Rear floor assembly, body in white and vehicle

Abstract

The invention relates to a rear floor assembly, a body in white and a vehicle, the rear floor assembly comprises a rear floor, a rear longitudinal beam assembly connected to the rear end of the rear floor and a rear anti-collision beam assembly connected to the rear end of the rear longitudinal beam assembly, the rear floor and the rear longitudinal beam assembly are of a split type structure, and the rear anti-collision beam assembly is connected to the rear end of the rear longitudinal beam assembly. The rear longitudinal beam assembly and the rear anti-collision beam assembly are of a split structure, and the rear floor assembly is configured in the mode that the crushing force borne by the rear longitudinal beam assembly is larger than that borne by the rear anti-collision beam assembly. The rear floor assembly is designed into a split structure of the rear floor, the rear longitudinal beam assembly and the rear anti-collision beam assembly, and the rear longitudinal beam assembly in front of the rear anti-collision beam assembly can bear large crushing force, so that the crushing force borne by the rear floor assembly is designed in a stepped mode, step-by-step energy absorption is achieved, and the energy absorption efficiency is improved. And lean and lightweight design of the rear floor assembly is realized. According to the design scheme, the maintenance cost can be reduced.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular to a rear floor assembly, a body-in-white, and a vehicle. Background Art

[0002] In the process of vehicle electrification, in order to improve lightweight design and production efficiency, the rear floor assembly is usually an integrated casting of the rear floor, rear longitudinal beam, rear anti-collision beam and other components. In a low-speed collision, the integrated casting will cause the entire casting to deform or even break. In the related technology, one repair solution is to replace the entire casting, which has high repair costs; another repair solution is to cut off part of the structure and repair it through secondary welding. This repair is complex and costly, and the repaired vehicle is worse than the factory state. Summary of the invention

[0003] In order to overcome the problems existing in the related art, the present disclosure provides a rear floor assembly, a body-in-white and a vehicle.

[0004] According to a first aspect of an embodiment of the present disclosure, a rear floor assembly is provided for a vehicle body, comprising a rear floor, a rear longitudinal beam assembly connected to the rear end of the rear floor, and a rear anti-collision beam assembly connected to the rear end of the rear longitudinal beam assembly, wherein the rear floor and the rear longitudinal beam assembly are constructed as a split structure, the rear longitudinal beam assembly and the rear anti-collision beam assembly are constructed as a split structure, and the rear floor assembly is configured as follows: the crushing force that the rear longitudinal beam assembly can withstand is greater than the crushing force that the rear anti-collision beam assembly can withstand.

[0005] Optionally, the ratio of the crushing force F1 that the rear anti-collision beam assembly can withstand to the crushing force F2 that the rear longitudinal beam assembly can withstand satisfies: 0.53<F1 / F2≤0.97.

[0006] Optionally, the average crushing force that the rear anti-collision beam assembly can withstand is The average crushing force that the rear longitudinal beam assembly can withstand The ratio satisfies:

[0007] Optionally, the rear floor assembly is configured such that the crushing force that the rear floor can withstand is greater than the crushing force that the rear longitudinal beam assembly can withstand.

[0008] Optionally, at the position where the rear longitudinal beam assembly is connected to the rear anti-collision beam assembly, the cross-sectional area of ​​the rear longitudinal beam assembly cut along the vertical direction of the vehicle body is larger than the cross-sectional area of ​​the rear anti-collision beam assembly cut along the vertical direction of the vehicle body.

[0009] Optionally, a first cross beam is formed in the cavity of the rear longitudinal beam assembly, and a second cross beam is formed in the cavity of the rear anti-collision beam assembly, and the number of the first cross beams is greater than the number of the second cross beams.

[0010] Optionally, at the position where the rear longitudinal beam assembly is connected to the rear anti-collision beam assembly, the rear longitudinal beam assembly and the rear anti-collision beam assembly have the same height in the vertical direction of the vehicle body.

[0011] Optionally, the rear anti-collision beam assembly includes an energy-absorbing box and a rear anti-collision beam that are detachably connected, and the rear anti-collision beam is located at the rear end of the energy-absorbing box, wherein the crushing force that the energy-absorbing box can withstand is greater than the crushing force that the rear anti-collision beam can withstand.

[0012] Optionally, a bottom plate is detachably connected to the rear end of the rear floor, and the bottom plate is connected to the bottom wall of the rear longitudinal beam assembly.

[0013] Optionally, the rear longitudinal beam assembly includes a rear longitudinal beam and an end plate that are connected, the end plate is connected to the rear end of the rear longitudinal beam, the rear anti-collision beam assembly is connected to the rear end of the end plate, and the end plate is inserted and matched with the rear longitudinal beam and is connected by welding.

[0014] Optionally, the end plate is sleeved on the outer periphery of the rear longitudinal beam in the front-rear direction of the vehicle body, and there are multiple welding positions between the end plate and the rear longitudinal beam, and the multiple welding positions are spaced in the front-rear direction of the vehicle body.

[0015] Optionally, a stop surface is formed on the side of the end plate facing away from the rear longitudinal beam for abutting against the rear anti-collision beam assembly, and the stop surface includes an edge portion for abutting against the end face edge of the rear anti-collision beam assembly.

[0016] Optionally, the stop surface includes an intermediate portion connected to the edge portion for abutting against the middle area of the end face of the rear anti-collision beam assembly.

[0017] Optionally, the area of the stop surface is not less than the area of the end face of the rear anti-collision beam assembly that abuts against the stop surface, and / or, the area of the back surface of the end plate facing away from the stop surface is not less than the area of the end face of the rear longitudinal beam assembly that abuts against the back surface.

[0018] Optionally, the end plate is formed by casting.

[0019] Optionally, the widths of both ends of the end plate in the vertical direction of the vehicle body are greater than the width in the middle.

[0020] Optionally, a shrinking rib is formed at one end of the rear longitudinal beam assembly away from the rear floor.

[0021] Optionally, the shrinking rib is configured to extend in the vertical direction of the vehicle body.

[0022] Optionally, a plurality of mounting hole positions are formed on the rear longitudinal beam assembly for detachably connecting to the rear end of the rear floor through fasteners, wherein the plurality of mounting hole positions are arranged in a triangle.

[0023] Optionally, a mounting groove is formed on the rear floor, and the rear longitudinal beam assembly is matched with the shape of the mounting groove, and the rear longitudinal beam assembly can be inserted into the mounting groove in a shape-matching manner.

[0024] Optionally, the center line of the rear longitudinal beam assembly and the center line of the rear anti-collision beam assembly are arranged to be aligned along the front-rear direction of the vehicle body.

[0025] Optionally, the rear floor is integrally cast and formed.

[0026] Optionally, the rear longitudinal beam assembly has two vertical walls and four transverse walls, the transverse walls are connected between the two vertical walls, the vertical walls are divided into an upper section, a middle section and a lower section by the two transverse walls, the thicknesses of the upper section and the lower section are the first thickness, the thicknesses of the middle section and the transverse walls are the second thickness, and the ratio of the first thickness to the second thickness is 1.2 to 1.5.

[0027] Optionally, the value of the first thickness is 2.8 to 3.2 mm, and the value of the second thickness is 2 to 2.4 mm.

[0028] According to a second aspect of the embodiments of the present disclosure, a white vehicle body is provided, including the rear floor assembly provided by the present disclosure.

[0029] According to a third aspect of the embodiments of the present disclosure, a vehicle is provided, including the white vehicle body provided by the present disclosure.

[0030] The technical solutions provided by the embodiments of the present disclosure may include the following beneficial effects: The rear floor assembly is designed as a split structure of a rear floor, a rear longitudinal beam assembly and a rear anti-collision beam assembly, and the crushing force that the rear longitudinal beam assembly in front of the rear anti-collision beam assembly can withstand is set to be relatively large, so that the crushing force that the rear floor assembly can withstand is designed in a step manner, so that energy absorption can be achieved step by step. In this way, it is not necessary to design each component of the rear floor assembly to have a large strength, saving the materials required to meet the large strength, thereby realizing the lean cost and lightweight design of the rear floor assembly, and this design solution can reduce the maintenance cost.

[0031] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. Description of the Drawings

[0032] The accompanying drawings here are incorporated into and form a part of this specification, showing embodiments consistent with the present disclosure, and are used together with the specification to explain the principles of the present disclosure.

[0033] Figure 1 It is a schematic structural diagram of a rear floor assembly shown according to an exemplary embodiment.

[0034] Figure 2 It is a partial schematic diagram of a rear floor assembly shown according to an exemplary embodiment.

[0035] Figure 3 It is a partial side view of a rear floor assembly shown according to an exemplary embodiment.

[0036] Figure 4 It is a cross-sectional view of a rear longitudinal beam shown according to an exemplary embodiment.

[0037] Figure 5 It is an exploded view of a rear longitudinal beam assembly shown according to an exemplary embodiment.

[0038] Figure 6 It is a schematic structural diagram of the bottom mounting structure of a rear longitudinal beam shown according to an exemplary embodiment.

[0039] Figure 7 It is an exploded view of a rear floor assembly shown according to an exemplary embodiment.

[0040] Figure 8 It is a rear side view of a rear longitudinal beam assembly shown according to an exemplary embodiment.

[0041] Figure 9 is Figure 8 Cross-sectional view A of

[0042] Figure 10 It is a curve relationship diagram of force and displacement obtained from a crushing strength test shown according to an exemplary embodiment.

[0043] Description of reference numerals

[0044] 1 - Rear floor, 11 - Floor panel, 111 - Fixed hole position, 112 - Adhesive position, 12 - Installation groove, 2 - Rear longitudinal beam assembly, 201 - Vertical wall, 202 - Horizontal wall, 21 - Rear longitudinal beam, 211 - First cross beam, 22 - End plate, 221 - Stopping surface, 2211 - Edge part, 2212 - Middle part, 222 - Connecting fastener, 23 - Crumple rib, 24 - Installation hole position, 3 - Rear anti-collision beam assembly, 31 - Energy absorption box, 311 - Second cross beam, 32 - Rear anti-collision beam, 5 - Rear enclosure assembly. Detailed implementation manners

[0045] Exemplary embodiments will be described in detail herein, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of apparatuses and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0046] In the present disclosure, unless otherwise stated, the orientation terms such as "front, rear, longitudinal, lateral, vertical" are defined according to the usage direction of the vehicle, and reference may be specifically made to Figure 3 and Figure 4 the drawing directions of Figure 3 In the drawing of Figure 3 the left side of the drawing is the front, the right side is the rear, the left-right direction is the longitudinal direction, and the direction perpendicular to the drawing is the lateral direction.

[0047] Refer to Figures 1 to 3, embodiments of the present disclosure provide a rear floor assembly, which is used to form a part of the vehicle body and includes a rear floor 1, a rear longitudinal beam assembly 2 connected to the rear end of the rear floor 1, and a rear anti-collision beam assembly 3 connected to the rear end of the rear longitudinal beam assembly 2. Among them, the rear floor 1 and the rear longitudinal beam assembly 2 are configured as a split structure, and the rear longitudinal beam assembly 2 and the rear anti-collision beam assembly 3 are configured as a split structure. In short, the rear floor 1, the rear longitudinal beam assembly 2, and the rear anti-collision beam assembly 3 are all manufactured separately, rather than integrally cast as in the prior art. In the embodiments of the present disclosure, the rear floor assembly is configured such that the crushing force that the rear longitudinal beam assembly 2 can withstand is greater than the crushing force that the rear anti-collision beam assembly 3 can withstand. For example, in one embodiment, the difference in the crushing forces that the rear longitudinal beam assembly 2 and the rear anti-collision beam assembly 3 can withstand can be 20 kN. The crushing force that each component here can withstand can be achieved according to the structure of the topology design. For example, the crushing force requirements of the corresponding components can be achieved through parameters including but not limited to dimensions, materials, and shapes. By setting each component in such a form with different crushing forces that can be withstood and the components are in a split structure, when the vehicle body is subjected to a low-speed (such as below 15 km / h) collision, the repair strategy can be to replace only the rear anti-collision beam assembly 3, rather than replacing the entire rear floor assembly. It should be noted here that the crushing force is the maximum pressure that the component can withstand without deformation or cracking. The magnitude of the crushing force can be obtained through a crushing strength test. The specific test process can be to place the test sample between two flat plates, and then compress the test sample in the opposite direction of the two plates at the experimental required speed until the compression stroke is reached. For example, the original length of the sample is 300 mm, the compression speed is 100 mm / min, and the compression stroke is 200 mm. Through this test method, in the case where the test sample can be stably crushed without instability, no cracks or local cracks do not exceed 10 mm, the maximum peak force is the crushing force that can be withstand.

[0048] Through the above technical solution, the rear floor assembly is designed with the rear floor 1, the rear longitudinal beam assembly 2, and the rear anti-collision beam assembly 3 as a split structure. Moreover, the crushing force that the rear longitudinal beam assembly 2, which is ahead of the rear anti-collision beam assembly 3, can withstand is set to be larger, so that the crushing force that the rear floor assembly can withstand is designed in a stepped manner, thereby achieving step-by-step energy absorption. In this way, it is not necessary to design each component of the rear floor assembly to have a large strength, saving the materials required to meet the large strength, and thus realizing the lean cost and lightweight design of the rear floor assembly. And this design scheme can reduce the repair cost.

[0049] In the embodiments of the present disclosure, the rear floor assembly may also be configured such that the crushing force that the rear floor 1 can withstand is greater than the crushing force that the rear longitudinal beam assembly 2 can withstand. In this way, when the vehicle body is subjected to a medium-speed collision (such as 15 km / h to 56 km / h), the repair strategy can be to replace only the rear anti-collision beam assembly 3 and the rear longitudinal beam assembly 2. When the vehicle body is subjected to a high-speed collision (such as above 56 km / h), the repair strategy is to replace the rear anti-collision beam assembly 3, the rear longitudinal beam assembly 2, and the rear floor 1. In the embodiments of the present disclosure, the difference in the crushing forces between the rear floor 1 and the rear longitudinal beam assembly 2 and the difference in the crushing forces between the rear longitudinal beam assembly 2 and the rear anti-collision beam assembly 3 can both be 20 kN. By setting the crushing forces of the components of the rear floor assembly from the rear to the front to be increasingly large, the effect of gradually absorbing energy can be further achieved.

[0050] In the embodiments of the present disclosure, the ratio of the crushing force F1 that the rear anti-collision beam assembly 3 can withstand to the crushing force F2 that the rear longitudinal beam assembly 2 can withstand may satisfy: 0.53 < F1 / F2 ≤ 0.97. For example, F1 / F2 can be 0.62, 0.63, or 0.68, etc. When the ratio F1 / F2 is not greater than 0.53, that is, the difference between F1 and F2 is too large, the load-bearing capacities of the rear anti-collision beam assembly 3 and the rear longitudinal beam assembly 2 differ too much. If the load-bearing capacity of the rear anti-collision beam assembly 3 is too poor, it will lead to an increase in the number of repairs. If the load-bearing capacity of the rear anti-collision beam assembly 3 is relatively strong, the load-bearing capacity of the rear longitudinal beam assembly 2 will be even stronger, resulting in an increase in the design cost and design difficulty of the rear longitudinal beam assembly 2. When the ratio F1 / F2 is greater than 0.97, that is, the difference between F1 and F2 is too small, the load-bearing capacities of the rear anti-collision beam assembly 3 and the rear longitudinal beam assembly 2 do not differ much. In this case, if the load-bearing capacities of both are relatively low, the rear longitudinal beam assembly 2 will start to deform before the rear anti-collision beam assembly 3 is completely deformed, causing both to be damaged simultaneously under low-speed collisions and increasing the repair cost. If the load-bearing capacities of both are very strong, it will result in a relatively high design cost.

[0051] To better achieve the effect of gradually absorbing energy between the rear longitudinal beam assembly 2 and the rear anti-collision beam assembly 3, in the embodiments of the present disclosure, the average crushing force that the rear anti-collision beam assembly 3 can withstand and the average crushing force that the rear longitudinal beam assembly 2 can withstand The ratio may satisfy: For example It can be 0.56, 0.64, or 0.69, etc. When the ratio is not greater than 0.44, that is When it is greater than 0.9, it will lead to design redundancy of the rear anti-collision beam assembly 3, resulting in an increase in the design cost of the rear anti-collision beam assembly 3.

[0052] The following combines Figure 10 to illustrate the relationship between the crushing force that the component can withstand and the average crushing force. When testing through the above-mentioned crushing strength test, a curve relationship diagram of force F and displacement S as shown in Figure 10 can be obtained. The multiple peaks and valleys in this curve represent the change in force values when the test sample undergoes multiple feed contractions. Among them, the peak force F when the first feed contraction occurs MAX is the crushing force that can be withstood, and the average crushing force that the test sample can withstand where W is the energy absorbed by the test sample during the crushing test, and A is the area of the shadow formed by the curve.

[0053] Table 1 below shows the test results obtained in the collision test for some embodiments of the rear anti-collision beam assembly 3 and the rear longitudinal beam assembly 2 of the present disclosure. Among them, F1 is the crushing force that the rear anti-collision beam assembly 3 can withstand, F2 is the crushing force that the rear longitudinal beam assembly 2 can withstand, is the average crushing force that the rear anti-collision beam assembly 3 can withstand, is the average crushing force that the rear longitudinal beam assembly 2 can withstand, and v represents the collision speed. The test methods used are respectively: at low speed (below 15 km / h), the test method in GB17354 Front and Rear Protection Devices for Motor Vehicles is used; at medium speed (15 - 56 km / h), the test method in the China Insurance Automotive Safety Index (C-IASI) regulations is used; at high speed (above 56 km / h), the test method in GB20072 Safety Requirements for Fuel Systems in Rear Collisions of Passenger Cars is used.

[0054] In Table 1 below, in Examples 1 - 3, Examples 4 - 6, and Examples 7 - 9, the tests are carried out with different collision speeds under the condition that the crushing forces that the rear anti-collision beam assembly 3 and the rear longitudinal beam assembly 2 can withstand remain unchanged. In Examples 4 - 6, the crushing force F2 that the rear longitudinal beam assembly 2 can withstand is different from that in Examples 1 - 3, and in Examples 7 - 9, the crushing force F1 that the rear anti-collision beam assembly 3 can withstand is different from that in Examples 1 - 3. According to the test results in the following table, it can be seen that the rear floor assembly in the embodiments of the present disclosure can achieve step-by-step energy absorption.

[0055] Table 1:

[0056]

[0057]

[0058] In some embodiments, one or more of the characteristics such as material, size, cross-sectional area, etc. of the rear longitudinal beam assembly 2 and the rear anti-collision beam assembly 3 may be designed to be different to achieve different crushing forces between the two.

[0059] In one embodiment, in order to make the crushing force that the rear longitudinal beam assembly 2 can withstand greater than the crushing force that the rear anti-collision beam assembly 3 can withstand, at the position where the rear longitudinal beam assembly 2 and the rear anti-collision beam assembly 3 are connected, the cross-sectional area of ​​the rear longitudinal beam assembly 2 cut along the vertical direction of the vehicle body is larger than the cross-sectional area of ​​the rear anti-collision beam assembly 3 cut along the vertical direction of the vehicle body. The cross-sectional area here refers to the area of ​​the cross section corresponding to the physical structure, not just the area of ​​the area enclosed by the outer contour of the cross section. The larger the cross-sectional area, the more material it represents, and the more material it has, the greater the force it can withstand. Among them, the connection position between the rear longitudinal beam assembly 2 and the rear anti-collision beam assembly 3 may refer to the position where the two are directly connected in the front-rear direction of the vehicle body, and when there is a rear enclosure assembly 5 between the two, it may refer to the position where the two are indirectly connected through the rear enclosure assembly 5.

[0060] The difference in cross-sectional area can be achieved in a variety of ways, such as by size, material thickness or structure. In one embodiment of the present disclosure, it can be achieved by structure, referring to Figure 7 A first crossbeam 211 may be formed in the cavity of the rear longitudinal beam assembly 2, and a second crossbeam 311 may be formed in the cavity of the rear anti-collision beam assembly 3, and the number of the first crossbeams 211 is greater than the number of the second crossbeams 311. By arranging more crossbeams in the rear longitudinal beam assembly 2, the structure of the rear longitudinal beam assembly 2 can be made more complex, so as to have a larger cross-section. In addition, the crossbeam structure can also enhance the structural strength and improve the anti-crushing ability of the parts. In one embodiment, the number of the first crossbeams 211 can be two, and the number of the second crossbeam 311 can be one.

[0061] In one embodiment, referring to Figure 4 The rear longitudinal beam assembly 2 may have two vertical walls 201 and four transverse walls 202, wherein the transverse walls 202 are connected between the two vertical walls 201, wherein the two transverse walls 202 are the above-mentioned first transverse beams 211, and the vertical wall 201 is divided into an upper section, a middle section, and a lower section by the two transverse walls 202 (i.e., two first transverse beams 211), the thickness of the upper section and the lower section is the first thickness, the thickness of the middle section and the transverse wall 202 is the second thickness, and the ratio of the first thickness to the second thickness is 1.2 to 1.5. After topological design and a large number of experimental verifications, setting the thickness of the rear longitudinal beam assembly 2 within this ratio range can meet the strength requirements of the rear longitudinal beam assembly 2.

[0062] Specifically, the value of the first thickness can be 2.8 - 3.2 mm, and the value of the second thickness is 2 - 2.4 mm. For example, the value of the first thickness can be 2.8 mm, 3 mm, or 3.2 mm, and the value of the second thickness can be 2 mm, 2.2 mm, or 2.4 mm. Through experimental verification, such values can result in the rear longitudinal beam assembly 2 that meets the strength requirements.

[0063] Combined with Figure 3 , at the position where the rear longitudinal beam assembly 2 is connected to the rear anti-collision beam assembly 3, the heights of the rear longitudinal beam assembly 2 and the rear anti-collision beam assembly 3 in the vertical direction of the vehicle body can be the same, enabling them to be fully docked in the front-rear direction of the vehicle body to ensure force transmission. Moreover, when their outer contour structures are the same, the cross-sectional area can be changed by altering their internal cavity structures, such as increasing or decreasing the number of cross beams.

[0064] Combined with Figure 3 and Figure 7 , the rear anti-collision beam assembly 3 can include an energy-absorbing box 31 and a rear anti-collision beam 32 that are detachably connected. The rear anti-collision beam 32 is located at the rear end of the energy-absorbing box 31. Referring to Figure 1 and Figure 2 , the energy-absorbing box 31 extends in the front-rear direction, and the rear anti-collision beam 32 extends in the transverse direction of the vehicle body. Among them, the rear anti-collision beam assembly 3 can be designed such that the crushing force that the energy-absorbing box 31 can withstand is greater than the crushing force that the rear anti-collision beam 32 can withstand. In this way, the rear anti-collision beam 32 and the energy-absorbing box 31 can also achieve stepped force. For example, when subjected to a very low-speed collision (such as less than 10 km / h), the repair method can be to replace the rear anti-collision beam 32, and when subjected to a low-speed collision (such as 10 km / h - 15 km / h), the repair method can be to replace the rear anti-collision beam 32 and the energy-absorbing box 31. Thus, lean design and lightweight design of components can be achieved.

[0065] Referring to Figure 3 and Figure 6 , the rear end of the rear floor 1 can be detachably connected with a bottom plate 11, and the bottom plate 11 is connected to the bottom wall of the rear longitudinal beam assembly 2. The setting of the bottom plate 11 can ensure the connection strength and increase the connection area, thereby quickly transmitting force and avoiding local buckling damage. Multiple fixing holes 111 can be provided on the bottom plate 11. At these fixing holes 111, fasteners can be screwed in through the hot melt self-tapping screw connection process, enabling the bottom plate 11 to be screwed to the rear longitudinal beam assembly 2. A bonding position 112 can also be provided circumferentially at the screwed position, and an adhesive can be applied to the bonding position 112 for bonding. Here, one end of the bottom plate 11 is connected to the rear floor 1, and the other end can be connected to the rear enclosure assembly 5. The rear enclosure assembly 5 can be connected between the rear longitudinal beam assembly 2 and the rear anti-collision beam assembly 3. The rear enclosure assembly 5 can play a sealing role for the rear longitudinal beam assembly 2 while ensuring the integrity of the vehicle body connection, preventing external substances such as water from entering the cavity of the rear longitudinal beam assembly 2.

[0066] According to an embodiment of the present disclosure, referring to Figures 5 to 7 , the rear longitudinal beam assembly 2 may include a connected rear longitudinal beam 21 and an end plate 22. The end plate 22 may be connected to the rear end of the rear longitudinal beam 21. The rear anti-collision beam assembly 3 may be connected to the rear end of the end plate 22. The end plate 22 may be inserted and mated with the rear longitudinal beam 21 and connected by welding. For example, the end plate 22 may be sleeved on the outer periphery of the end of the rear longitudinal beam 21 to achieve the insertion of the two. Among them, the end plate 22 and the rear longitudinal beam 21 may be connected by CMT (cold metal transfer) welding, making the repair easier and more convenient and ensuring that the performance of the connection is more firm and reliable. On the one hand, the end plate 22 can increase the connection area between the longitudinal beam assembly 2 and the rear anti-collision beam assembly 3 to ensure the connection strength; on the other hand, the setting of the end plate 22 can enable the rapid transmission of force.

[0067] Combined with Figure 8 and Figure 9 , the end plate 22 may be sleeved on the outer periphery of the rear longitudinal beam 21 in the front-rear direction of the vehicle body, and there are multiple welding positions between the end plate 22 and the rear longitudinal beam 21, and the multiple welding positions are spaced in the front-rear direction of the vehicle body. In an embodiment of the present disclosure, there may be two welding positions. Referring to Figure 9 , one welding position is close to the front side of the end plate 22, that is, Figure 9 the left side in Figure 9 , and the other welding position is close to the rear side of the end plate 22, that is, Figure 9 the circled area in

[0068] Referring to Figure 7As shown, on one side of the end plate 22 facing away from the rear longitudinal beam 21, a stop surface 221 may be formed for abutting against the rear anti-collision beam assembly 3. Here, the abutment may be a direct abutment or an indirect abutment. For example, the above-mentioned rear enclosure assembly 5 is provided between the stop surface 221 and the rear anti-collision beam assembly 3, and the abutment between the stop surface 221 and the rear anti-collision beam assembly 3 is realized through the rear enclosure assembly 5. When the abutment is realized through the rear enclosure assembly 5, the rear enclosure assembly 5 may form a corresponding force transmission structure at the position for realizing the abutment to realize the abutment with the stop surface 221 and the rear anti-collision beam assembly 3. The stop surface 221 may include an edge portion 2211 for abutting against the end face edge of the rear anti-collision beam assembly 3, so that the force of the rear anti-collision beam assembly 3 can be transmitted through the edge portion 2211. One side of the end plate 22 facing away from the stop surface 221 may abut against the edge of the rear longitudinal beam assembly 2.

[0069] Further, referring to Figure 7 , the stop surface 221 may include an intermediate portion 2212 connected to the edge portion 2211 for abutting against the middle area of the end face of the rear anti-collision beam assembly 3. For example, it is used to abut against the above-mentioned second cross beam 311. Correspondingly, one side of the end plate 22 facing away from the stop surface 221 may abut against the above-mentioned first cross beam 211. The way that both the middle and the edge of the end face of the rear anti-collision beam assembly 3 abut against the stop surface 221 can ensure the rapid and uniform transmission of force and avoid local buckling. Referring to Figure 7 , the end plate 22 may be configured as a split structure, and the stop surface 221 may be formed on one split structure, forming a part of the end plate 22 through this split structure. When having this split structure, in the collision test, this split structure may participate in the test of the rear anti-collision beam assembly 3 as a part of the rear anti-collision beam assembly 3. When the stop surface 221 is an end face integrally formed with the end plate 22, in the collision test, the stop surface 221 and the end plate 22 jointly participate in the test of the rear longitudinal beam assembly 2.

[0070] In the embodiments of the present disclosure, the area of the stop surface 221 may be set to be not less than the area of the end face of the rear anti-collision beam assembly 3 abutting against the stop surface 221, so that the abutment between the stop surface 221 and the rear anti-collision beam assembly 3 is sufficient, thereby improving the force transmission speed. And / or, the area of the back surface of the end plate 22 facing away from the stop surface 221 may be set to be not less than the area of the end face of the rear longitudinal beam assembly 2 abutting against this back surface, so that the rear longitudinal beam assembly 2 can abut against the end plate 22 sufficiently, thereby improving the force transmission speed.

[0071] The end plate 22 here may be formed by casting to have higher structural strength.

[0072] Referring to Figure 8 , the width of both ends of the end plate 22 in the vertical direction of the vehicle body may be greater than the width in the middle. Combining Figure 6, on the one hand, connecting fasteners 222 can be riveted at the wider two ends of the end plate 22 for connection with other structures (such as the rear enclosure assembly 5 or the rear anti-collision beam assembly 3); on the other hand, the middle area that does not need to be installed can be set narrower to achieve the purpose of weight reduction. It should be noted that the width here refers to the dimension in the left-right direction of the drawing plane, that is, the transverse dimension. Figure 8 of the drawing plane in the left-right direction, that is, the transverse dimension.

[0073] In the embodiments of the present disclosure, referring to Figure 3 and Figure 7 , a feed shrinkage rib 23 can be formed at one end of the rear longitudinal beam assembly 2 away from the rear floor 1. The feed shrinkage rib 23 is arranged away from the rear floor 1, and when a collision force is received, the end away from the rear floor 1 can be deformed first, avoiding direct damage to the rear floor 1.

[0074] Among them, the feed shrinkage rib 23 can be configured to extend along the vertical direction of the vehicle body, such as extending along the Figure 3 up-down direction of the drawing plane. The feed shrinkage rib 23 is arranged to penetrate through the entire up-down direction, making the feed shrinkage deformation more uniform and stable, and ensuring the performance of the components.

[0075] In one embodiment, referring to Figure 2 , Figure 6 and Figure 7 , a plurality of mounting holes 24 can be formed on the rear longitudinal beam assembly 2 for detachably connecting to the rear end of the rear floor 1 through fasteners, so as to facilitate the disassembly of the rear longitudinal beam assembly 2 and the rear floor 1 during maintenance. Among them, the plurality of mounting holes 24 can be arranged in a triangle. Ensure reliable connection and efficiently transmit shear loads during a collision, preventing the fasteners at the connection from driving the base material to crack and resulting in slip deformation between the rear floor 1 and the rear longitudinal beam assembly 2.

[0076] Furthermore, a press riveting nut can be arranged in the mounting hole 24 through a press riveting process to further prevent the connection position from failing and cracking.

[0077] As Figure 7 shown, an installation groove 12 can be formed on the rear floor 1, and the rear longitudinal beam assembly 2 can be inserted into the installation groove 12 in a shape-matching manner. Through this plug-in fit method, the connection contact surface can be increased to ensure the connection effect.

[0078] In the embodiments of the present disclosure, the center line of the rear longitudinal beam assembly 2 can be arranged to be longitudinally aligned with the center line of the rear anti-collision beam assembly 3 along the vehicle body, thereby enabling the force to be transmitted more quickly and preventing the occurrence of slip deformation. When the rear anti-collision beam assembly 3 includes an energy absorption box 31, the center line of the rear longitudinal beam assembly 2 can be aligned with the center line of the energy absorption box 31. The center line here refers to the line extending along the front-rear direction of the vehicle body.

[0079] In the embodiments of the present disclosure, the rear floor 1 can be integrally cast to have sufficient strength so as to withstand a large crushing force.

[0080] According to a second aspect of the embodiments of the present disclosure, there is provided a white body including the above-mentioned rear floor assembly and having all the beneficial effects of the above-mentioned rear floor assembly, which will not be elaborated herein.

[0081] According to a third aspect of the embodiments of the present disclosure, there is also provided a vehicle including the above-mentioned white body and thus having all the beneficial effects of the above-mentioned white body, which will not be elaborated herein. Among them, the vehicle can be an electric vehicle. When the white body is applied to an electric vehicle, it can effectively achieve the lean and lightweight design of the rear end of the vehicle body.

[0082] Those skilled in the art will readily conceive of other embodiments of the present disclosure after considering the specification and practicing the present disclosure. This application is intended to cover any variations, uses, or adaptations of the present disclosure, which follow the general principles of the present disclosure and include known common knowledge or conventional technical means in the technical field not disclosed by the present disclosure. The specification and embodiments are only regarded as exemplary, and the true scope and spirit of the present disclosure are pointed out by the following claims.

[0083] It should be understood that the present disclosure is not limited to the precise structures described above and shown in the drawings, and various modifications and changes can be made without departing from its scope. The scope of the present disclosure is only limited by the appended claims.

Claims

1. A rear floor assembly for a vehicle body, characterized in that, It includes a rear floor, a rear longitudinal beam assembly connected to the rear end of the rear floor, and a rear anti-collision beam assembly connected to the rear end of the rear longitudinal beam assembly, wherein the rear floor and the rear longitudinal beam assembly are constructed as a split structure, the rear longitudinal beam assembly and the rear anti-collision beam assembly are constructed as a split structure, and the rear floor assembly is configured as follows: the crushing force that the rear longitudinal beam assembly can withstand is greater than the crushing force that the rear anti-collision beam assembly can withstand.

2. The rear floor assembly according to claim 1, characterized in that, The ratio of the crushing force F1 that the rear anti-collision beam assembly can withstand to the crushing force F2 that the rear longitudinal beam assembly can withstand satisfies: 0.53<F1 / F2≤0.

97.

3. The rear floor assembly according to claim 1 or 2, characterized in that, The average crushing force that the rear anti-collision beam assembly can withstand and the average crushing force that the rear longitudinal beam assembly can withstand The ratio satisfies:

4. The rear floor assembly according to claim 1, characterized in that, The rear floor assembly is configured such that the crushing force that the rear floor can withstand is greater than the crushing force that the rear longitudinal beam assembly can withstand.

5. The rear floor assembly according to claim 1, characterized in that, At a position where the rear longitudinal beam assembly is connected to the rear anti-collision beam assembly, a cross-sectional area of ​​the rear longitudinal beam assembly cut along a vertical direction of the vehicle body is larger than a cross-sectional area of ​​the rear anti-collision beam assembly cut along a vertical direction of the vehicle body.

6. The rear floor assembly according to claim 5, characterized in that, A first cross beam is formed in the cavity of the rear longitudinal beam assembly, a second cross beam is formed in the cavity of the rear anti-collision beam assembly, and the number of the first cross beams is greater than the number of the second cross beams.

7. The rear floor assembly according to claim 6, characterized in that, At a position where the rear longitudinal beam assembly is connected to the rear anti-collision beam assembly, the rear longitudinal beam assembly and the rear anti-collision beam assembly have the same height along the vertical direction of the vehicle body.

8. The rear floor assembly according to claim 1, characterized in that, The rear anti-collision beam assembly includes an energy absorption box and a rear anti-collision beam which are detachably connected, and the rear anti-collision beam is located at the rear end of the energy absorption box, wherein the crushing force that the energy absorption box can withstand is greater than the crushing force that the rear anti-collision beam can withstand.

9. The rear floor assembly according to claim 1, characterized in that, A bottom plate is detachably connected to the rear end of the rear floor, and the bottom plate is connected to the bottom wall of the rear longitudinal beam assembly.

10. The rear floor assembly according to claim 1, characterized in that, The rear longitudinal beam assembly includes a connected rear longitudinal beam and an end plate, wherein the end plate is connected to the rear end of the rear longitudinal beam, the rear anti-collision beam assembly is connected to the rear end of the end plate, and the end plate is plug-fitted with the rear longitudinal beam and connected by welding.

11. The rear floor assembly according to claim 10, characterized in that, The end plate is sleeved on the outer periphery of the rear longitudinal beam along the front-rear direction of the vehicle body, and there are multiple welding positions between the end plate and the rear longitudinal beam, and the multiple welding positions are spaced along the front-rear direction of the vehicle body.

12. The rear floor assembly according to claim 11, characterized in that, A stop surface is formed on the side of the end plate facing away from the rear longitudinal beam for abutting against the rear anti-collision beam assembly. The stop surface includes an edge portion for abutting against the end surface edge of the rear anti-collision beam assembly.

13. The rear floor assembly according to claim 12, characterized in that, The stop surface includes a middle portion connected to the edge portion and configured to abut against a middle region of an end surface of the rear anti-collision beam assembly.

14. The rear floor assembly according to claim 12, characterized in that, The area of ​​the stop surface is not less than the area of ​​the end surface of the rear anti-collision beam assembly abutting the stop surface, and / or the area of ​​the back surface of the end plate facing away from the stop surface is not less than the area of ​​the end surface of the rear longitudinal beam assembly abutting the back surface.

15. The rear floor assembly according to claim 10, characterized in that, The end plate is formed by casting.

16. The rear floor assembly according to claim 10, characterized in that, The width of the end plate at both ends along the vertical direction of the vehicle body is greater than the width in the middle.

17. The rear floor assembly according to claim 1, characterized in that, A feed-contraction rib is formed at one end of the rear longitudinal beam assembly away from the rear floor.

18. The rear floor assembly according to claim 17, characterized in that, The feed contraction ribs are configured to extend along the vertical direction of the vehicle body.

19. The rear floor assembly according to claim 1, characterized in that, The rear longitudinal beam assembly is formed with a plurality of mounting holes for being detachably connected to the rear end of the rear floor by means of fasteners, wherein the plurality of mounting holes are arranged in a triangle.

20. The rear floor assembly according to claim 19, characterized in that,An installation groove is formed on the rear floor, and the rear longitudinal beam assembly is matched with the shape of the installation groove, and the rear longitudinal beam assembly is inserted into the installation groove.

21. The rear floor assembly according to claim 1, wherein, The center line of the rear longitudinal beam assembly and the center line of the rear anti-collision beam assembly are arranged to be aligned along the front and rear of the vehicle body.

22. The rear floor assembly according to claim 1, wherein, The rear floor is integrally cast and formed.

23. The rear floor assembly according to claim 1, wherein, The rear longitudinal beam assembly has two vertical walls and four horizontal walls. The horizontal walls are connected between the two vertical walls. The vertical walls are divided into an upper section, a middle section and a lower section by the two horizontal walls. The thickness of the upper section and the lower section is the first thickness, and the thickness of the middle section and the horizontal walls is the second thickness. The ratio of the first thickness to the second thickness is 1.2 to 1.

5.

24. The rear floor assembly according to claim 23, wherein, The value of the first thickness is 2.8 to 3.2 mm, and the value of the second thickness is 2 to 2.4 mm.

25. A white vehicle body, wherein, Including the rear floor assembly according to any one of claims 1-24.

26. A vehicle, wherein, Including the white body according to claim 25.

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