CN222698585U - Vehicle rear cabin lower part structure and vehicle - Google Patents
Vehicle rear cabin lower part structure and vehicle Download PDFInfo
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- CN222698585U CN222698585U CN202421532603.1U CN202421532603U CN222698585U CN 222698585 U CN222698585 U CN 222698585U CN 202421532603 U CN202421532603 U CN 202421532603U CN 222698585 U CN222698585 U CN 222698585U
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Abstract
The utility model provides a vehicle rear cabin lower part structure and a vehicle, wherein the vehicle rear cabin lower part structure comprises a first cross beam connected between the bottoms of rear shock absorption towers on the left side and the right side, and a rear side sill assembly connected between each side rear shock tower and the vehicle cabin. Each side rear cabin lower longitudinal beam assembly comprises a rear cabin lower longitudinal beam connected with a vehicle cabin and a connecting beam connected between the rear cabin lower longitudinal beam and a rear shock absorber, wherein the connecting beam extends upwards and backwards and is connected to the middle of the rear shock absorber, and a second cross beam is connected between the rear cabin lower longitudinal beams on two sides. According to the lower part structure of the vehicle rear cabin, the first cross beam and the second cross beam are arranged, so that the transverse support of the two cross beams can be utilized, the overall rigidity of the lower part of the rear cabin is increased, meanwhile, the connecting beams extend to the rear upper side, the rear collision force at the rear shock absorption tower is transmitted along the direction of pointing to the lower part of the cabin, the invasion of the rear cabin into the cabin can be reduced, and the safety of the rear collision is improved.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a lower structure of a rear cabin of a vehicle, and simultaneously relates to a vehicle with the lower structure of the rear cabin of the vehicle.
Background
Because the low streamline car body is a car design feature combining the low car body and streamline design elements, the car design feature can not only improve the performance and the fuel efficiency of the car, but also enhance the aesthetic feeling and the dynamic sense of the car. Among other things, low body designs help to lower center of gravity, enhance stability and handling of the vehicle, while streamlined body designs change or direct airflow by making the body curves smoother, rounder and smoother, making it easier for oncoming air to pass through the body. The existing vehicle rear cabin with a low streamline body still has the problems of low rigidity and large intrusion amount into the cabin during the back collision, which is not beneficial to improving the back collision safety.
Disclosure of utility model
In view of the above, the present utility model aims to provide a vehicle rear cabin lower structure for reducing intrusion of the rear cabin into the cabin during a rear collision and improving the rear collision safety.
In order to achieve the above purpose, the technical scheme of the utility model is realized as follows:
A vehicle rear cabin lower structure comprises a first cross beam connected between the bottoms of rear shock towers on the left side and the right side, and a rear cabin lower longitudinal beam assembly connected between the rear shock towers on each side and a vehicle cabin;
Each side the rear deck side sill assembly all includes with the rear deck side sill that the vehicle cabin is connected, and connect the rear deck side sill with connect the roof beam between the rear shock absorber, connect the roof beam to upwards extend, and connect the middle part of rear shock absorber, and in both sides be connected with the second crossbeam between the rear deck side sill.
Further, the first beam is arranged in parallel with the second beam, and/or,
The second cross beam is arranged close to the rear ends of the rear cabin side sills at two sides.
Further, a reinforcing longitudinal beam is connected between the second cross beam and the bottoms of the rear shock absorption towers on two sides respectively.
Further, the front ends of the reinforcing longitudinal beams at both sides are arranged close to the middle part of the second cross beam in the left-right direction, and/or,
Each reinforcing longitudinal beam is connected with the second cross beam through a connecting bracket.
Furthermore, the rear shock towers on both sides are respectively provided with a connecting groove, the rear ends of the connecting beams on each side are connected in the connecting grooves on the corresponding sides, and the rear shock towers and the connecting beams are welded and/or riveted and connected, and/or,
The rear ends of the rear cabin side sills on both sides are respectively provided with an inserting groove, and the front ends of the connecting beams on each side are inserted into the inserting grooves on the corresponding side.
Further, a first connecting plate and/or a second connecting plate are connected between the first cross beam and the rear shock absorber on each side;
the first connecting plate is horizontally arranged and connected between the first cross beam and the bottom of the rear shock absorption tower;
The second connecting plates are vertically arranged and connected between the side parts of the first cross beam and the connecting boss on the inner side of the rear shock absorption tower, the inner side of the rear shock absorption tower is in the left-right direction of the whole vehicle, and the rear shock absorption tower faces to one side in the vehicle.
Furthermore, power assembly suspension mounting brackets are respectively arranged on the rear cabin lower longitudinal beams at two sides, and the power assembly suspension mounting brackets are integrally formed on the rear cabin lower longitudinal beams.
Further, at least one of the first cross member, the second cross member and the connecting beam is an extrusion profile, and/or,
And the rear cabin side sill is cast and formed.
Compared with the prior art, the utility model has the following advantages:
According to the lower part structure of the rear cabin of the vehicle, the first cross beams are arranged between the rear shock absorption towers at two sides, the second cross beams are arranged between the side longitudinal beams of the rear cabin at two sides, so that the transverse support of the two cross beams can be utilized, the overall rigidity of the lower part of the rear cabin is increased, meanwhile, the connecting beams extend upwards and backwards, the rear collision force at the rear shock absorption towers is transmitted along the direction of being directed to the lower part of the cabin, the invasion of the rear cabin into the cabin can be reduced, and the safety of the rear collision is improved.
In addition, the first cross beam and the second cross beam are arranged in parallel, so that a better transverse supporting effect can be achieved, the rear cabin structure instability during side collision can be avoided, the second cross beam is arranged close to the rear ends of the rear cabin side sills on the two sides, and a larger space can be reserved between the second cross beam and the cabin, so that other related vehicle components can be facilitated. Through setting up the reinforcing longeron, not only usable reinforcing longeron is strengthened in the connection between each side rear deck side sill longeron and the rear shock absorber tower, improves rear deck lower part overall rigidity, also can increase the power transmission passageway when the vehicle bumps simultaneously, helps promoting collision force transmission effect.
Secondly, the front ends of the reinforcing longitudinal beams on the two sides are arranged close to the middle of the second cross beam, so that the reinforcing longitudinal beams on the two sides are arranged in an eight shape, the reinforcing effect of the reinforcing longitudinal beams is improved, and the reinforcing longitudinal beams are connected with the second cross beam through the connecting support, so that the connection between the reinforcing longitudinal beams and the second cross beam is facilitated.
The rear shock absorber is characterized in that the rear shock absorber is provided with a connecting groove, the connecting beam is connected with the rear shock absorber conveniently, the rear shock absorber is connected with the connecting beam in a welding and riveting mode, the operation is convenient, the connection strength can be ensured, and the rear end of the rear cabin lower longitudinal beam is provided with an inserting groove, so that the connection between the rear cabin lower longitudinal beam and the connecting beam is facilitated, and the connection reliability between the rear cabin lower longitudinal beam and the connecting beam is improved.
In addition, through setting up first connecting plate and second connecting plate between first crossbeam and back shock absorber, can increase the reliability of being connected between first crossbeam and the back shock absorber for first, second connecting plate are horizontal and vertical respectively and arrange, also can strengthen simultaneously in horizontal, longitudinal direction, can play fine connection reinforcement effect.
In addition, the power assembly suspension mounting bracket is arranged on the rear cabin side sill, so that the power assembly can be conveniently mounted and arranged in the rear cabin of the vehicle, and the reliability of the arrangement of the power assembly suspension mounting bracket can be ensured. The beam bodies are formed by extrusion or casting, so that the preparation of the beam bodies can be facilitated, and the structural strength of the beam bodies can be ensured.
Another object of the present utility model is to propose a vehicle, in the rear cabin of which a vehicle rear cabin lower structure as described above is provided.
Further, the rear shock-absorbing towers on both sides are cast and formed uniformly, the rear shock-absorbing towers on both sides are annular, and through holes for the transmission shafts to pass through, a shock absorber installation part and a plurality of swing arm installation parts are respectively arranged on each rear shock-absorbing tower;
the damper mounting portion is located at the top of the rear damper tower, and a plurality of swing arm mounting portions are arranged around the through hole.
The vehicle provided by the utility model can reduce the invasion of the rear cabin into the cabin by arranging the lower structure of the rear cabin of the vehicle, and is beneficial to improving the collision safety.
In addition, the rear shock absorber tower is annular, and the shock absorber installation part and the swing arm installation part are arranged on the rear shock absorber tower, so that the structural strength of the rear shock absorber tower can be increased by utilizing the characteristic of high annular structural strength, and meanwhile, the integrated design of the installation structure on the shock absorber tower is facilitated, and the design and preparation difficulty of the installation structure are reduced.
Drawings
The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model. In the drawings:
fig. 1 is a schematic view of a lower structure of a rear compartment of a vehicle according to an embodiment of the present utility model;
fig. 2 is a schematic view of a lower structure of a rear cabin of a vehicle according to an embodiment of the present utility model in another view;
FIG. 3 is a schematic view of a lower structure of a rear compartment of a vehicle according to an embodiment of the present utility model;
fig. 4 is a schematic view of a lower structure of a rear cabin of a vehicle according to an embodiment of the present utility model in another view;
Fig. 5 is a schematic structural view of a rear side sill according to an embodiment of the present utility model;
fig. 6 is a schematic structural view of a rear side sill according to an embodiment of the present utility model from another perspective;
FIG. 7 is a schematic view of a connecting beam according to an embodiment of the present utility model;
FIG. 8 is a schematic structural view of a connecting bracket according to an embodiment of the present utility model;
FIG. 9 is a schematic view showing a partial structure of a lower structure of a rear compartment of a vehicle according to an embodiment of the present utility model;
FIG. 10 is a schematic view showing a partial structure of a lower structure of a rear compartment of a vehicle according to an embodiment of the present utility model from another view angle;
FIG. 11 is a schematic view illustrating a structure of a rear shock tower according to an embodiment of the present utility model;
Fig. 12 is a schematic structural view of a rear shock tower according to an embodiment of the present utility model at another view angle.
Reference numerals illustrate:
1. The vehicle cabin comprises a rear shock absorber, a rear cabin lower longitudinal beam, a first cross beam, a second cross beam, a connecting beam, a reinforcing longitudinal beam, a connecting bracket, a first connecting plate, a second connecting plate, a vehicle cabin, a K and a through hole, wherein the rear shock absorber, the rear cabin lower longitudinal beam, the first cross beam, the second cross beam, the connecting beam, the reinforcing longitudinal beam, the connecting bracket, the first connecting plate, the second connecting plate, the vehicle cabin and the K;
101. Shock absorber avoiding grooves 1011, shock absorber mounting bosses 1012, reinforcing ribs 102, swing arm avoiding grooves 1021, swing arm mounting bosses 103, connecting grooves 104, connecting columns 105, reinforcing ribs 106, mounting columns 107 and connecting bosses;
201. 202, a power assembly suspension mounting rack, 2021, a mounting plate, 2022, a bottom plate, 2023 and a rib plate;
701. a slot.
Detailed Description
It should be noted that, without conflict, the embodiments of the present utility model and features of the embodiments may be combined with each other.
In the description of the present utility model, it should be noted that, if terms indicating an orientation or positional relationship such as "upper", "lower", "inner", "outer", etc. are presented, they are based on the orientation or positional relationship shown in the drawings, only for convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present utility model. Furthermore, the terms "first," "second," and the like, if any, are also used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Furthermore, in the description of the present utility model, the terms "mounted," "connected," and "connected," are to be construed broadly, unless otherwise specifically defined. For example, the components may be fixedly connected, detachably connected or integrally connected, mechanically connected or electrically connected, directly connected or indirectly connected through an intermediate medium, or communicated with each other. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art in combination with specific cases.
The utility model will be described in detail below with reference to the drawings in connection with embodiments.
The present embodiment relates to a vehicle rear cabin lower structure including a first cross member 3 connected between the bottoms of left and right rear shock towers 1, and a rear cabin side sill assembly connected between each side rear shock tower 1 and a vehicle cabin. Wherein, each side rear deck side sill assembly includes a rear deck side sill 2 connected with a vehicle cabin 10, and a connection beam 5 connected between the rear deck side sill 2 and the rear shock absorber 1, the connection beam 5 extends rearward and upward and is connected to the middle of the rear shock absorber 1, and a second cross member 4 is connected between the rear deck side sills 2 on both sides.
In the vehicle rear cabin lower part structure of the embodiment, the first cross beam 3 is arranged between the rear shock absorption towers 1 at two sides, the second cross beam 4 is arranged between the rear cabin lower longitudinal beams 2 at two sides, and the transverse support of the two cross beams can be utilized to increase the overall rigidity of the rear cabin lower part. Meanwhile, the connecting beam 5 extends upwards and backwards, so that the rear collision force at the rear shock absorber 1 is transmitted along the direction of the lower part of the cabin, the invasion of the rear cabin into the cabin can be reduced, and the safety of the rear collision can be improved.
Based on the above overall description, an exemplary structure of the vehicle rear compartment lower structure of the present embodiment is shown with reference to fig. 1 to 3, in which the first cross member 3 and the second cross member 4 of the present embodiment are disposed in parallel. By the arrangement, the first cross beam 3 and the second cross beam 4 have better transverse supporting effect, and the rear cabin structure instability during side collision is avoided. In addition, as a preferred embodiment, as shown in fig. 1 and 3, the second cross member 4 is provided near the rear ends of the side sills 2. Designed in this way, a large space is left between the second cross member 4 and the vehicle cabin 10 for other relevant vehicle components.
It should be noted that, instead of arranging the first beam 3 and the second beam 4 in parallel, an angle formed between them may be possible. In addition, instead of disposing the second cross member 4 near the rear ends of the side sills 2, the second cross member 4 may be disposed near the middle or front ends of the side sills 2.
Here, in order to facilitate understanding of the present embodiment, the structure of the rear side sill 2 is described first, and the rear side sill 2 is generally symmetrically arranged on the vehicle based on the rear side sill 2, and the description is made below with reference to only one side of the rear side sill 2 shown in fig. 5 and 6. Specifically, a groove having a notch facing the vehicle exterior side is formed in the rear side sill 2, and extends in the longitudinal direction of the rear side sill 2. In addition, in order to improve the structural strength of the rear side sill 2, a plurality of ribs are provided in the groove in a staggered manner, and each rib is supported between the upper and lower side walls of the groove, so that the strength of the rear side sill 2 in the up-down direction of the whole vehicle can be improved.
In addition, as a further embodiment, the power unit suspension mounting brackets 202 are provided on the rear side sills 2 on both sides, respectively, and the power unit suspension mounting brackets 202 are integrally formed on the rear side sills 2. As a preferred embodiment, as shown in fig. 5 and 6, the powertrain suspension mounting bracket 202 of the present embodiment includes two mounting plates 2021 arranged at intervals in the front-rear direction of the vehicle, and a bottom plate 2022 provided between the bottoms of the two mounting plates 2021. In order to improve the mounting strength, a rib plate 2023 is provided between each side mounting plate 2021 and the rear side sill 2. The locomotion assembly can be connected to the two mounting plates 2021 by fasteners such as bolts.
In addition, in order to facilitate connection with the connection beams 5, as shown in fig. 1 and 5, the rear ends of the side sills 2 of the rear cabins are provided with insertion grooves 201, and the front ends of the connection beams 5 of the respective sides are inserted into the insertion grooves 201 of the corresponding sides. As shown in fig. 1 and 3, the front end of the connection beam 5 is inserted into the insertion groove 201 and welded to the edge of the insertion groove 201. The rear cabin side sill 2 of the embodiment adopts the structure, which is not only beneficial to light design, but also has better structural strength, and is beneficial to improving the overall strength and rigidity of the side structure of the rear cabin of the vehicle.
At this time, in order to further improve the overall strength and rigidity of the side structure of the rear cabin of the vehicle, as shown in fig. 7, the inside of the connecting beam 5 is partitioned into a plurality of cavities, each of which extends in the length direction thereof, so that the connecting beam 5 has a particularly good structural strength, thereby being able to improve the supporting effect between the rear shock absorber 1 and the rear cabin side sill 2.
In addition, in order to facilitate the connection of the connection beam 5 to the rear shock absorber 1, as shown in fig. 1, the rear shock absorber 1 on both sides is provided with connection grooves 103, the rear end of each side connection beam 5 is connected in the corresponding side connection groove 103, and the rear shock absorber 1 and the connection beam 5 are connected by welding and riveting. It should be noted that, instead of providing the connection groove 103 in the rear shock absorber 1 to connect with the connection beam 5, the connection beam 5 may be butt-connected with the rear end surface of the rear shock absorber 1 without connecting the connection groove 103 in the rear shock absorber 1. In addition, instead of connecting the rear shock absorber 1 and the connection beam 5 by welding and riveting at the same time, the two may be connected by welding or riveting only.
As a further embodiment, as shown in connection with fig. 1 to 3, between the second cross member 4 and the bottom of the rear shock absorber 1 on both sides, respectively, reinforcing stringers 6 are connected. In this embodiment, through setting up reinforcing longitudinal beam 6, not only usable reinforcing longitudinal beam 6 is strengthened in the connection between each side rear deck side sill longitudinal beam 2 and rear shock absorber 1, improves rear deck lower part overall rigidity, also can increase the power transmission passageway simultaneously when the vehicle bumps, helps promoting collision force transmission effect.
In a preferred embodiment, the reinforcing stringers 6 are rectangular in cross section for ease of manufacture. Of course, in practice, the cross section of the reinforcing stringers 6 may also be circular or have other shapes. As a further embodiment, as shown in fig. 1 to 3, the front ends of the reinforcing stringers 6 on both sides are each disposed near the middle portion in the left-right direction of the second cross member 4. By the arrangement, the reinforcing longitudinal beams 6 on the two sides can be arranged in the shape of the Chinese character 'ba', and the reinforcing effect of the reinforcing longitudinal beams 6 can be improved.
As a preferred embodiment, as shown in fig. 1 and 2, each reinforcing longitudinal beam 6 of the present embodiment is connected to the second cross beam 4 by a connecting bracket 7. This design facilitates the connection between the reinforcing stringers 6 and the second cross-member 4. In order to improve the connection between the reinforcing longitudinal beam 6 and the second cross beam 4, as a preferred embodiment, as shown in fig. 8, the connecting bracket 7 of the present embodiment is constructed as shown in fig. 8, and is formed at its rear end with a slot 701 adapted to the front end of the reinforcing longitudinal beam 6, the front end being connected to the second cross beam 4.
In addition, in order to improve the connection effect between the reinforcing longitudinal beam 6 and the second cross beam 4, as a further embodiment, the cross section of the connection bracket 7 gradually increases in the rear-to-front direction. Thereby, the connection area between the connection bracket 7 and the second cross member 4 can be increased, and the two are specifically connected by bolts. Meanwhile, the front end of the reinforcing longitudinal beam 6 is inserted into the slot 701 and is connected with the connecting bracket 7 in a welding way, wherein the connecting mode between the connecting bracket 7 and the reinforcing longitudinal beam 6 and the second cross beam 4 can be adjusted according to design requirements. In addition, in the present embodiment, in order to further improve the connection strength, as shown in fig. 8, a plurality of ribs are provided on the connection bracket 7 to further improve the structural strength of the connection bracket 7, so that the connection strength between the reinforcing side member 6 and the second cross member 4 can be improved.
As a preferred embodiment, as shown in fig. 1 to 3 and fig. 9 and 10, the first cross member 3 of the present embodiment has a flat cross section and a substantially elongated cross section extending in the front-rear direction of the vehicle. By such a design, not only the connection area of the first cross member 3 and the rear shock absorber 1 can be increased to better increase the overall rigidity of the rear portion of the vehicle body. Meanwhile, the occupied space of the first cross beam 3 in the up-down direction of the whole vehicle can be fully reduced, and other parts are facilitated to be arranged on the vehicle body.
In order to further enhance the lateral support effect of the first cross member 3, as shown in fig. 6 and 7, a plurality of partition ribs are provided in the first cross member 3, which partition the interior of the first cross member 3 into a plurality of sub-chambers arranged in sequence in the front-rear direction of the vehicle. By the arrangement, the first cross beam 3 has good structural strength, and the overall rigidity of the rear part of the vehicle body can be further improved.
As a further embodiment, in this example, as shown in fig. 1, 9 and 10, a first connection plate 8 and a second connection plate 9 are connected between the first cross member 3 and each side rear shock absorber 1. Wherein the first connection plate 8 is horizontally arranged and connected between the first cross member 3 and the bottom of the rear shock-absorbing tower 1. Specifically, as shown in fig. 6 and 7, as a preferred embodiment, the first connection plate 8 of the present embodiment is triangular in shape so that the connection reinforcing ability thereof can be further increased by utilizing the characteristic that the triangular structure is strong.
In addition, in order to facilitate the connection of the first connection plate 8 to the rear shock absorber 1, as shown in fig. 9 and 10, a mounting post 106 extending downward is provided at the bottom of the rear shock absorber 1, and the first connection plate 8 is connected between the mounting post 106 and the bottom of the first cross member 3. Furthermore, as a specific embodiment, a threaded hole is provided in the mounting post 106, one end of the first connecting plate 8 is welded to the bottom of the first cross member 3, and the other end is screwed to the mounting post 106 by a bolt.
Here, the shape of the first connection plate 8 is not limited to the triangle shown in the drawings, and the first connection plate 8 may be rectangular, circular, or other shapes according to design requirements. In addition, the connection shape between the first connection plate 8 and the first cross member 3 and the mounting post 106 is not limited to the above-described manner, and may be adjusted according to design requirements.
Further, as shown in fig. 1 and 12 in combination, the second connecting plate 9 of the present embodiment is arranged vertically and connected between the side portion of the first cross member 3 and the connecting boss 107 on the inside of the rear shock absorber 1, and the inside of the rear shock absorber 1 is the side of the rear shock absorber 1 facing the vehicle interior in the left-right direction of the whole vehicle. As shown in fig. 4, the second connection plate 9 of the present embodiment is triangular as a preferred embodiment, so that the connection reinforcing capability of the second connection plate is further increased by utilizing the characteristic of strong triangle structure. In addition, in order to be convenient for be connected with the second connecting plate 9, be equipped with the convex installation piece in car one side on rear shock absorber 1, the top and the installation piece spiro union of second connecting plate 9, its bottom passes through rivet and links to each other with first crossbeam 3 riveting.
Here, the shape of the second connection plate 9 is not limited to the triangle shown in the drawings, and the second connection plate 9 may be rectangular, circular, or other shapes according to design requirements. In addition, the connection shape between the second connection plate 9 and the first cross member 3 and the mounting post 106 is not limited to the above, and may be adjusted according to design requirements. Furthermore, it should be mentioned that, instead of designing the first connection plate 8 and the second connection plate 9 at the same time, only the first connection plate 8 or the second connection plate 9 may be provided according to design requirements.
In addition, as a further embodiment, at least one of the first cross member 3, the second cross member 4 and the connecting beam 5 is an extrusion profile. As a preferred embodiment, the first cross member 3, the second cross member 4 and the connecting beam 5 of this embodiment are all extruded profiles. By adopting the design, each cross beam and each connecting beam 5 adopt extrusion profiles, the preparation of the cross beams is facilitated, and the structural strength of the cross beams can be ensured. Also, as a preferred embodiment, the first cross member 3, the second cross member 4, and the connecting beam 5 of the present embodiment may generally be extruded aluminum profiles. It should be noted that, instead of using extrusion shapes for the first cross member 3, the second cross member 4 and the connecting beam 5, other conventional methods such as machining may be used.
In addition, as a preferred embodiment, the rear side sill 2 of the present embodiment is cast-molded for ease of manufacture and structural strength can be ensured. Of course, instead of casting the rear side sill 2, it may be manufactured by a conventional machining process.
By adopting the structure, the vehicle rear compartment lower structure of the present embodiment can reduce intrusion of the rear compartment into the vehicle cabin 10, and is useful for improving the collision safety.
In addition, the present embodiment also relates to a vehicle in which the vehicle rear compartment lower structure as described above is provided in the rear compartment.
As a preferred embodiment, as shown in fig. 1, 11 and 12, the rear shock-absorbing towers 1 on both sides of the present embodiment are cast integrally, and the rear shock-absorbing towers 1 on both sides are ring-shaped, and via holes K through which the transmission shafts pass are respectively provided on each rear shock-absorbing tower 1, and a shock absorber mounting portion and a plurality of swing arm mounting portions. And, a damper mounting portion is located at the top of the rear shock absorber 1, and a plurality of swing arm mounting portions are arranged around the via hole K.
The rear shock absorber 1 of the embodiment is cast and molded, so that the characteristics of a casting molding process can be utilized, the rear shock absorber 1 can be conveniently prepared, and the preparation cost is reduced. And, structural strength of the rear shock absorber 1 can also be guaranteed, and the weight reduction of the rear shock absorber 1 is facilitated, and the lightweight design of a vehicle is facilitated. In particular, the rear shock absorber 1 may be formed of cast aluminum.
Specifically, as shown in fig. 11 and 12, the through hole K through which the propeller shaft passes is a long hole extending in the up-down direction of the entire vehicle. The rear shock absorber 1 is integrally provided in the through hole K, and is provided at the top of the rear shock absorber 1 with a protruding portion protruding upward for connection with the vehicle cabin 10. In addition, as shown in fig. 12, the rear shock-absorbing tower 1 is provided with a side plate provided along an edge thereof so that the rear shock-absorbing tower 1 has a superior structural strength. And, the side plate extends to one side of the door to improve the aesthetic property of the rear shock absorber 1, and at the same time, the occupied space can be reduced.
In addition, as a preferred embodiment, in the present embodiment, the middle portion of the front end of the rear shock absorber 1 is provided with the above-described coupling groove 103 for coupling with the coupling beam 5 in the vehicle lateral direction as shown in fig. 11 and 12. In addition, the damper mounting portion and each swing arm mounting portion are provided on the side of the rear shock absorber 1 facing the outside of the vehicle, and the side of the rear shock absorber 1 facing the inside of the vehicle is provided with a plurality of reinforcing ribs 105. By providing the reinforcing ribs 105 on the rear shock absorber 1, the structural strength of the rear shock absorber 1 can be increased, the reliability of the vehicle suspension in the vehicle body can be improved, and the overall rigidity of the vehicle body can also be improved.
In a preferred embodiment, the reinforcing ribs 105 are connected to the side plates and are provided in plural numbers so as to be interlaced with each other, thereby improving the structural strength of the rear shock absorber 1. In addition, in order to facilitate connection with the reinforcing longitudinal beam 6, as shown in fig. 11, a connecting column 104 is provided at the bottom of the rear shock absorber 1, and the connecting columns 104 are provided in two spaced apart positions, and the rear end of the reinforcing longitudinal beam 6 is connected with the connecting column 104.
Specifically, as shown in fig. 11 and 12, the swing arm mounting portions of the present embodiment are five arranged at intervals along the circumferential direction of the via hole K. It can be appreciated that, in the specific implementation, the number of the swing arm mounting portions can be adjusted accordingly according to the design requirements. In addition, as a specific embodiment, the damper mounting portion of the present embodiment includes a damper mounting boss 1011 provided on the rear tower 1, and a damper mounting hole is provided on the damper mounting boss 1011. Wherein the damper mounting bosses 1011 are provided on the above-described projecting portions, and in order to improve the mounting stability of the damper, as shown in fig. 1, the damper mounting bosses 1011 of the respective damper mounting portions are two oppositely arranged.
Further, as a further embodiment, as shown in fig. 11 and 12, a damper avoiding groove 101 is provided on the rear shock absorber 1, and a damper mounting boss 1011 is located in the damper avoiding groove 101. Through setting up the bumper shock absorber and dodging groove 101, not only do benefit to the installation arrangement of bumper shock absorber on back shock absorber tower 1, make each bumper shock absorber installation boss 1011 be located the bumper shock absorber simultaneously dodge inslot 101, also help reducing the bumper shock absorber and dodge the protrusion height in groove 101, reduce the whole volume of back shock absorber tower 1, do benefit to its arrangement in the vehicle.
In addition, as a further embodiment, as shown in fig. 11 and 12, a reinforcing rib 1012 connected to a damper mounting boss 1011 is provided on the rear shock absorber 1, and the reinforcing rib 1012 is provided in the height direction of the rear shock absorber 1. Wherein the reinforcing ribs 1012 are provided in one-to-one correspondence with the damper mounting bosses 1011. In this embodiment, by providing the reinforcing ribs 1012 which are connected to the damper mounting bosses 1011 and arranged in the height direction of the rear shock absorber tower 1, the rigidity of the damper mounting points can be increased, and the reliability of the damper mounting can be improved. In order to further improve the mounting reliability of the shock absorber, the reinforcing ribs 1012 of the present embodiment are triangular, so as to further improve the reinforcing effect by utilizing the characteristic of large structural strength of the triangle.
With continued reference to fig. 11 and 12, each swing arm mounting portion of the present embodiment includes a swing arm mounting boss 1021 provided on the rear shock tower 1, and a swing arm mounting hole is provided on the swing arm mounting boss 1021. The swing arm installation part of this embodiment adopts the swing arm installation boss 1021 that has the swing arm mounting hole that sets up on back shock tower 1, and simple structure easily takes shape, also does benefit to the installation operation of swing arm. Also, in order to improve the mounting firmness of the swing arm, as shown in fig. 1, as a preferred embodiment, each swing arm mounting portion includes two swing arm mounting bosses 1021 arranged opposite to each other.
In addition, in order to further improve the use effect of the rear shock absorber 1, as shown in fig. 11, as a further embodiment, a swing arm avoiding groove 102 is provided on the rear shock absorber 1, and a swing arm mounting boss 1021 is located in the swing arm avoiding groove 102. By the design, the installation and arrangement of the swing arms on the rear shock absorber 1 are facilitated, the protruding height of the swing arm installation boss 1021 is reduced, the whole size of the rear shock absorber 1 can be reduced, and the arrangement of the swing arms in a vehicle is facilitated.
Here, in addition to providing the damper avoiding groove 101 and the swing arm avoiding groove 102 at the same time as described above, only the damper avoiding groove 101 may be provided according to design requirements, that is, the swing arm mounting boss 1021 protrudes to the vehicle exterior side with respect to the swing arm mounting boss 1021. In addition, only the swing arm avoidance groove 102 may be provided according to design requirements, that is, the shock absorber mounting boss 1011 protrudes to the vehicle outer side relative to the swing arm mounting boss 1021, and this arrangement obviously increases the occupied space of the swing arm mounting boss 1021 on the whole vehicle.
The vehicle of the present embodiment can reduce intrusion of the rear compartment into the cabin by providing the vehicle rear compartment lower structure as described above, and is useful for improving the collision safety.
The foregoing description of the preferred embodiments of the utility model is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the utility model.
Claims (10)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202421532603.1U CN222698585U (en) | 2024-06-29 | 2024-06-29 | Vehicle rear cabin lower part structure and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202421532603.1U CN222698585U (en) | 2024-06-29 | 2024-06-29 | Vehicle rear cabin lower part structure and vehicle |
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| CN222698585U true CN222698585U (en) | 2025-04-01 |
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| CN202421532603.1U Active CN222698585U (en) | 2024-06-29 | 2024-06-29 | Vehicle rear cabin lower part structure and vehicle |
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| CN (1) | CN222698585U (en) |
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