CN217515239U - Trunk frame and vehicle with same - Google Patents

Abstract

The utility model discloses a trunk frame and have its vehicle, wherein, the trunk frame includes first tie-beam, second tie-beam and a supporting beam, first tie-beam and second tie-beam are in upper and lower direction interval setting, the front end of first tie-beam is suitable for connecting the D post, the front end of second tie-beam is suitable for connecting the rear wheel casing, a supporting beam locates between the rear end of first tie-beam and the rear end of second tie-beam, a supporting beam includes first reinforcement and second reinforcement, the upper end of first reinforcement links to each other with first tie-beam and the outline of first reinforcement forms "S" shape, the upper end of second reinforcement links to each other with first reinforcement, the lower extreme of second reinforcement links to each other with the second tie-beam. The utility model discloses trunk frame forms the first reinforcement that forms to "S" shape through the setting to promote trunk frame 'S structural strength, thereby improve trunk frame damping vibration' S ability, be convenient for improve the comfort level of vehicle.

Description

Trunk frame and vehicle with same

Technical Field

The utility model relates to a vehicle manufacturing technical field particularly, relates to a trunk frame and have its vehicle.

Background

The trunk frame of the vehicle is suitable for being connected between a D column and a trunk structure of the vehicle, and the structural performance of the vehicle trunk directly influences the strength of the whole rear structure of the vehicle.

However, the structural strength of the existing trunk frame is poor, and the rear side wall and the large back door plate are easy to vibrate when the trunk frame is excited by a road surface and a power assembly, so that the problems of noise and road noise are caused, the use experience of a user is reduced, and the driving comfort of a vehicle cannot be ensured.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model aims at providing a trunk frame, trunk frame structural strength is high to effectively promote the comfort level of vehicle.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a trunk frame comprising: the front end of the first connecting beam is suitable for being connected with a D column, and the front end of the second connecting beam is suitable for being connected with a rear wheel cover; a supporting beam, a supporting beam is located the rear end of first coupling beam with between the rear end of second coupling beam, a supporting beam includes: a first reinforcing member, the upper end of which is connected with the first connecting beam and the outer contour of which is formed in an "S" shape; and the upper end of the second reinforcing part is connected with the first reinforcing part, and the lower end of the second reinforcing part is connected with the second connecting beam.

According to the utility model discloses trunk frame forms the first reinforcement that forms "S" shape through the setting, and first reinforcement can effectively promote a supporting beam' S structural strength, ensures that a supporting beam can stably set up in order to support first tie-beam and second tie-beam between first tie-beam and second tie-beam to realize promoting the structural strength of whole trunk frame, with this ability that improves trunk frame attenuation vibration, be convenient for improve the comfort level of vehicle.

In addition, the trunk frame according to the above embodiment of the present invention may further have the following additional technical features:

according to some embodiments of the utility model, first reinforcement includes reinforcing plate and lower reinforcing plate, go up the reinforcing plate with the reinforcing plate all forms into semiellipse spherical shape down, the upper end of going up the reinforcing plate links to each other with first tie-beam, the lower extreme of going up the reinforcing plate with the upper end of reinforcing plate links to each other down, the lower extreme of reinforcing plate with the second reinforcement links to each other down.

Optionally, the upper and lower stiffening plates each extend away from each other.

Optionally, the upper reinforcing plate and the lower reinforcing plate have different extension areas; and/or the projection of the upper reinforcing plate on a vertical plane parallel to the front-back direction forms a first semi-ellipse, the projection of the lower reinforcing plate on a vertical plane parallel to the front-back direction forms a second semi-ellipse, and the aspect ratio of the second semi-ellipse is different from that of the first semi-ellipse.

According to some embodiments of the invention, the second reinforcement is formed with a reinforcing protrusion, and a projection of the reinforcing protrusion on a vertical plane parallel to the front-rear direction is formed in a triangle.

Optionally, the second reinforcing member is provided with lightening holes and/or reinforcing ribs.

According to some embodiments of the present invention, the trunk frame further comprises a third reinforcement, the third reinforcement is located between the first tie-beam and the second tie-beam and with the support beam is connected.

Optionally, the third stiffener comprises: the rear end of the longitudinal reinforcing plate is connected with the supporting beam, and the front end of the longitudinal reinforcing plate is suitable for being connected with the D column; and the vertical reinforcing plate is connected with the longitudinal reinforcing plate in a crossed manner.

Optionally, the third stiffener further comprises: the upper end of the connecting plate is connected with the vertical reinforcing plate, and the lower end of the connecting plate is suitable for being connected with the rear wheel cover.

Another object of the present invention is to provide a vehicle.

In order to achieve the above purpose, the technical scheme of the utility model is realized like this:

a vehicle, comprising: a body frame including the D-pillar and the rear wheel cover; the trunk frame is the trunk frame, and the trunk frame is connected with the vehicle body frame.

According to the utility model discloses the vehicle, through adopting aforementioned trunk frame, can effectively reduce the vibration energy of the big plate part of rear portion side wall, back door of vehicle when receiving road surface excitation, power assembly excitation to promote the wholeness ability of vehicle, realize making quiet comfortable driving space for driver and crew, promote the user and use experience.

Drawings

The accompanying drawings, which form a part of the present disclosure, are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification, illustrate embodiments of the present disclosure and together with the description serve to explain the present disclosure. In the drawings:

fig. 1 is a schematic illustration of a partial structure of a vehicle according to some embodiments of the present invention.

Fig. 2 is a front view of fig. 1.

Fig. 3 is a partially enlarged view of a region i in fig. 2.

Reference numerals:

1000. a vehicle;

100. a trunk frame;

110. a first connecting beam;

120. a second connecting beam;

130. a support beam;

131. a first reinforcement;

1311. an upper reinforcing plate; 1312. a lower reinforcing plate;

132. a second reinforcement;

1321. lightening holes; 1322. reinforcing ribs; 1323. a reinforcing protrusion;

140. a third reinforcement;

141. a longitudinal reinforcing plate; 142. a vertical reinforcing plate; 143. a connecting plate;

200. a vehicle body frame;

210. a column D; 220. and a rear wheel cover.

Detailed Description

It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

The present invention will be described in detail with reference to fig. 1 to 3 in conjunction with the embodiments.

As shown in fig. 1 to 3, a trunk frame 100 according to an embodiment of the present invention includes: a first connection beam 110, a second connection beam 120, and a support beam 130.

As shown in fig. 1 to 3, the first connecting beam 110 and the second connecting beam 120 are spaced apart from each other in the vertical direction, the front end of the first connecting beam 110 is adapted to be connected to the D-pillar 210, and the front end of the second connecting beam 120 is adapted to be connected to the rear wheel housing 220.

Here, "up" refers to a direction toward the roof of the vehicle 1000, "down" refers to a direction toward the bottom of the vehicle 1000, "front" refers to a direction toward the front of the vehicle 1000, and "rear" refers to a direction toward the rear of the vehicle 1000. Accordingly, "left" in the following description refers to a direction in which the vehicle 1000 approaches the main driving, and "right" refers to a direction in which the vehicle 1000 approaches the sub-driving.

That is, the first connecting beam 110 and the second connecting beam 120 are spaced apart in the up-down direction of the vehicle 1000, and one end of the first connecting beam 110 directed to the head of the vehicle 1000 is connected to the D-pillar 210, and one end of the second connecting beam 120 directed to the head of the vehicle 1000 is connected to the rear wheel housing 220. Thereby, the trunk frame 100 is connected to the D-pillars 210 and the rear wheel covers 220, respectively, wherein the D-pillars 210 and the rear wheel covers 220 are used for supporting the trunk frame 100 in cooperation, so as to improve the positional stability of the trunk frame 100.

As shown in fig. 2 and 3, the support beam 130 is provided between the rear end of the first connection beam 110 and the rear end of the second connection beam 120. It is understood herein that the support beam 130 is disposed between the first and second connection beams 110 and 120 and is disposed away from the D-pillar 210 and the rear wheel housing 220 so as to support the rear end of the first connection beam 110 and the rear end of the second connection beam 120 with the support beam 130.

As shown in fig. 3, the support beam 130 includes a first reinforcing member 131 and a second reinforcing member 132, and an upper end of the first reinforcing member 131 is connected to the first connection beam 110. The upper end of the supporting beam 130 is connected to the first connecting beam 110, and the first connecting beam 110 is suitable for being connected to the D-pillar 210 and has a stable position, so that the first reinforcing member 131 can be supported by the first connecting beam 110 through the above arrangement, and the position stability of the first reinforcing member 131 can be ensured.

Wherein the outer profile of the first reinforcement 131 is formed in an "S" shape.

As shown in fig. 3, the upper end of the second reinforcing member 132 is connected to the first reinforcing member 131, and the lower end of the second reinforcing member 132 is connected to the second connection beam 120. One end of the second reinforcing member 132 is connected to the second connecting beam 120, and the second connecting beam 120 is suitable for being connected to the rear wheel house 220 and is stable in position, so that the second connecting beam 120 can be used for supporting the second reinforcing member 132 to ensure the position stability of the second reinforcing member 132, and the overall position of the supporting beam 130 is stable.

According to the above structure, the utility model discloses trunk frame 100 is provided with first tie-beam 110, second tie-beam 120 and a supporting beam 130, wherein, a supporting beam 130 sets up between first tie-beam 110 and second tie-beam 120, and the upper end of a supporting beam 130 is connected on first tie-beam 110, and the lower extreme of a supporting beam 130 is connected on second tie-beam 120 to realize the interconnect between each subassembly of trunk frame 100, so that trunk frame 100 stable in structure.

The trunk frame 100 is connected to the D-pillars 210 and the rear wheel housings 220 by the first connection beams 110 and the second connection beams 120 disposed at intervals to support the trunk frame 100 by the D-pillars 210 and the rear wheel housings 220, thereby functioning to fix the trunk frame 100 and improving the positional stability of the trunk frame 100.

By arranging the support beam 130 to be composed of the first reinforcement 131 and the second reinforcement 132 so as to form the first reinforcement 131 having the outer contour of "S" shape, and the first reinforcement 131 having the outer contour of "S" shape is used to increase the structural strength of the support beam 130, so that the support beam 130 can be stably arranged between the first connection beam 110 and the second connection beam 120 to be connected with the first connection beam 110 and the second connection beam 120, thereby increasing the structural strength of the whole trunk frame 100 and improving the Vibration damping capability of the trunk frame 100, so that the trunk frame 100 is subsequently connected to the vehicle 1000, and when the vehicle 1000 is excited by a road surface or a power assembly during driving, the trunk frame 100 can reduce the Vibration energy of the rear side walls and the tailgate large plates, thereby improving the level of NVH (Noise, Vibration and Harshness) of the vehicle 1000, the quiet and comfortable driving space is created for drivers and passengers, and the use experience of users is improved.

It can be understood that, compared with the prior art, the application sets the outer contour of part of the structure of the support beam 130 on the trunk frame 100 to be "S" shape to improve the structural strength of the trunk frame 100, thereby improving the capability of the trunk frame 100 to damp vibration, so that the setting of the trunk frame 100 on the vehicle 1000 can effectively improve the NVH level of the vehicle 1000, thereby realizing the improvement of the comfort level of the vehicle 1000.

In some embodiments of the present invention, as shown in fig. 3, the first stiffener 131 includes an upper stiffener 1311 and a lower stiffener 1312, and both the upper stiffener 1311 and the lower stiffener 1312 are formed in a semi-elliptical spherical shape. Since the semi-elliptical spherical structure is strong, the upper reinforcement plate 1311 and the lower reinforcement plate 1312 are provided in a semi-elliptical spherical structure, which is advantageous for improving the structural strength of the first reinforcement 131, thereby improving the structural strength of the entire trunk frame 100.

Further, forming both the upper and lower reinforcing plates 1311, 1312 into a semi-elliptical spherical shape also facilitates forming the outer profile of the first reinforcement 131 into an "S" shape.

Alternatively, as shown in fig. 3, the upper end of the upper reinforcement plate 1311 is connected to the first connection beam 110. Therefore, one end of the first reinforcing member 131 is connected to the first connecting beam 110, and the first connecting beam 110 is suitable for being connected to the D-pillar 210 and has a stable position, so that the first reinforcing member 131 can be supported by the first connecting beam 110 through the above arrangement, and the position stability of the first reinforcing member 131 is ensured.

Alternatively, the connection may be welding, bonding, bolting, etc., and the specific structure thereof is not limited as long as the upper end of the upper reinforcing plate 1311 can be stably connected to the first connection beam 110.

Alternatively, as shown in fig. 3, the lower end of the upper reinforcing plate 1311 is connected to the upper end of the lower reinforcing plate 1312, and the lower end of the lower reinforcing plate 1312 is connected to the second reinforcing member 132. That is, one end of the lower reinforcing panel 1312 is connected to the upper reinforcing panel 1311 and the other end of the lower reinforcing panel 1312 is connected to the second reinforcing member 132, so that the lower reinforcing panel 1312 is cooperatively supported by the positionally-stabilized upper reinforcing panel 1311 and second reinforcing member 132, thereby securing the positional stability of the lower reinforcing panel 1312, that is, the entire position of the first reinforcing member 131 is stabilized.

Here, the connection may be welding, bonding, bolting, etc., and the specific configuration thereof is not limited as long as both ends of the lower reinforcing plate 1312 can be stably connected to the upper reinforcing plate 1311 and the second reinforcing member 132.

In some examples, upper stiffener 1311 and lower stiffener 1312 are formed as a single piece, that is, first stiffener 131 is formed by an integral molding process, so that the connection between upper stiffener 1311 and lower stiffener 1312 may be omitted, thereby reducing the difficulty in manufacturing first stiffener 131, and the connection strength between upper stiffener 1311 and lower stiffener 1312 may be increased, thereby securing the structural strength of first stiffener 131 as a whole, thereby improving the vibration damping capability of first stiffener 131, that is, trunk frame 100.

Optionally, as shown in FIG. 3, upper stiffener 1311 and lower stiffener 1312 each extend away from each other. When the upper reinforcing plate 1311 and the lower reinforcing plate 1312 are thus coupled in place, the outer profile of the first reinforcing member 131 is formed in an "S" shape, thereby improving the structural strength of the first reinforcing member 131, that is, the structural strength of the support beam 130.

In some examples, as shown in fig. 2 and 3, upper reinforcement panel 1311 and lower reinforcement panel 1312 are each formed in a semi-ellipsoidal shape, upper reinforcement panel 1311 extends toward the rear of vehicle 1000, lower reinforcement panel 1312 extends toward the front of vehicle 1000, and the upper end of lower reinforcement panel 1312 connects the lower end of upper reinforcement panel 1311, so that when upper reinforcement panel 1311 and lower reinforcement panel 1312 are joined in place, first reinforcement 131 whose outer profile is formed in an "S" shape may be formed to improve the structural strength of first reinforcement 131.

Alternatively, as shown in fig. 3, the upper reinforcement plate 1311 and the lower reinforcement plate 1312 may have different extended areas. So that the upper reinforcing plate 1311 and the lower reinforcing plate 1312 have different structural sizes, it is possible to prevent the mass of the upper reinforcing plate 1311 and the lower reinforcing plate 1312 from being the same, thereby preventing resonance of the upper reinforcing plate 1311 and the lower reinforcing plate 1312 due to the coincidence of vibration frequencies.

That is, by setting the extending areas of the upper reinforcement plate 1311 and the lower reinforcement plate 1312 to be different, a frequency avoiding design can be realized, whereby the vibration generated when the first reinforcement 131 is excited by a road surface or a powertrain is reduced to further improve the ability of the trunk frame 100 to attenuate the vibration.

Alternatively, the projection of the upper stiffener 1311 onto a vertical plane parallel to the front-rear direction forms a first semi-ellipse, and the projection of the lower stiffener 1312 onto a vertical plane parallel to the front-rear direction forms a second semi-ellipse, the second semi-ellipse having an aspect ratio different from that of the first semi-ellipse. So that the upper stiffener 1311 and the lower stiffener 1312 extend in different directions to implement a frequency avoidance design.

Optionally, the aspect ratio of the first semi-ellipse is 0.45-0.55, and the aspect ratio of the second semi-ellipse is 0.33-0.43. By the arrangement, while the upper reinforcing plate 1311 and the lower reinforcing plate 1312 are both formed in a semi-elliptical spherical shape, the extending areas of the upper reinforcing plate 1311 and the lower reinforcing plate 1312 are different, so that the structural strength of the first reinforcing member 131 is increased, and the frequency avoiding design is realized.

Wherein, the aspect ratio of the first semi-ellipse is the ratio of the height to the width of the upper reinforcing plate 1311, and the aspect ratio of the second semi-ellipse is the ratio of the height to the width of the lower reinforcing plate 1312; since the projections of the upper reinforcing plate 1311 and the lower reinforcing plate 1312 on the vertical plane parallel to the front-rear direction form a semi-elliptical shape, the height of the upper reinforcing plate 1311 can be understood as the rise of the upper reinforcing plate 1311, that is, the vertical dimension from the highest point of the arc-shaped edge of the first semi-elliptical shape to the bottom edge, that is, the maximum distance of the upper reinforcing plate 1311 in the front-rear direction shown in fig. 3, and correspondingly, the height of the lower reinforcing plate 1312 also refers to the rise of the lower reinforcing plate 1312, that is, the maximum distance of the lower reinforcing plate 1312 in the front-rear direction shown in fig. 3; the width of the upper reinforcing plate 1311 is understood to mean a chord length of the upper reinforcing plate 1311, that is, a length dimension of a line connecting both end points of the arc-shaped edge of the first semi-ellipse, that is, a maximum distance of the upper reinforcing plate 1311 in the up-down direction shown in fig. 3, and correspondingly, the width of the lower reinforcing plate 1312 is also understood to mean a chord length of the lower reinforcing plate 1312, that is, a maximum distance of the lower reinforcing plate 1312 in the up-down direction shown in fig. 3.

That is, in this example, as shown in fig. 3, the ratio of the maximum distance in the front-rear direction of the upper reinforcing plate 1311 to the maximum distance in the up-down direction is 0.45 to 0.55, and the ratio of the maximum distance in the front-rear direction of the lower reinforcing plate 1312 to the maximum distance in the up-down direction is 0.33 to 0.43.

In a specific example, the ratio of the height to the width of the upper reinforcing plate 1311 is 0.5, and the ratio of the height to the width of the lower reinforcing plate 1312 is 0.38, so that the frequency avoiding design can be realized while the structural strength of the first reinforcing member 131 is improved.

In some embodiments of the present invention, as shown in fig. 3, the second reinforcing member 132 is formed with a reinforcing protrusion 1323, and a projection of the reinforcing protrusion 1323 on a vertical plane parallel to the front-rear direction is formed in a triangle. It can also be understood that a part of the structure of the second reinforcing member 132 is convex and the convex shape is formed into a triangular structure, and the strength of the triangular structure is high, so that the structural strength of the whole second reinforcing member 132 can be improved, and thus the structural strength of the support beam 130 can be improved, that is, the structural strength of the trunk frame 100 can be further improved, thereby improving the vibration damping capability of the trunk frame 100; meanwhile, the second reinforcing member 132 with high structural strength can be used for enhancing the connection strength of the second connecting beam 120 and the first reinforcing member 131, so that the relative positions of the second connecting beam 120 and the first reinforcing member 131 are ensured to be stable, and the overall position of the trunk frame 100 is ensured to be stable.

That is, by providing the reinforcing protrusion 1323 on the second reinforcement 132 and forming the projection of the reinforcing protrusion 1323 on the vertical plane parallel to the front-rear direction into a triangle, the connection strength of the second connection beam 120 and the first reinforcement 131 can be improved while achieving an improvement in the structural strength of the trunk frame 100, thereby improving the positional stability of the trunk frame 100.

Alternatively, as shown in fig. 3, the second reinforcement 132 extends toward the inside of the trunk frame 100. The inner portion referred to herein may be understood as a portion of the structure of the second reinforcement 132 extending toward the front side of the trunk frame 100, or, when the trunk frame 100 is disposed on the right side of the vehicle 1000, a portion of the structure of the second reinforcement 132 extending toward the left side of the trunk frame 100; when the trunk frame 100 is disposed on the left side of the vehicle 1000, a part of the structure of the second reinforcement 132 extends toward the right side of the trunk frame 100, and while increasing the extending area of the second reinforcement 132 to increase the structural strength of the second reinforcement 132 is achieved, the second reinforcement 132 can be prevented from occupying a space outside the trunk frame 100.

Alternatively, as shown in fig. 3, the second reinforcing member 132 is provided with reinforcing ribs 1322. The reinforcing ribs 1322 serve to further increase the structural strength of the second reinforcing member 132, that is, the structural strength of the support beam 130, thereby improving the ability of the trunk frame 100 to damp vibrations.

Alternatively, as shown in fig. 3, a plurality of reinforcing ribs 1322 are provided on the second reinforcing member 132. The plurality of reinforcement ribs 1322 cooperate to maximize the structural strength of the second reinforcement member 132.

Optionally, as shown in fig. 3, the second reinforcement member 132 is provided with lightening holes 1321. The lightening holes 1321 are used for lightening the weight of the second reinforcement 132, so that the trunk frame 100 is lightened, and the trunk frame 100 is arranged on the vehicle 1000, so that the endurance mileage of the vehicle 1000 is improved; on the other hand, the lightening holes 1321 can also reduce the material of the second reinforcing member 132, thereby saving the production cost of the second reinforcing member 132.

That is, by providing the lightening holes 1321 in the second reinforcement 132, it is possible to save the production cost of the trunk frame 100 while achieving the weight reduction of the trunk frame 100.

Alternatively, as shown in fig. 3, the second reinforcement member 132 is provided with a plurality of lightening holes 1321. The plurality of lightening holes 1321 cooperate to maximize the saving of the production cost of the trunk frame 100 while maximizing the weight reduction of the second reinforcement 132.

In a specific example, as shown in fig. 3, three lightening holes 1321 are provided on the second reinforcing member 132, and the three lightening holes 1321 can ensure the structural strength of the second reinforcing member 132 while achieving weight and cost reduction, thereby avoiding the strength reduction of the second reinforcing member 132 caused by opening more lightening holes 1321.

In other examples, as shown in fig. 3, the second reinforcement member 132 may be provided with both the reinforcement ribs 1322 and the lightening holes 1321. The reinforcement ribs 1322 and the lightening holes 1321 cooperate to improve the structural strength of the second reinforcing member 132, and also to reduce the weight of the second reinforcing member 132 and the production cost of the second reinforcing member 132.

Alternatively, as shown in fig. 3, reinforcing ribs 1322 and lightening holes 1321 are provided on the reinforcing protrusions 1323, and lightening holes 1321 are opened on the reinforcing ribs 1322, so that the space on the second reinforcing member 132 is utilized reasonably, and the reinforcing protrusions 1323, the plurality of reinforcing ribs 1322 and the plurality of lightening holes 1321 are provided on the second reinforcing member 132 at the same time, so as to maximize the structural strength of the second reinforcing member 132.

In some embodiments of the present invention, as shown in fig. 2 and 3, the trunk frame 100 further includes a third reinforcement 140, the third reinforcement 140 is disposed between the first connection beam 110 and the second connection beam 120, and the third reinforcement 140 is connected to the support beam 130. The third reinforcement 140 serves to further improve the overall structural strength of the trunk frame 100, thereby improving the vibration damping capability of the trunk frame 100.

Alternatively, as shown in fig. 3, the third reinforcement 140 includes a longitudinal reinforcement plate 141 and a vertical reinforcement plate 142, a rear end of the longitudinal reinforcement plate 141 is connected to the support beam 130 and a front end of the longitudinal reinforcement plate 141 is adapted to be connected to the D-pillar 210. Realize increasing the biography power passageway between D post 210 and trunk frame 100 to increase trunk frame 100 and D post 210's area of contact, promote D post 210 and trunk frame 100's joint strength, make trunk frame 100 stable for D post 210 position, avoid trunk frame 100 to take place to rock, thereby avoid trunk frame 100 to produce the noise because of frequent vibration when vehicle 1000 moves, with this NVH level that promotes vehicle 1000, and guarantee vehicle 1000's comfort level.

In some examples, the longitudinal reinforcing plate 141 is also provided with a reinforcing protrusion or a reinforcing recess, and the reinforcing protrusion or the reinforcing recess is used to improve the structural strength of the longitudinal reinforcing plate 141 itself, so as to support the trunk frame 100 as a whole.

Alternatively, as shown in fig. 3, the vertical reinforcing plate 142 is cross-connected to the longitudinal reinforcing plate 141. The vertical stiffener 142 serves to increase the structural strength of the longitudinal stiffener 141, thereby increasing the structural strength of the third stiffener 140 as a whole, ensuring that the strength of the trunk frame 100 can be improved by the third stiffener 140.

Alternatively, as shown in fig. 3, the vertical reinforcing plate 142 is disposed in the middle of the longitudinal reinforcing plate 141, and since the rear end of the longitudinal reinforcing plate 141 is connected to the support beam 130 and the front end of the longitudinal reinforcing plate 141 is adapted to be connected to the D-pillar 210, the strength of the middle of the longitudinal reinforcing plate 141 is weak, and therefore, the vertical reinforcing plate 142 is disposed in the middle of the longitudinal reinforcing plate 141 to improve the local strength of the longitudinal reinforcing plate 141.

Optionally, the lower end of the vertical reinforcing plate 142 extends towards the direction away from the longitudinal reinforcing plate 141 and is connected to the bottom plate of the trunk frame 100, so as to increase the contact area between the third stiffener 140 and the trunk frame 100 by using the vertical reinforcing plate 142, and at this time, the vertical reinforcing plate 142 may be supported by the bottom plate of the trunk frame 100, so that the vertical reinforcing plate 142 is structurally stable, and thus, the vertical reinforcing plate 142 is ensured to effectively reinforce the structural strength of the longitudinal reinforcing plate 141.

Optionally, as shown in fig. 3, the third reinforcement member 140 further includes a connecting plate 143, an upper end of the connecting plate 143 is connected to the vertical reinforcement plate 142 and a lower end of the connecting plate 143 is adapted to be connected to the rear wheel house 220. So as to realize the fixed connection of the third reinforcement 140 and the rear wheel casing 220, at this time, the rear wheel casing 220 can also be used to support the third reinforcement 140, so that the overall structure of the third reinforcement 140 is stable, and the improvement of the overall structural strength of the trunk frame 100 by using the third reinforcement 140, that is, the improvement of the vibration damping capability of the trunk frame 100, is realized.

In addition, the overall structure of the third reinforcement 140 may be formed as a large structure by the above arrangement, and the overall strength of the trunk frame 100 may be improved by using the stability of the large structure.

Optionally, the vertical reinforcing plate 142 and the connecting plate 143 are formed as an integral piece to omit the connection between the vertical reinforcing plate 142 and the connecting plate 143, reduce the difficulty in manufacturing the third reinforcing member 140, and increase the connection strength between the vertical reinforcing plate 142 and the connecting plate 143, thereby ensuring the overall structural strength of the third reinforcing member 140, and ensuring that the third reinforcing member 140 can effectively enhance the strength of the trunk frame 100.

Alternatively, the vertical reinforcing plate 142 is welded to the middle of the longitudinal reinforcing plate 141, that is, after the vertical reinforcing plate 142 and the connecting plate 143 are integrally formed, the vertical reinforcing plate 142 is welded to the longitudinal reinforcing plate 141 to form the integral third reinforcing member 140. The welding connection can increase the connection strength between the vertical reinforcing plate 142 and the longitudinal reinforcing plate 141, and ensure that the vertical reinforcing plate 142 can be stably connected to the longitudinal reinforcing plate 141, so that the overall structure of the third reinforcing member 140 is stable.

Of course, in other examples, the vertical reinforcing plate 142 may be connected to the middle portion of the longitudinal reinforcing plate 141 by bonding, bolting, and the like, and is not limited in particular.

In addition, in order to increase the structural strength of the third reinforcement 140, a reinforcing protrusion or a reinforcing recess may be further provided on each of the vertical reinforcing plate 142 and the connecting plate 143.

The vehicle 1000 of the present invention will be described in detail below with reference to the embodiments with reference to the drawings.

As shown in fig. 1 and 2, a vehicle 1000 according to an embodiment of the present invention includes a body frame 200 and a trunk frame 100.

As shown in fig. 1, the vehicle body frame 200 includes a D-pillar 210 and a rear wheel house 220. The D-pillar 210 and the rear wheel cover 220 provide a space for installing the trunk frame 100 to ensure that the trunk frame 100 can be stably connected to the vehicle body frame 200, wherein the D-pillar 210 and the rear wheel cover 220 are well known in the art, and are not described herein.

As shown in fig. 1, the trunk frame 100 is the aforementioned trunk frame 100, and the trunk frame 100 is connected to the body frame 200. Here, the trunk frame 100 is connected to the body frame 200 means that the trunk frame 100 is connected to the D-pillar 210 and the rear wheel house 220, specifically: the end of the first connecting beam 110 of the trunk frame 100 away from the supporting beam 130 is connected to the D-pillar 210, and the end of the second connecting beam 120 of the trunk frame 100 away from the supporting beam 130 is connected to the rear wheel housing 220, so as to connect the trunk frame 100 to the vehicle body frame 200. The connection may be welding, bonding, bolting, etc.

According to the structure, the utility model discloses vehicle 1000, through adopting aforementioned trunk frame 100, because of the big ability that just has the damping vibration of aforementioned trunk frame 100 structural strength, like this at the in-process that vehicle 1000 went, trunk frame 100 can effectively reduce and receive the road surface excitation, vehicle 1000's rear portion side wall when the drive assembly excitation, the vibration energy of back door large plate, thereby promote the holistic performance of vehicle 1000, realize making quiet comfortable drive space for driver and crew, it uses experience to promote the user.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims (10)

1. A trunk frame (100), comprising:

the front end of the first connecting beam (110) is suitable for being connected with a D column (210), and the front end of the second connecting beam (120) is suitable for being connected with a rear wheel cover (220);

a support beam (130), the support beam (130) being provided between a rear end of the first connection beam (110) and a rear end of the second connection beam (120), the support beam (130) including:

a first reinforcement (131), an upper end of the first reinforcement (131) being connected to the first connection beam (110) and an outer contour of the first reinforcement (131) being formed in an "S" shape;

a second reinforcing member (132), an upper end of the second reinforcing member (132) being connected to the first reinforcing member (131), and a lower end of the second reinforcing member (132) being connected to the second connection beam (120).

2. The trunk frame (100) according to claim 1, wherein the first stiffener (131) comprises an upper stiffener (1311) and a lower stiffener (1312), the upper stiffener (1311) and the lower stiffener (1312) each being formed in a semi-elliptical sphere shape, an upper end of the upper stiffener (1311) being connected to the first connecting beam (110), a lower end of the upper stiffener (1311) being connected to an upper end of the lower stiffener (1312), and a lower end of the lower stiffener (1312) being connected to the second stiffener (132).

3. The trunk frame (100) according to claim 2, wherein the upper reinforcement plate (1311) and the lower reinforcement plate (1312) each extend in a direction away from each other.

4. The trunk frame (100) according to claim 2, wherein the upper reinforcement plate (1311) and the lower reinforcement plate (1312) differ in extension area; and/or the presence of a gas in the gas,

the projection of the upper stiffener plate (1311) on a vertical plane parallel to the front-rear direction forms a first semi-ellipse, and the projection of the lower stiffener plate (1312) on a vertical plane parallel to the front-rear direction forms a second semi-ellipse having an aspect ratio different from that of the first semi-ellipse.

5. The trunk frame (100) according to claim 1, wherein a reinforcing protrusion (1323) is formed on the second reinforcement (132), and a projection of the reinforcing protrusion (1323) on a vertical plane parallel to the front-rear direction is formed in a triangular shape.

6. The trunk frame (100) according to claim 5, wherein the second reinforcement (132) is provided with lightening holes (1321) and/or reinforcing ribs (1322).

7. The trunk frame (100) according to any one of claims 1 to 6, further comprising a third reinforcement (140), the third reinforcement (140) being provided between the first and second connection beams (110, 120) and connected to the support beam (130).

8. The trunk frame (100) according to claim 7, wherein the third reinforcement (140) comprises:

a longitudinal reinforcement plate (141), a rear end of the longitudinal reinforcement plate (141) being connected to the support beam (130) and a front end of the longitudinal reinforcement plate (141) being adapted to be connected to the D-pillar (210);

a vertical reinforcing plate (142), wherein the vertical reinforcing plate (142) is connected with the longitudinal reinforcing plate (141) in a crossing way.

9. The trunk frame (100) according to claim 8, wherein the third reinforcement (140) further comprises: a connecting plate (143), an upper end of the connecting plate (143) being connected to the vertical reinforcing plate (142) and a lower end of the connecting plate (143) being adapted to be connected to the rear wheel house (220).

10. A vehicle (1000), characterized by comprising:

a body frame (200), the body frame (200) including the D-pillar (210) and the rear wheel cover (220);

a trunk frame (100), the trunk frame (100) being the trunk frame (100) of any one of claims 1-9, the trunk frame (100) connecting the body frame (200).

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