WO2023241354A1 - 一种车辆后地板及汽车 - Google Patents

一种车辆后地板及汽车 Download PDF

Info

Publication number
WO2023241354A1
WO2023241354A1 PCT/CN2023/097278 CN2023097278W WO2023241354A1 WO 2023241354 A1 WO2023241354 A1 WO 2023241354A1 CN 2023097278 W CN2023097278 W CN 2023097278W WO 2023241354 A1 WO2023241354 A1 WO 2023241354A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
shock absorber
rear floor
shock
installation position
Prior art date
Application number
PCT/CN2023/097278
Other languages
English (en)
French (fr)
Inventor
欧天巧
李天奇
陆传飞
陈金龙
李启斌
张学丘
宋亚东
Original Assignee
浙江吉利控股集团有限公司
浙江联控技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 浙江吉利控股集团有限公司, 浙江联控技术有限公司 filed Critical 浙江吉利控股集团有限公司
Publication of WO2023241354A1 publication Critical patent/WO2023241354A1/zh

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D25/00Superstructure or monocoque structure sub-units; Parts or details thereof not otherwise provided for
    • B62D25/20Floors or bottom sub-units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D21/00Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/09Means for mounting load bearing surfaces

Definitions

  • the present application relates to the field of automotive technology, and in particular to a vehicle rear floor and an automobile.
  • the body C-ring structure is an important closed loop of the cage body structure.
  • the C-ring structure has a great influence on the vehicle's NVH, torsional stiffness, strength and durability.
  • the traditional steel car body C-ring structure is composed of multiple sheet metal parts welded together. Not only does it require a large amount of molds, fixtures, inspection tools and other tooling equipment, but the C-ring structure welded by multiple sheet metal parts is complex and difficult to install. Conducive to the high degree of integration and lightweight of the body.
  • This application provides a vehicle rear floor and a car.
  • the rear floor body and C-ring cross beam are arranged in an integrated structure, which can achieve a high degree of integration and lightweight of the vehicle body, and can improve the stiffness and NVH performance of the entire vehicle.
  • the present application provides a vehicle rear floor, which includes a rear floor body and a C-ring cross member disposed on the rear floor body;
  • the rear floor body and the C-ring cross beam are an integral structure.
  • the vehicle rear floor further includes a shock absorber mounting portion provided on the rear floor body;
  • the shock absorber mounting part and the rear floor body are an integral structure.
  • the shock absorber installation part includes a first shock absorber installation position and a second shock absorber installation position, and the first shock absorber installation position and the second shock absorber installation position are fixed to the vehicle shock absorber installation position. Connection; the first shock-absorbing installation position and the second shock-absorbing installation position are respectively provided on both sides or the same side in the width direction of the C-ring cross beam.
  • the shock absorber mounting part includes a first shock absorbing positioning hole and a second shock absorbing positioning hole, and there is a gap between the first shock absorbing positioning hole and the second shock absorbing positioning hole and the vehicle shock absorber positioning part.
  • the first damping positioning hole and the second damping positioning hole are respectively provided on both sides or the same side in the width direction of the C-ring cross beam.
  • the C-ring cross beam is protrudingly provided on the rear floor body, and the C-ring cross beam includes an inverted U-shaped structure.
  • the C-ring cross beam is provided with a first cross beam mounting portion, and the first cross beam mounting portion is fixedly connected to the vehicle seat mounting portion.
  • the C-ring cross beam is provided with a second cross beam mounting portion, and the second cross beam mounting portion is fixedly connected to the vehicle trim panel mounting portion.
  • the vehicle rear floor further includes a wheel cover provided on the rear floor body, and the wheel cover and the rear floor body are an integral structure.
  • the dynamic stiffness of the shock absorber mounting portion along the vehicle body length direction is greater than KN/mm, and the dynamic stiffness of the shock absorber mounting portion along the vehicle body width direction is greater than KN/mm.
  • the first shock-absorbing installation position includes a first installation through-hole
  • the second shock-absorbing installation position includes a second installation through-hole
  • a reinforcing structure is provided on the side of the first shock absorbing installation position and the second shock absorbing installation position away from the vehicle shock absorber 7 .
  • the present application provides a vehicle, including the vehicle rear floor according to any one of the above.
  • the rear floor body and C-ring cross beam provided by the integrated structure of this application can achieve a high degree of integration and lightweight of the vehicle body, and can improve the stiffness and NVH performance of the entire vehicle.
  • Figure 1 is a schematic structural diagram of a C-ring structure and a shock absorber installation assembly in the prior art
  • Figure 2 is a schematic structural diagram of the bolt connection between the shock absorber installation assembly and the vehicle shock absorber in the prior art
  • Figure 3 is a partial structural schematic diagram of a vehicle rear floor provided by an embodiment of the present application.
  • Figure 4 is a schematic structural diagram of a vehicle rear floor provided by an embodiment of the present application.
  • Figure 5 is a schematic diagram of the overall structure of a vehicle rear floor provided by an embodiment of the present application.
  • Figure 6 is a schematic diagram of the assembly structure of a vehicle rear floor and a vehicle shock absorber provided by an embodiment of the present application;
  • Figure 7 is a comparative graph of the dynamic stiffness of the shock absorber mounting portion provided by the embodiment of the present application and the dynamic stiffness of the shock absorber mounting assembly in the prior art.
  • references herein to "one embodiment” or “an embodiment” refers to a particular feature, structure, or characteristic that may be included in at least one implementation of the present application.
  • the orientation or positional relationship indicated by the terms “upper”, “lower”, “top”, “bottom”, etc. are based on the orientation or positional relationship shown in the drawings and are only for the purpose of To facilitate the description of the present application and to simplify the description, it is not intended to indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be construed as a limitation of the present application.
  • first and second are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the quantity of indicated technical features. Therefore, features defined as “first” and “second” may explicitly or implicitly include one or more of these features. Furthermore, the terms “first”, “second”, etc. are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It is to be understood that the data so used are interchangeable under appropriate circumstances so that the embodiments of the application described herein can be practiced in sequences other than those illustrated or described herein.
  • Figure 1 is a structural schematic diagram of the C-ring structure and the shock absorber mounting assembly in the prior art.
  • Figure 2 is the bolted connection between the shock absorber mounting assembly and the vehicle shock absorber 7 in the prior art. Structural diagram.
  • the C-ring structure 5 and the shock absorber mounting plate assembly 6 in Figure 1 are welded to the rear floor of the vehicle respectively.
  • the C-ring structure 5 is composed of multiple sheet metal parts welded. In this way, not only a large amount of molds, fixtures and Inspection tools and other tooling equipment, and the complex structure are not conducive to the high integration and lightweight of the car body.
  • the rear floor of the vehicle of this application is equipped with an integrated structure of the rear floor body, C-ring cross beam and shock absorber mounting part, which can achieve a high degree of integration and lightweight of the vehicle body, and can improve the stiffness and NVH performance of the entire vehicle. .
  • the rear floor of the vehicle includes a rear floor body 1 and a C-ring beam 2 arranged on the rear floor body 1; the rear floor body 1 and the C-ring beam 2 As an integrated structure.
  • the rear floor body 1 and the C-ring cross member 2 are integrally cast.
  • the rear floor of the vehicle is an integrated cast aluminum rear floor.
  • 17 sheet metal parts can be reduced, and the equivalent weight is reduced from 16.2kg to 5.6kg, with a weight reduction ratio of 65%.
  • the accumulation of manufacturing tolerances in multi-process parts can also be avoided, significantly reducing the number of sheet metal parts. Improve the position accuracy of each mounting part on the rear floor of the vehicle.
  • the rear floor body and C-ring cross beam provided in the integrated structure of this application can achieve a high degree of integration and lightweight of the vehicle body, and can improve the stiffness and NVH performance of the entire vehicle.
  • the rear floor body and C-ring cross beam provided with an integrated structure in this application can achieve a high degree of integration of the vehicle body.
  • the cross beam connecting plate, shock absorber mounting plate, shock absorber mounting reinforcement plate and rear wheelhouse inner panel are integrated
  • Becoming one body can reduce the number of parts and reduce the Y-direction width of the fixed point on the shock absorber, leaving more Y-direction space in the car, which is conducive to maximizing the trunk volume and the seat's better wrapping of the human body;
  • the vehicle rear floor with an integrated structure can improve the production and assembly efficiency of the vehicle; the vehicle rear floor with an integrated structure does not have the problem of fatigue durability of sheet metal parts and solder joints, and can improve the service life of the vehicle rear floor; the vehicle rear floor with an integrated structure
  • the floor replaces the welding assembly of multiple sheet metal parts, which has a short development cycle and can avoid the accumulation of manufacturing tolerances of multi-process parts;
  • the rear floor of the vehicle with an integrated structure in this application has high force transmission efficiency and can improve the torsional
  • the embodiment of the present application also includes a shock absorber mounting part 3 provided on the rear floor body 1; the shock absorber mounting part 3 and the rear floor body 1 are an integrated structure.
  • the shock absorber mounting part 3 and the rear floor body 1 are integrally cast and formed, so that the excitation received by the shock absorber mounting part 3 can be transmitted along the C-ring cross member 2 and the rear floor body 1 to all directions of the entire vehicle body. There are more paths and high transmission efficiency, which can improve the static stiffness, dynamic stiffness and NVH performance of the shock absorber mounting part 3.
  • the shock absorber mounting part 3 includes a columnar first shock absorbing mounting position 31 and a second shock absorbing mounting position 32.
  • the first shock absorbing mounting position 31 and the second shock absorbing mounting position 32 are connected to the vehicle.
  • the vehicle shock absorber mounting position on the shock absorber 7 is fixedly connected.
  • the shock absorber mounting portions 3 are symmetrically arranged at both ends of the C-ring crossbeam 2 along the length direction. That is, the shock absorber mounting portions 3 are disposed at both front and rear ends of the C-ring crossbeam 2.
  • the shock absorber is installed Part 3 is used for vehicle shock absorption.
  • the vehicle shock absorber installation position includes a first vehicle shock absorber installation position and a second vehicle shock absorber installation position provided on the vehicle shock absorber 7.
  • the first vehicle shock absorber installation position and the second vehicle shock absorber installation position are The two vehicle shock absorber installation positions are matched with the first shock absorber installation position 31 and the second shock absorber installation position 32 . In this way, the fixed connection of the shock absorber installation part 3 and the vehicle shock absorber 7 is achieved.
  • shock absorber mounting part 3 and the vehicle shock absorber 7 are screwed.
  • the first shock absorber installation position 31 includes a first installation through hole
  • the second shock absorber installation position 32 includes a second installation through hole
  • the first vehicle shock absorber installation position and the second vehicle shock absorber installation position are matched with the first mounting through hole and the second mounting through hole.
  • the first shock-absorbing installation position 31 and the second shock-absorbing installation position 32 are respectively provided on both sides or the same side of the C-ring cross beam 2 in the width direction. In this way, the dynamic stiffness of the shock absorber mounting portion 3 can be improved.
  • the first shock absorbing installation position 31 and the second shock absorbing installation position 32 are provided on both sides of the C-ring cross member 2 in the width direction. In this way, the movement of the shock absorber mounting part 3 can be maximized. Stiffness.
  • the shock absorber mounting part 3 is arranged along the length direction of the vehicle body.
  • the dynamic stiffness of the shock absorber mounting part 3 along the vehicle body width direction is greater than or equal to 28KN/mm.
  • Figure 7 is a comparative graph of the dynamic stiffness of the shock absorber mounting part provided by the embodiment of the present application and the dynamic stiffness of the shock absorber mounting assembly in the prior art.
  • the three graphs in Figure 7 are in order from top to bottom. Characterizes the dynamic stiffness of the shock absorber mounting part 3 along the vehicle body length direction, the dynamic stiffness of the shock absorber mounting part 3 along the vehicle body width direction, and the dynamic stiffness of the shock absorber mounting part 3 along the vehicle body height direction, where the black curve represents the application
  • the gray curve represents the dynamic stiffness of the shock absorber mounting portion 3 when the first shock absorbing mounting position 31 and the second shock absorbing mounting position 32 are disposed on both sides of the C-ring beam 2 in the width direction.
  • the dynamic stiffness of the shock absorber mounting plate assembly 6 in 1. Please refer to Figure 7.
  • the minimum dynamic stiffness of the shock absorber mounting part 3 along the body length direction in any frequency band is increased by at least 6.5KN/mm.
  • the minimum dynamic stiffness of the shock absorber mounting part 3 in the body width direction in any frequency band is improved. At least 13KN/mm.
  • first shock-absorbing installation position 31 and the second shock-absorbing installation position 32 are disposed on the same side in the width direction of the C-ring cross member 2 .
  • first shock absorbing installation position 31 and the second shock absorbing installation position 32 are arranged according to the actual situation of the vehicle. This application does not limit the positions of the first shock absorbing installation position 31 and the second shock absorbing installation position 32 .
  • the shock absorber mounting part 3 includes a first shock absorbing positioning hole 33 and a second shock absorbing positioning hole 34.
  • the first shock absorbing positioning hole 33 and the second shock absorbing positioning hole 34 are connected with the vehicle shock absorbing device.
  • the vehicle shock absorber positioning part on the device 7 has a clearance fit.
  • the vehicle shock absorber positioning part includes a first vehicle shock absorber positioning pin and a second vehicle shock absorber positioning pin provided on the vehicle shock absorber 7.
  • the first vehicle shock absorber positioning pin and the second vehicle shock absorber positioning pin are The shock absorber positioning pins are matched with the first shock absorbing positioning holes 33 and the second shock absorbing positioning holes 34 . In this way, the shock absorber mounting part 3 and the vehicle shock absorber 7 are positioned.
  • first vehicle shock absorber positioning pin and the second vehicle shock absorber positioning pin have corresponding clearance fits with the first shock absorbing positioning hole 33 and the second shock absorbing positioning hole 34, that is, the first shock absorbing positioning hole 33 and the second shock absorbing positioning hole 34 have corresponding clearance fits.
  • the size of the second damping positioning hole 34 is larger than the diameter of the first vehicle shock absorber positioning pin and the second vehicle shock absorber positioning pin at least in one direction.
  • the first shock absorbing positioning hole can be 33 and the second damping positioning hole 34 are set as oblong holes along the vehicle width direction or along the vehicle length direction, so as to facilitate the positioning and assembly of the shock absorber mounting part 3 and the vehicle shock absorber positioning part, that is, during installation, First use the shock absorber positioning pin to insert into the corresponding shock absorber positioning hole to pre-position the shock absorber, and then use the connection between the shock absorber mounting part and the vehicle shock absorber positioning part to fix the shock absorber to the rear floor of the vehicle superior.
  • the first shock-absorbing installation position 31 and the second shock-absorbing installation position 32 are respectively provided on both sides of the C-ring crossbeam 2 in the width direction.
  • the first shock-absorbing positioning hole 33 and the second shock-absorbing positioning hole 33 are respectively provided on both sides of the C-ring cross beam 2 in the width direction.
  • first shock-absorbing installation position 31 and the second shock-absorbing installation position 32 are respectively provided on the same side in the width direction of the C-ring beam 2.
  • first shock-absorbing positioning hole 33 and the second shock-absorbing positioning hole 33 The damping positioning holes 34 are respectively provided on the same side in the width direction of the C-ring cross member 2 .
  • first shock absorbing positioning hole 33 and the second shock absorbing positioning hole 34 are respectively provided on the peripheral sides of the first shock absorbing installation position 31 and the second shock absorbing installation position 32. In this way, the shock absorber installation part can be realized. 3 and precise positioning and assembly of vehicle shock absorbers 7.
  • the C-ring cross beam 2 is protrudingly provided on the rear floor body 1, and the C-ring cross beam 2 includes an inverted U-shaped structure. In this way, the vehicle rear floor can be lightweighted.
  • a first crossbeam installation part 21 is provided on the C-ring crossbeam 2, and the first crossbeam installation part 21 is fixedly connected to the vehicle seat installation part.
  • the first cross-beam mounting part 21 is symmetrically arranged on the C-ring cross-beam 2 .
  • a vehicle seat installation part is provided on the vehicle seat, and the vehicle seat installation part and the first cross-beam installation part 21 are correspondingly matched. In this way, the first cross-beam installation part 21 and the vehicle seat are fixedly connected.
  • the first cross member mounting part 21 is screwed to the vehicle seat.
  • a second crossbeam mounting portion 22 is provided on the C-ring crossbeam 2, and the second crossbeam mounting portion 22 is fixedly connected to the vehicle trim panel mounting portion.
  • the second cross-beam mounting portion is symmetrically arranged on the C-ring cross-beam 2 .
  • the vehicle trim panel is provided with a vehicle trim panel mounting portion, and the vehicle trim panel mounting portion and the second cross beam mounting portion are correspondingly matched. In this way, a fixed connection between the second cross beam mounting portion and the vehicle trim panel is achieved.
  • the second cross member mounting part is screwed to the vehicle trim panel.
  • the C-ring cross member 2 can also provide installation positions for other components according to implementation requirements to realize the connection between other components and the rear floor of the vehicle.
  • the vehicle rear floor also includes a wheel cover 4 arranged on the rear floor body 1.
  • the wheel cover 4 and the rear floor body 1 are an integral structure.
  • the rear floor body 1, C-ring cross member 2, shock absorber mounting part 3 and wheel cover 4 are an integral cast aluminum rear floor.
  • a reinforcing structure is provided on the side of the first shock absorbing installation position 31 and the second shock absorbing installation position 32 away from the vehicle shock absorber 7 .
  • a reinforcing structure is provided on the side of the first mounting through hole and the second mounting through hole away from the vehicle shock absorber 7 respectively.
  • This reinforcing structure is a partial extension structure of the first mounting through hole and the second mounting through hole. That is, the positions around the first and second mounting through holes on the first and second shock absorbing installation positions 31 and 32 are designed to be thickened or heightened.
  • the first shock absorber installation position 31 And the position around the first mounting through hole and the second mounting through hole on the second shock absorber mounting position 32 protrudes upward in the axial direction compared with other positions. In this way, the screwing length of the bolt and the mounting through hole can be extended. A stable connection between the shock absorber mounting part 3 and the vehicle shock absorber 7 is achieved.
  • embodiments of the present application also provide a car, including the vehicle rear floor as described above.
  • the rear floor body, C-ring cross beam and shock absorber mounting part provided with the integrated structure of this application can achieve a high degree of integration and lightweight of the vehicle body, and can improve the stiffness and NVH performance of the entire vehicle.
  • the integrated structure of the rear floor body, C-ring cross beam and shock absorber installation part of this application can achieve a high degree of integration of the body, reduce the number of parts, reduce the Y-direction width of the shock absorber spring installation part, and is beneficial to the luggage compartment
  • the volume is maximized and the seat wraps the human body better
  • the vehicle rear floor set up with an integrated structure in this application can improve the production and assembly efficiency of the vehicle
  • the vehicle rear floor set up with an integrated structure does not have the fatigue durability problem of sheet metal parts and solder joints, and can Improve the service life of the vehicle rear floor
  • the vehicle rear floor with an integrated structure replaces the welding assembly of multiple sheet metal parts, has a short development cycle, and can avoid the accumulation of manufacturing tolerances of multi-process parts
  • the vehicle rear floor with an integrated structure of the present application The force transmission efficiency is high, which can improve the torsional stiffness of the entire vehicle and extend the service life of the entire vehicle.
  • Embodiment 1 provides a vehicle rear floor, which includes a rear floor body 1 and a C-ring beam 2 arranged on the rear floor body 1; the rear floor body 1 and the C-ring beam 2 are integrated. structure.
  • the vehicle rear floor also includes a wheel cover 4 arranged on the rear floor body 1.
  • the wheel cover 4 and the rear floor body 1 are an integral structure.
  • the rear floor body 1, C-ring cross member 2, shock absorber mounting part 3 and wheel cover 4 are integrated cast aluminum structures.
  • 17 sheet metal parts can be reduced, and the equivalent weight is reduced from 16.2kg to 5.6kg.
  • the weight reduction ratio reaches 65%; in addition, it can also avoid the accumulation of manufacturing tolerances of multi-process parts and greatly improve the position accuracy of each installation part on the rear floor of the vehicle.
  • shock absorber mounting part 3 and the rear floor body 1 are integrally cast, which enables the excitation of the shock absorber mounting part 3 to be transmitted along the C-ring cross member 2 and the rear floor body 1 to all directions of the entire vehicle body, and its transmission path More and with high transmission efficiency, the static stiffness, dynamic stiffness and NVH performance of the shock absorber mounting part 3 can be improved.
  • the shock absorber mounting part 3 includes a first mounting through hole and a second mounting through hole, and the first mounting through hole and the second mounting through hole are fixed to the vehicle shock absorber mounting position provided on the vehicle shock absorber 7 Connection; the first mounting through hole and the second mounting through hole are respectively provided on both sides of the C-ring cross beam 2 in the width direction.
  • the shock absorber mounting parts 3 are symmetrically arranged at both ends of the C-ring cross member 2 along the length direction, and the shock absorber mounting parts 3 are used for vehicle shock absorption.
  • the vehicle shock absorber installation position includes a first vehicle shock absorber installation position and a second vehicle shock absorber installation position provided on the vehicle shock absorber 7.
  • the first vehicle shock absorber installation position and the second vehicle shock absorber installation position are The shock absorber mounting position is matched with the first mounting through hole and the second mounting through hole, and the shock absorber mounting part 3 and the vehicle shock absorber 7 are fixedly connected through bolt connection.
  • a reinforcing structure is provided on the side of the first mounting through hole and the second mounting through hole away from the vehicle shock absorber 7 , that is, around the first mounting through hole and the second mounting through hole on the shock absorber mounting part 3
  • the parts are designed to be thickened or heightened. In this way, the screwing length of the bolt and the mounting through hole can be extended to achieve a stable connection between the shock absorber mounting part 3 and the vehicle shock absorber 7 .
  • the dynamic stiffness of the shock absorber mounting portion 3 along the length direction of the vehicle body is greater than 22 KN/mm, and the dynamic stiffness of the shock absorber mounting portion 3 along the width direction of the vehicle body is greater than 28 KN/mm.
  • the minimum dynamic stiffness of the shock absorber mounting part 3 along the body length direction in any frequency band is increased by at least 6.5KN/mm
  • the minimum dynamic stiffness of the shock absorber mounting part 3 in the body width direction in any frequency band is increased by at least 6.5 KN/mm. 13KN/mm.
  • the shock absorber mounting part 3 includes a first shock absorbing positioning hole 33 and a second shock absorbing positioning hole 34.
  • the first shock absorbing positioning hole 33 and the second shock absorbing positioning hole 34 are connected with the holes provided on the vehicle shock absorber 7.
  • the vehicle shock absorber positioning portion has a clearance fit; the first shock absorbing positioning hole 33 and the second shock absorbing positioning hole 34 are respectively provided on both sides of the C-ring cross member 2 in the width direction. In this way, the dynamic stiffness of the shock absorber mounting portion 3 can be maximized.
  • first damping positioning hole 33 and the second damping positioning hole 34 are respectively provided on the peripheral sides of the first mounting through hole and the second mounting through hole.
  • first damping positioning hole 33 and The second shock absorbing positioning hole 34 is closer to the inside of the vehicle than the first mounting through hole and the second mounting hole through hole. In this way, precise positioning and assembly of the shock absorber mounting part 3 and the vehicle shock absorber 7 can be achieved.
  • the C-ring cross beam 2 is protrudingly provided on the rear floor body 1, and the C-ring cross beam 2 includes an inverted U-shaped structure. In this way, the vehicle rear floor can be lightweighted.
  • the C-ring cross member 2 is provided with a first cross member mounting part 21, and the first cross beam mounting part 21 is fixedly connected to the vehicle seat mounting part.
  • the C-ring cross-beam 2 is provided with a second cross-beam mounting part 22, and the second cross-beam mounting part 22 is fixedly connected to the vehicle trim panel mounting part.
  • the rear floor body, C-ring cross member and shock absorber mounting part provided by the integrated structure provided in Embodiment 1 can achieve a high degree of integration and lightweight of the vehicle body, and can improve the stiffness and NVH performance of the entire vehicle.
  • Embodiment 2 The difference between Embodiment 2 and Embodiment 1 lies in the arrangement positions of the first mounting through holes and the second mounting through holes.
  • Embodiment 1 The similarities with Embodiment 1 will not be described in detail here. Now, the comparison between Embodiment 2 and Embodiment 1 is The differences are explained below:
  • the shock absorber mounting part 3 includes a first mounting through hole and a second mounting through hole.
  • the first mounting through hole and the second mounting through hole are fixed to the vehicle shock absorber mounting position provided on the vehicle shock absorber 7 Connection; the first mounting through hole and the second mounting through hole are provided on the same side in the width direction of the C-ring beam 2 .
  • the rear floor body, C-ring cross member and shock absorber mounting part provided by the integrated structure provided in Embodiment 2 can achieve a high degree of integration and lightweight of the vehicle body, and can improve the stiffness and NVH performance of the entire vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

一种车辆后地板及汽车,该车辆后地板包括后地板本体(1),还包括设置于后地板本体上的C环横梁(2);后地板本体和C环横梁为一体结构。该车辆后地板将后地板本体和C环横梁一体结构设置,可以实现车身的集成化和轻量化,可以提高整车刚度和NVH性能。

Description

一种车辆后地板及汽车
本专利申请要求2022年06月16日提交的申请号为202210695607.0,发明名称为“一种车辆后地板及汽车”的中国专利申请的优先权,上述申请的全文以引用的方式并入本申请中。
技术领域
本申请涉及汽车技术领域,特别涉及一种车辆后地板及汽车。
背景技术
随着汽车行业新技术的高速发展和进步,人们对汽车的要求越来越高,不仅对整车性能和安全高要求,同时模块化、高度集成和轻量化的设计运用越来越受到各个主机厂的大力追捧和认可。
技术问题
其中,车身C环结构是笼式车身结构的一个重要闭环,C环结构对整车NVH、整车扭转刚度、强度和耐久等性能影响较大。传统的钢车身C环结构是由多个钣金零件焊接组成,不仅需要投入大量的模具、夹具和检具等工装设备,而且由多个钣金零件焊接而成的C环结构结构复杂,不利于车身的高度集成化和轻量化。
技术解决方案
本申请提供了一种车辆后地板及汽车,一体结构设置的后地板本体和C环横梁,可以实现车身的高度集成化和轻量化,可以提高整车刚度和NVH性能。
一方面,本申请提供一种车辆后地板,包括后地板本体,还包括设置于所述后地板本体上的C环横梁;
所述后地板本体和所述C环横梁为一体结构。
优选的,车辆后地板还包括设置于所述后地板本体上的减震器安装部;
所述减震器安装部和所述后地板本体为一体结构。
优选的,所述减震器安装部包括第一减震安装位和第二减震安装位,所述第一减震安装位和所述第二减震安装位与车辆减震器安装位固定连接;所述第一减震安装位和所述第二减震安装位分别设置于所述C环横梁的宽度方向上的两侧或同侧。
优选的,所述减震器安装部包括第一减震定位孔和第二减震定位孔,所述第一减震定位孔和所述第二减震定位孔与车辆减震器定位部间隙配合;
所述第一减震定位孔和所述第二减震定位孔分别设置于所述C环横梁的宽度方向上的两侧或同侧。
优选的,所述C环横梁凸出设置于所述后地板本体上,所述C环横梁包括倒U型结构。
优选的,所述C环横梁上设置有第一横梁安装部,所述第一横梁安装部与车辆座椅安装部固定连接。
优选的,所述C环横梁上设置有第二横梁安装部,所述第二横梁安装部与车辆饰板安装部固定连接。
优选的,车辆后地板还包括设置于所述后地板本体上的轮罩,所述轮罩和所述后地板本体为一体结构。
优选的,所述减震器安装部的沿车身长度方向的动刚度大于KN/mm,所述减震器安装部的沿车身宽度方向的动刚度大于KN/mm。
优选的,所述第一减震安装位包括第一安装通孔,所述第二减震安装位包括第二安装通孔。
优选的,所述第一减震安装位和所述第二减震安装位的远离车辆减震器7的一侧设置有加强结构。
另一方面,本申请提供一种汽车,包括如上所述任一项所述的车辆后地板。
有益效果
本申请提供的一种车辆后地板及汽车,具有如下有益效果:
本申请一体结构设置的后地板本体和C环横梁,可以实现车身的高度集成化和轻量化,可以提高整车刚度和NVH性能。
附图说明
为了更清楚地说明本发明实施例中的技术方案,下面将对实施例描述中所需要使用的附图作简单地介绍,显而易见地,下面描述中的附图仅仅是本发明的一些实施例,对于本领域普通技术人员来讲,在不付出创造性劳动的前提下,还可以根据这些附图获得其他的附图。
图1为现有技术的C环结构和减震器安装总成的结构示意图;
图2为现有技术的减震器安装总成和车辆减震器螺接的结构示意图;
图3为本申请实施例提供的一种车辆后地板的局部结构示意图;
图4为本申请实施例提供的一种车辆后地板的结构示意图;
图5为本申请实施例提供的一种车辆后地板的整体结构示意图;
图6为本申请实施例提供的一种车辆后地板和车辆减震器的装配结构示意图;
图7为本申请实施例提供的减震器安装部的动刚度和现有技术中减震器安装总成的动刚度的对比曲线图。
以下对附图作补充说明:
1-后地板本体;2-C环横梁;21-第一横梁安装部;22-第二横梁安装部;3-减震器安装部;31-第一减震安装位;32-第二减震安装位;33-第一减震定位孔;34-第二减震定位孔;4-轮罩;5-C环结构;6-减震器安装板总成;7-车辆减震器。
本发明的实施方式
为了使本技术领域的人员更好地理解本申请方案,下面将结合本申请实施例中的附图,对本申请实施例中的技术方案进行清楚、完整地描述。显然,所描述的实施例仅仅是本申请一部分实施例,而不是全部的实施例。基于本申请中的实施例,本领域普通技术人员在没有作出创造性劳动的前提下所获得的所有其他实施例,都属于本申请保护的范围。
此处所称的“一个实施例”或“实施例”是指可包含于本申请至少一个实现方式中的特定特征、结构或特性。在本申请的描述中,需要理解的是,术语“上”、“下”、“顶”、“底”等指示的方位或位置关系为基于附图所示的方位或位置关系,仅是为了便于描述本申请和简化描述,而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作,因此不能理解为对本申请的限制。此外,术语“第一”、“第二”仅用于描述目的,而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此,限定有“第一”、“第二”的特征可以明示或者隐含的包括一个或者更多个该特征。而且,术语“第一”、“第二”等是用于区别类似的对象,而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换,以便这里描述的本申请的实施例能够以除了在这里图示或描述的那些以外的顺序实施。
为了便于说明本申请实施例中的车辆后地板的优势,在本申请实施例的技术方案详述伊始,首先对现有技术的相关内容进行概述:
请参考图1和图2,图1为现有技术的C环结构和减震器安装总成的结构示意图,图2为现有技术的减震器安装总成和车辆减震器7螺接的结构示意图。图1中的C环结构5和减震器安装板总成6分别焊接至车辆后地板,其中,C环结构5由多个钣金零件焊接组成,如此,不仅需要投入大量的模具、夹具和检具等工装设备,而且结构复杂,不利于车身的高度集成化和轻量化。
此外,请参见图2,现有技术中由焊点连接的各零件,零件之间的力传递主要依靠焊点,焊点的焊核直径较小,受力大,焊点的位置容易出现疲劳损坏,如此,力的传递效率低,且不利于提高整车扭转刚度,也不利于延长整车使用寿命。
鉴于现有技术的不足,本申请的车辆后地板设置一体结构的后地板本体、C环横梁和减震器安装部,可以实现车身的高度集成化和轻量化,可以提高整车刚度和NVH性能。
下面结合附图介绍本申请实施例中的技术方案。
请参考图3、图4和图5,本申请实施例中,车辆后地板包括后地板本体1,还包括设置于后地板本体1上的C环横梁2;后地板本体1和C环横梁2为一体结构。
本申请实施例中,后地板本体1和C环横梁2一体铸造成型。具体的,车辆后地板为一体铸铝后地板。
在一个实施例中,如此,可以减少17个钣金零件,其等效重量从16.2kg减轻到5.6kg,减重比例达65%;此外,还可以避免多工序零件制造公差的累积,大幅度提高车辆后地板上各安装部的位置精度。
本申请一体结构设置的后地板本体和C环横梁可以实现车身的高度集成化和轻量化,可以提高整车刚度和NVH性能。
此外,本申请一体结构设置的后地板本体和C环横梁,可以实现车身的高度集成化,例如,将横梁连接板、减震器安装板、减震器安装加强板以及后轮罩内板集成为一体,可以减少零件数量,减小减震器上固定点的Y向宽度,留给车内更多Y向空间,有利于行李箱容积最大化和座椅对人体更好的包裹;本申请一体结构设置的车辆后地板,能够提高车辆的生产和装配效率;一体结构设置的车辆后地板没有钣金零件焊点疲劳耐久的问题,能够提高车辆后地板的使用寿命;一体结构设置的车辆后地板代替多个钣金件的焊接装配,其开发周期短,且可以避免多工序零件制造公差的累积;本申请一体结构设置的车辆后地板的力传递效率高,能够提高整车的扭转刚度,延长整车的使用寿命。
本申请实施例中,还包括设置于后地板本体1上的减震器安装部3;减震器安装部3和后地板本体1为一体结构。
具体的,减震器安装部3和后地板本体1一体铸造成型,可以实现减震器安装部3受到的激励沿着C环横梁2和后地板本体1往整个车身的各个方向传递,其传递路径更多且传递效率高,能够提高减震器安装部3的静刚度、动刚度和NVH性能。
本申请实施例中,减震器安装部3包括柱状的第一减震安装位31和第二减震安装位32,第一减震安装位31和第二减震安装位32与设于车辆减震器7上的车辆减震器安装位固定连接。
本申请实施例中,减震器安装部3对称设置于C环横梁2的沿长度方向的两端,即,减震器安装部3设于C环横梁2的前后两端,减震器安装部3用于车辆的减震。
本申请实施例中,车辆减震器安装位包括设于车辆减震器7上的第一车辆减震器安装位和第二车辆减震器安装位,第一车辆减震器安装位和第二车辆减震器安装位与第一减震安装位31和第二减震安装位32对应匹配设置,如此,实现减震器安装部3和车辆减震器7的固定连接。
具体的,减震器安装部3和车辆减震器7螺接。
本申请实施例中,请参见图6,第一减震安装位31包括第一安装通孔,第二减震安装位32包括第二安装通孔,第一车辆减震器安装位和第二车辆减震器安装位与第一安装通孔和第二安装通孔对应匹配设置。
本申请实施例中,第一减震安装位31和第二减震安装位32分别设置于C环横梁2的宽度方向上的两侧或同侧。如此,可以提高减震器安装部3的动刚度。
在一个实施例中,第一减震安装位31和第二减震安装位32设置于C环横梁2的宽度方向上的两侧,如此,可以最大限度的提高减震器安装部3的动刚度。
本申请实施例中,在第一减震安装位31和第二减震安装位32设置于C环横梁2的宽度方向上的两侧的情况下,减震器安装部3的沿车身长度方向的动刚度大于等于22KN/mm,减震器安装部3的沿车身宽度方向的动刚度大于等于28KN/mm。
图7为本申请实施例提供的减震器安装部的动刚度和现有技术中减震器安装总成的动刚度的对比曲线图,图7中的三个曲线图,由上至下依次表征减震器安装部3沿车身长度方向的动刚度、减震器安装部3沿车身宽度方向的动刚度、减震器安装部3沿车身高度方向的动刚度,其中,黑色曲线表征本申请实施例中的在第一减震安装位31和第二减震安装位32设置于C环横梁2的宽度方向上的两侧的情况下减震器安装部3的动刚度,灰色曲线表征图1中的减震器安装板总成6的动刚度。请参见图7,减震器安装部3在任意频段的沿车身长度方向的最小动刚度提高了至少6.5KN/mm,减震器安装部3在任意频段的沿车身宽度方向的最小动刚度提高了至少13KN/mm。
在另一个实施例中,第一减震安装位31和第二减震安装位32设置于C环横梁2的宽度方向上的同侧。
需要说明的是,第一减震安装位31和第二减震安装位32根据车辆的实际情况布设,本申请对第一减震安装位31和第二减震安装位32的位置不做限定。
本申请实施例中,减震器安装部3包括第一减震定位孔33和第二减震定位孔34,第一减震定位孔33和第二减震定位孔34与设于车辆减震器7上的车辆减震器定位部间隙配合。
具体的,车辆减震器定位部包括设于车辆减震器7上的第一车辆减震器定位销和第二车辆减震器定位销,第一车辆减震器定位销和第二车辆减震器定位销与第一减震定位孔33和第二减震定位孔34对应匹配设置,如此,实现减震器安装部3和车辆减震器7的定位。
具体的,第一车辆减震器定位销和第二车辆减震器定位销与第一减震定位孔33和第二减震定位孔34对应间隙配合,即第一减震定位孔33和第二减震定位孔34至少在一个方向的尺寸大于第一车辆减震器定位销和第二车辆减震器定位销的直径,在本申请的一些实施例中,可以将第一减震定位孔33和第二减震定位孔34设成沿车辆宽度方向或沿车辆长度方向的长圆孔,如此,方便减震器安装部3和车辆减震器定位部的定位装配,也即,安装时,先利用减震器定位销插入对应的减震器定位孔内,进行减震器的预定位,然后利用减震器安装部和车辆减震器定位部的连接将减震器固定至车辆后地板上。
在一个实施例中,第一减震安装位31和第二减震安装位32分别设置于C环横梁2的宽度方向上的两侧,相应的,第一减震定位孔33和第二减震定位孔34分别设置于C环横梁2的宽度方向上的两侧。
在另一个实施例中,第一减震安装位31和第二减震安装位32分别设置于C环横梁2的宽度方向上的同侧,相应的,第一减震定位孔33和第二减震定位孔34分别设置于C环横梁2的宽度方向上的同侧。
具体的,第一减震定位孔33和第二减震定位孔34分别对应设置于第一减震安装位31和第二减震安装位32的周侧,如此,可以实现减震器安装部3和车辆减震器7的精确定位和装配。
本申请实施例中,C环横梁2凸出设置于后地板本体1上,C环横梁2包括倒U型结构。如此,可以实现车辆后地板的轻量化。
本申请实施例中,C环横梁2上设置有第一横梁安装部21,第一横梁安装部21与车辆座椅安装部固定连接。
具体的,第一横梁安装部21对称设置于C环横梁2上。
具体的,车辆座椅上设置有车辆座椅安装部,车辆座椅安装部和第一横梁安装部21对应匹配设置,如此,实现第一横梁安装部21和车辆座椅的固定连接。
具体的,第一横梁安装部21和车辆座椅螺接。
本申请实施例中,C环横梁2上设置有第二横梁安装部22,第二横梁安装部22与车辆饰板安装部固定连接。
具体的,第二横梁安装部对称设置于C环横梁2上。
具体的,车辆饰板设置有车辆饰板安装部,车辆饰板安装部和第二横梁安装部对应匹配设置,如此,实现第二横梁安装部和车辆饰板的固定连接。
具体的,第二横梁安装部和车辆饰板螺接。
在一个实施例中,C环横梁2根据实现需求,还可以提供其他零部件的安装位,实现其他零部件和车辆后地板的连接。
本申请实施例中,车辆后地板还包括设置于后地板本体1上的轮罩4,轮罩4和后地板本体1为一体结构。
具体的,后地板本体1、C环横梁2、减震器安装部3和轮罩4为一体铸铝后地板。
本申请实施例中,请参见图6,第一减震安装位31和第二减震安装位32的远离车辆减震器7的一侧设置有加强结构。
具体的,第一安装通孔和第二安装通孔的远离车辆减震器7的一侧分别设置有加强结构,此加强结构为第一安装通孔和第二安装通孔的局部延长结构,即第一减震安装位31和第二减震安装位32上第一安装通孔和第二安装通孔周围的位置进行增厚或增高设计,本实施例中第一减震器安装位31和第二减震器安装位32上第一安装通孔和第二安装通孔周围的位置相较于其它位置沿轴向向上凸出,如此,可以延长螺栓和安装通孔的旋合长度,实现减震器安装部3和车辆减震器7的稳固连接。
此外,本申请实施例还提供一种汽车,包含如上所述的车辆后地板。
本申请一体结构设置的后地板本体、C环横梁和减震器安装部,可以实现车身的高度集成化和轻量化,可以提高整车刚度和NVH性能。
此外,本申请一体结构设置的后地板本体、C环横梁和减震器安装部,可以实现车身的高度集成化,减少零件数量,减小减震弹簧安装部位的Y向宽度,有利于行李箱容积最大化和座椅对人体更好的包裹;本申请一体结构设置的车辆后地板,能够提高车辆的生产和装配效率;一体结构设置的车辆后地板没有钣金零件焊点疲劳耐久问题,能够提高车辆后地板的使用寿命;一体结构设置的车辆后地板代替多个钣金件的焊接装配,其开发周期短,且可以避免多工序零件制造公差的累积;本申请一体结构设置的车辆后地板的力传递效率高,能够提高整车的扭转刚度,延长整车的使用寿命。
以下基于上述技术方案介绍本申请的具体实施例。
实施例1
请参考图3-6,实施例1提供了一种车辆后地板,包括后地板本体1,还包括设置于后地板本体1上的C环横梁2;后地板本体1和C环横梁2为一体结构。
进一步的,车辆后地板还包括设置于后地板本体1上的轮罩4,轮罩4和后地板本体1为一体结构。
具体的,后地板本体1、C环横梁2、减震器安装部3和轮罩4为一体铸铝结构,如此,可以减少17个钣金零件,其等效重量从16.2kg减轻到5.6kg,减重比例达65%;此外,还可以避免多工序零件制造公差的累积,大幅度提高车辆后地板上各安装部的位置精度。
此外,减震器安装部3和后地板本体1一体铸造成型,可以实现减震器安装部3受到的激励沿着C环横梁2和后地板本体1往整个车身的各个方向传递,其传递路径更多且传递效率高,能够提高减震器安装部3的静刚度、动刚度和NVH性能。
进一步的,减震器安装部3包括第一安装通孔和第二安装通孔,第一安装通孔和第二安装通孔与设于车辆减震器7上的车辆减震器安装位固定连接;第一安装通孔和第二安装通孔分别设置于C环横梁2的宽度方向上的两侧。
具体的,减震器安装部3对称设置于C环横梁2的沿长度方向的两端,减震器安装部3用于车辆的减震。
具体的,车辆减震器安装位包括设于车辆减震器7上的第一车辆减震器安装位和第二车辆减震器安装位,第一车辆减震器安装位和第二车辆减震器安装位与第一安装通孔和第二安装通孔对应匹配设置,通过螺栓连接实现减震器安装部3和车辆减震器7的固定连接。
进一步的,第一安装通孔和第二安装通孔的远离车辆减震器7的一侧设置有加强结构,即对减震器安装部3上第一安装通孔和第二安装通孔周围的部位进行增厚或增高设计。如此,可以延长螺栓和安装通孔的旋合长度,实现减震器安装部3和车辆减震器7的稳固连接。
具体的,减震器安装部3的沿车身长度方向的动刚度大于22KN/mm,减震器安装部3的沿车身宽度方向的动刚度大于28KN/mm。
具体的,减震器安装部3在任意频段的沿车身长度方向的最小动刚度提高了至少6.5KN/mm,减震器安装部3在任意频段的沿车身宽度方向的最小动刚度提高了至少13KN/mm。
同时,减震器安装部3包括第一减震定位孔33和第二减震定位孔34,第一减震定位孔33和第二减震定位孔34与设于车辆减震器7上的车辆减震器定位部间隙配合;第一减震定位孔33和第二减震定位孔34分别设置于C环横梁2的宽度方向上的两侧。如此,可以最大限度的提高减震器安装部3的动刚度。
具体的,第一减震定位孔33和第二减震定位孔34分别对应设置于第一安装通孔和第二安装通孔周侧,在本实施例中,第一减震定位孔33和第二减震定位孔34相较于第一安装通孔和第二安装孔通孔更靠近车辆内侧。如此,可以实现减震器安装部3和车辆减震器7的精确定位和装配。
进一步的,C环横梁2凸出设置于后地板本体1上,C环横梁2包括倒U型结构。如此,可以实现车辆后地板的轻量化。
进一步的,C环横梁2上设置有第一横梁安装部21,第一横梁安装部21与车辆座椅安装部固定连接。
同时,C环横梁2上设置有第二横梁安装部22,第二横梁安装部22与车辆饰板安装部固定连接。
实施例1提供的一体结构设置的后地板本体、C环横梁和减震器安装部,可以实现车身的高度集成化和轻量化,可以提高整车刚度和NVH性能。
实施例2
实施例2和实施例1的不同之处在于第一安装通孔和第二安装通孔的设置位置,与实施例1的相同之处在此不再赘述,现对实施例2与实施例1的不同之处进行如下说明:
具体的,减震器安装部3包括第一安装通孔和第二安装通孔,第一安装通孔和第二安装通孔与设于车辆减震器7上的车辆减震器安装位固定连接;第一安装通孔和第二安装通孔设置于C环横梁2的宽度方向上的同侧。
实施例2提供的一体结构设置的后地板本体、C环横梁和减震器安装部,可以实现车身的高度集成化和轻量化,可以提高整车刚度和NVH性能。
以上仅为本申请的较佳实施例,并不用以限制本申请,凡在本申请的精神和原则之内,所作的任何修改、等同替换、改进等,均应包含在本申请的保护范围之内。

Claims (10)

  1. 一种车辆后地板,包括后地板本体(1),其特征在于,还包括设置于所述后地板本体(1)上的C环横梁(2);
    所述后地板本体(1)和所述C环横梁(2)为一体结构。
  2. 根据权利要求1所述的车辆后地板,其特征在于,还包括设置于所述后地板本体(1)上的减震器安装部(3);
    所述减震器安装部(3)和所述后地板本体(1)为一体结构。
  3. 根据权利要求2所述的车辆后地板,其特征在于,所述减震器安装部(3)包括第一减震安装位(31)和第二减震安装位(32),所述第一减震安装位(31)和所述第二减震安装位(32)与车辆减震器安装位固定连接;所述第一减震安装位(31)和所述第二减震安装位(32)分别设置于所述C环横梁(2)的宽度方向上的两侧或同侧。
  4. 根据权利要求2所述的车辆后地板,其特征在于,所述减震器安装部(3)包括第一减震定位孔(33)和第二减震定位孔(34),所述第一减震定位孔(33)和所述第二减震定位孔(34)与车辆减震器定位部间隙配合;
    所述第一减震定位孔(33)和所述第二减震定位孔(34)分别设置于所述C环横梁(2)的宽度方向上的两侧或同侧。
  5. 根据权利要求1所述的车辆后地板,其特征在于,所述C环横梁(2)凸出设置于所述后地板本体(1)上,所述C环横梁(2)包括倒U型结构。
  6. 根据权利要求1所述的车辆后地板,其特征在于,所述C环横梁(2)上设置有第一横梁安装部(21),所述第一横梁安装部(21)与车辆座椅安装部固定连接。
  7. 根据权利要求1所述的车辆后地板,其特征在于,所述C环横梁(2)上设置有第二横梁安装部(22),所述第二横梁安装部(22)与车辆饰板安装部固定连接。
  8. 根据权利要求1所述的车辆后地板,其特征在于,还包括设置于所述后地板本体(1)上的轮罩(4),所述轮罩(4)和所述后地板本体(1)为一体结构。
  9. 根据权利要求2所述的车辆后地板,其特征在于,所述减震器安装部(3)的沿车身长度方向的动刚度大于22KN/mm,所述减震器安装部(3)的沿车身宽度方向的动刚度大于28KN/mm。
  10. 一种汽车,其特征在于,包括权利要求1-10中任一项所述的车辆后地板。
PCT/CN2023/097278 2022-06-16 2023-05-30 一种车辆后地板及汽车 WO2023241354A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202210695607.0A CN115071840A (zh) 2022-06-16 2022-06-16 一种车辆后地板及汽车
CN202210695607.0 2022-06-16

Publications (1)

Publication Number Publication Date
WO2023241354A1 true WO2023241354A1 (zh) 2023-12-21

Family

ID=83253891

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2023/097278 WO2023241354A1 (zh) 2022-06-16 2023-05-30 一种车辆后地板及汽车

Country Status (2)

Country Link
CN (1) CN115071840A (zh)
WO (1) WO2023241354A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115071840A (zh) * 2022-06-16 2022-09-20 浙江吉利控股集团有限公司 一种车辆后地板及汽车

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005306293A (ja) * 2004-04-23 2005-11-04 Mitsubishi Motors Corp 車両用サスペンション支持部構造
DE102013007346A1 (de) * 2013-04-27 2014-10-30 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Bodenstruktur einer Kraftfahrzeugkarosserie mit einem Befestigungsadapter
CN105313980A (zh) * 2014-07-31 2016-02-10 长城汽车股份有限公司 车辆及用于车辆的车身
CN110329357A (zh) * 2019-07-26 2019-10-15 奇瑞汽车股份有限公司 C柱加强板连接结构
CN112172936A (zh) * 2020-09-24 2021-01-05 浙江吉利控股集团有限公司 一种集成化的c环结构
CN215883811U (zh) * 2021-08-13 2022-02-22 长城汽车股份有限公司 汽车后地板骨架结构及汽车
CN215904613U (zh) * 2021-09-23 2022-02-25 精诚工科汽车系统有限公司 汽车的后地板骨架
CN114368430A (zh) * 2022-01-06 2022-04-19 广州小鹏汽车科技有限公司 车辆地板总成及车辆
CN115071840A (zh) * 2022-06-16 2022-09-20 浙江吉利控股集团有限公司 一种车辆后地板及汽车

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100820134B1 (ko) * 2007-05-14 2008-04-08 기아자동차주식회사 차량의 리어 플로워 언더커버의 체결구조
JP4286884B2 (ja) * 2007-06-28 2009-07-01 本田技研工業株式会社 自動車の車体構造
CN204161489U (zh) * 2014-08-07 2015-02-18 上海通用汽车有限公司 一种汽车后车架及汽车
CN206297632U (zh) * 2016-12-26 2017-07-04 三河世原汽车科技有限公司 一种后地板总成的轻量化结构
CN206537368U (zh) * 2017-02-28 2017-10-03 长城汽车股份有限公司 车身c环结构及汽车车身
CN110626432B (zh) * 2018-06-25 2021-12-07 比亚迪股份有限公司 车身结构和车辆
CN211364736U (zh) * 2019-11-18 2020-08-28 广州汽车集团股份有限公司 一种汽车地板结构及汽车
CN213413974U (zh) * 2020-09-14 2021-06-11 东风汽车集团有限公司 一种新能源汽车用的后地板前横梁结构
CN214084469U (zh) * 2020-11-28 2021-08-31 奇瑞汽车股份有限公司 车身c环下连接结构及车身骨架总成

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005306293A (ja) * 2004-04-23 2005-11-04 Mitsubishi Motors Corp 車両用サスペンション支持部構造
DE102013007346A1 (de) * 2013-04-27 2014-10-30 GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) Bodenstruktur einer Kraftfahrzeugkarosserie mit einem Befestigungsadapter
CN105313980A (zh) * 2014-07-31 2016-02-10 长城汽车股份有限公司 车辆及用于车辆的车身
CN110329357A (zh) * 2019-07-26 2019-10-15 奇瑞汽车股份有限公司 C柱加强板连接结构
CN112172936A (zh) * 2020-09-24 2021-01-05 浙江吉利控股集团有限公司 一种集成化的c环结构
CN215883811U (zh) * 2021-08-13 2022-02-22 长城汽车股份有限公司 汽车后地板骨架结构及汽车
CN215904613U (zh) * 2021-09-23 2022-02-25 精诚工科汽车系统有限公司 汽车的后地板骨架
CN114368430A (zh) * 2022-01-06 2022-04-19 广州小鹏汽车科技有限公司 车辆地板总成及车辆
CN115071840A (zh) * 2022-06-16 2022-09-20 浙江吉利控股集团有限公司 一种车辆后地板及汽车

Also Published As

Publication number Publication date
CN115071840A (zh) 2022-09-20

Similar Documents

Publication Publication Date Title
WO2023241354A1 (zh) 一种车辆后地板及汽车
EP4067210A1 (en) Reinforcing structure for rear portion of vehicle body
WO2021207887A1 (zh) 一种后减震塔、后减震塔总成及车辆
CN208947414U (zh) 车身后纵梁结构
JP2022095517A (ja) スペースフレーム車両のトレーリングアームマウンティング構造
CN110332266B (zh) 一种新型减震上连接座
CN218536853U (zh) 一种汽车及纵梁组件
CN201009700Y (zh) 一种汽车前控制臂
CN206357946U (zh) 用于车辆的悬架结构
CN112429089B (zh) 高度集成防爆炸冲击车架结构、集成系统及其安装方法
CN111497542B (zh) 一种越野汽车后减振器装配结构和具有其的越野汽车
CN114802463A (zh) 电动车辆支柱塔架到车身结构的接口支架
CN211107698U (zh) 用于增程汽车的后副车架及车辆
CN220785929U (zh) 加强装置和车辆
CN114104113A (zh) 一种汽车及其副车架
CN203019997U (zh) 悬架摆臂、车辆悬架系统和车辆
US20230271466A1 (en) Rear lower control arm for motor vehicle
CN209938724U (zh) 稳定支撑组件、应用其的前副车架及汽车
CN218640970U (zh) 后悬置支架以及车辆
CN217574769U (zh) 减振器安装支架及车辆
CN220973846U (zh) 一种汽车减振器的减振器连接部
CN217435449U (zh) 一种扭梁安装结构、悬架及车辆
CN216636086U (zh) 一种电动车的压缩机安装结构
CN221292958U (zh) 车身悬置安装点结构及车辆
CN217435837U (zh) 一种副车架与车身连接支架及汽车车体

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23822924

Country of ref document: EP

Kind code of ref document: A1