control performance reduces after the shock attenuation effect worsens.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A vehicle rear structure characterized by comprising:
the C-pillar upper reinforcing beam (1) extends downwards and is provided with an extension section (10) used for being connected with the wheel cover (7);
one end of the connecting cross beam (2) is connected to the C-pillar upper reinforcing beam (1);
a C-pillar lower reinforcement beam (4) connected to a bottom end of the extension section (10) and extending toward the rocker beam (5); the C-pillar lower reinforcing beam (4) is used for being connected with the threshold beam (5);
one end of the connecting vertical beam (6) is connected with the connecting cross beam (2), and the other end of the connecting vertical beam is connected with the wheel cover (7);
the C-shaped pillar upper reinforcing beam (1), the connecting cross beam (2) and the connecting vertical beam (6) are used for enclosing with the wheel cover (7) to form a ring.
2. The vehicle rear structure according to claim 1, characterized in that:
the C-pillar lower reinforcing beam (4) comprises a third flanging (400) and a fourth flanging (401) which are used for being connected with the wheel cover (7), and the third flanging (400) and the fourth flanging (401) and the wheel cover (7) form a second cavity.
3. The vehicle rear structure according to claim 2, characterized in that:
and a bent connecting part (402) is arranged between the third flanging (400) and the fourth flanging (401).
4. The vehicle rear structure according to claim 1, characterized in that:
the cross section of the connecting vertical beam (6) is trapezoidal, a fifth flanging (600) and a sixth flanging (601) are respectively arranged on two sides of the connecting vertical beam, which are used for being connected with the C column inner plate (11), and the fifth flanging (600) and the sixth flanging (601) form a third cavity with the C column inner plate (11).
5. The vehicle rear structure according to claim 1, characterized in that:
the D-column upper reinforcing beam (3) and the D-column lower reinforcing beam (8) are further included, the lengthened section (80) is arranged on the D-column lower reinforcing beam (8), and the lengthened section (80) extends towards the D-column upper reinforcing beam (3) and is connected with the D-column upper reinforcing beam (3); the lengthened section (80) is connected with the other end of the connecting beam (2); the D column lower reinforcing beam (8) extends downwards and is used for being connected with the rear wall (9).
6. The vehicle rear structure according to claim 5, characterized in that:
the D-column lower reinforcing beam (8) is provided with a first flanging (800) and a second flanging (801) which are used for being connected with the D-column inner plate (13), and the first flanging (800) and the second flanging (801) form a first cavity with the D-column inner plate (13).
7. The vehicle rear structure according to claim 5, characterized in that:
the D-column upper reinforcing beam (3), the lengthened section (80) and the D-column lower reinforcing beam (8) are integrally formed beam bodies.
8. The vehicle rear structure according to claim 5, characterized in that:
and two ends of the connecting cross beam (2) are respectively spot-welded, screwed or riveted with the lengthened section (80) and the C-column upper reinforcing beam (1).
9. The vehicle rear structure according to claim 1, characterized in that:
the connecting beam (2) is connected with the C column inner plate (11) through a supporting plate (12).
10. The vehicle rear structure according to claim 9, characterized in that:
the supporting plate (12) is Z-shaped.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111539991.7A CN114313016A (en) | 2021-12-15 | 2021-12-15 | Vehicle rear structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111539991.7A CN114313016A (en) | 2021-12-15 | 2021-12-15 | Vehicle rear structure |
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| CN114313016A true CN114313016A (en) | 2022-04-12 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202111539991.7A Pending CN114313016A (en) | 2021-12-15 | 2021-12-15 | Vehicle rear structure |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114802468A (en) * | 2022-06-08 | 2022-07-29 | 浙江吉利控股集团有限公司 | Automobile body rear portion assembly and car |
| CN116142315A (en) * | 2023-01-17 | 2023-05-23 | 奇瑞汽车股份有限公司 | Car CD post frame construction reaches car including it |
Citations (10)
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| CN116142315A (en) * | 2023-01-17 | 2023-05-23 | 奇瑞汽车股份有限公司 | Car CD post frame construction reaches car including it |
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