Vehicle body longitudinal beam rear structure and vehicle

Abstract

The invention provides a vehicle body longitudinal beam rear structure and a vehicle. The vehicle body longitudinal beam rear structure comprises a front longitudinal beam inner plate, an auxiliary frame mounting plate, a front wall plate, a hanging point mounting plate and a longitudinal beam rear first reinforcing beam. The dash panel and the auxiliary frame mounting plate are oppositely arranged. And the front longitudinal beam inner plate is arranged on the outer side of the dash panel and the auxiliary frame mounting plate. The dash panel, the auxiliary frame mounting plate and the front longitudinal beam inner plate jointly form a cavity. The longitudinal beam rear portion first reinforcing beam is arranged on the auxiliary frame mounting plate in the longitudinal direction, and the front portion of the longitudinal beam rear portion first reinforcing beam supports the front longitudinal beam inner plate. And the hanging point mounting plate is arranged below the auxiliary frame mounting plate. Through the cavity structure formed by the dash panel, the auxiliary frame mounting plate and the front longitudinal beam inner plate, the collision force transmission efficiency is improved. Meanwhile, the front longitudinal beam inner plate is longitudinally supported by the first reinforcing beam on the rear portion of the longitudinal beam, the structural rigidity is enhanced, the hanging point mounting plate is arranged below the auxiliary frame mounting plate, and the requirement for collinear production of multiple vehicle types is met.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and particularly to a rear structure of a vehicle longitudinal beam and a vehicle. Background Art

[0002] Automobile safety is an element that needs to be considered at the initial stage of automobile design. In particular, the rationality of the vehicle collision force transmission path plays a key role in the safety of the automobile occupant compartment. In the conventional body design, while considering the height of the front and rear longitudinal beams, the design requirements for the co-line of fuel vehicles and pure electric vehicle models also need to be considered. In the existing rear structure of the vehicle longitudinal beam, the kickdown angle at the rear of the longitudinal beam is too large, resulting in an unsmooth collision force transmission path and affecting the safety of the occupant compartment. At the same time, when fuel vehicles and electric vehicles share the production line, the hanging point structure is complex, resulting in an increase in the body weight and low adaptability; the Z-direction height change of the longitudinal beam is large, affecting the consistency of the factory hard point strategy and resulting in high production line transformation costs.

[0003] Therefore, it is necessary to provide an improved rear structure of a vehicle longitudinal beam and a vehicle to solve the above problems. Summary of the Invention

[0004] The present application provides a rear structure of a vehicle longitudinal beam and a vehicle with good collision force transmission effect and high production line adaptability.

[0005] The present application provides a rear structure of a vehicle longitudinal beam, including: an inner front longitudinal beam, a subframe mounting plate, a front panel, a hanging point mounting plate, and a first rear longitudinal beam reinforcement; the front panel is disposed opposite to the subframe mounting plate, the inner front longitudinal beam is disposed outside the front panel and the subframe mounting plate, the front panel, the subframe mounting plate, and the inner front longitudinal beam jointly form a cavity, the first rear longitudinal beam reinforcement is longitudinally disposed on the subframe mounting plate, and the front portion of the first rear longitudinal beam reinforcement supports the inner front longitudinal beam; the hanging point mounting plate is disposed below the subframe mounting plate.

[0006] Further, the hanging point mounting plate includes a main board portion and a plurality of claw portions disposed around the main board portion, and the main board portion and the plurality of claw portions jointly form a concave cavity; the main board portion is provided with a main welding positioning hole.

[0007] Further, the plurality of claw portions are spaced apart and disposed around the main board portion, and a weight reduction notch is formed between adjacent two of the claw portions; each of the claw portions includes an extension portion connected to the main board portion and a welding portion bent from the extension portion.

[0008] Further, the main board portion includes a first support plate and a second support plate, the first support plate is located behind the second support plate and extends outward relative to the second support plate; a tire avoidance chamfer is provided on the outer side of the front end of the second support plate.

[0009] Further, the main welding positioning holes are arranged on the second support plate; and / or, painting skid holes and general assembly positioning holes are provided on the first support plate; and / or, a hanging point reinforcing plate is provided on the second support plate.

[0010] Further, a second rear longitudinal beam reinforcing beam is further provided on the subframe mounting plate; the second rear longitudinal beam reinforcing beam is longitudinally arranged inside the subframe mounting plate, and the front part of the second rear longitudinal beam reinforcing beam supports the inner front longitudinal beam; the second rear longitudinal beam reinforcing beam is embedded on the first rear longitudinal beam reinforcing beam.

[0011] Further, a cavity is formed in the main body of the second rear longitudinal beam reinforcing beam; a pair of flanges are formed on both sides of the main body; the pair of flanges are connected to the front apron; four sub-cavities that penetrate longitudinally are formed in the cavity by the first rear longitudinal beam reinforcing beam and the second rear longitudinal beam reinforcing beam.

[0012] Further, the first rear longitudinal beam reinforcing beam includes a bottom plate, side plates extending upward from the bottom plate, and a plurality of flanges arranged around the bottom plate and the side plates; the front end of the bottom plate fits with the front end of the subframe mounting plate and the two sides are welded together.

[0013] Further, subframe mounting points are provided on the bottom plate; a subframe mounting reinforcing plate is provided above the subframe mounting points, and the subframe mounting reinforcing plate is lapped with both the first rear longitudinal beam reinforcing beam and the second rear longitudinal beam reinforcing beam at the same time.

[0014] The present application also provides a vehicle, including the rear body longitudinal beam structure as described above.

[0015] Through the cavity structure formed by the front apron, the subframe mounting plate, and the inner front longitudinal beam in the present application, the collision force transmission efficiency of the rear body longitudinal beam structure is improved. At the same time, the first rear longitudinal beam reinforcing beam longitudinally supports the inner front longitudinal beam, which can enhance the structural stiffness. The hanging point mounting plate is arranged below the subframe mounting plate to meet the requirements of co-line production of multiple vehicle models. Description of the Drawings

[0016] Figure 1 is a top view of the rear body longitudinal beam structure of the present application.

[0017] Figure 2 is Figure 1 a side view of the rear body longitudinal beam structure shown.

[0018] Figure 3 is Figure 1 a perspective view of the rear body longitudinal beam structure shown.

[0019] Figure 4Yes Figure 1 The bottom view of the rear structure of the vehicle body longitudinal beam shown in the figure.

[0020] Figure 5 Yes Figure 4 The sectional view of the rear structure of the vehicle body longitudinal beam along line A-A shown in the figure.

[0021] Figure 6 Is the three-dimensional view of the rear structure of the vehicle body longitudinal beam of the present application without the second reinforcement beam at the rear of the longitudinal beam and the reinforcement plate for subframe installation.

[0022] Figure 7 Yes Figure 1 The three-dimensional view of the hanging point mounting plate of the rear structure of the vehicle body longitudinal beam shown in the figure.

[0023] Figure 8 Is the three-dimensional view of the assembled hanging point mounting plate and the hanging point reinforcement plate of the rear structure of the vehicle body longitudinal beam of the present application.

[0024] Explanation of the reference numerals in the attached drawings

[0025] 101, the front part of the front longitudinal beam of the vehicle body; 1011, the first inflection point; 102, the rear part of the front longitudinal beam of the vehicle body; 1021, the second inflection point; 1022, the kickdown angle; 1023, the kickdown angle; 103, the sill; 104, the first force transmission path; 105, the second force transmission path; 1051, the inward force transmission angle; 106, the third force transmission path; 107, the fourth force transmission path; 108, the first side collision prevention path; 109, the second side collision prevention path; 10, the inner panel of the front longitudinal beam; 11, the lower inner panel of the A-pillar; 20, the subframe mounting plate; 30, the front bulkhead; 40, the hanging point mounting plate; 401, the cavity; 41, the main board part; 411, the first support plate; 4111, the corner; 412, the second support plate; 413, the main welding positioning hole; 414, the painting skid hole; 415, the general assembly positioning hole; 416, the reserved hole; 42, the claw part; 420, the weight reduction notch; 421, the extension part; 422, the welding part; 43, the concave cavity; 44, the tire avoidance chamfer; 50, the first reinforcement beam at the rear of the longitudinal beam; 51, the bottom plate; 511, the subframe mounting point; 52, the side plate; 53, the flanging; 60, the second reinforcement beam at the rear of the longitudinal beam; 601, the battery pack mounting point; 61, the concave cavity; 62, the flanging; 70, the hanging point reinforcement plate; 80, the reinforcement plate for subframe installation; 81, the top plate; 82, the flanging; 200, the cavity; 201, 202, 203, 204, the sub-cavities; 205, the flanging; 300, the tire; L, the third bending line. Detailed implementation manners

[0026] Here, in conjunction with the accompanying drawings, the technical solutions in the embodiments (or "embodiment modes") of the present application will be clearly and completely described. When the following description involves the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0027] If there are terms related to directional indication or positional relationship in the embodiments of the present application (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), then such terms are only used to explain the relative positional relationship, movement conditions, etc. between components in a certain specific posture (as shown in the accompanying drawings); if this specific posture changes, then the directional indication or positional relationship also changes accordingly. In addition, the terms "first", "second", etc. involved in the embodiments of the present application are only for the purpose of convenient description and cannot be understood as indicating or implying relative importance.

[0028] See Figures 1 to 4 As shown, the present application provides a rear structure of a vehicle longitudinal beam, including an inner front longitudinal beam 10, a subframe mounting plate 20, a front bulkhead 30, a suspension point mounting plate 40, a first rear longitudinal beam reinforcing beam 50, and a second rear longitudinal beam reinforcing beam 60. The front bulkhead 30 and the subframe mounting plate 20 are disposed opposite to each other, and the inner front longitudinal beam 10 is disposed outside the front bulkhead 30 and the subframe mounting plate 20. The suspension point mounting plate 40 is disposed below the subframe mounting plate 20. The first rear longitudinal beam reinforcing beam 50 and the second rear longitudinal beam reinforcing beam 60 are longitudinally disposed on the subframe mounting plate 20. The front parts of the first rear longitudinal beam reinforcing beam 50 and the second rear longitudinal beam reinforcing beam 60 support the inner front longitudinal beam 10.

[0029] See Figure 5 As shown, according to the embodiment mode of the present application, the front bulkhead 30, the subframe mounting plate 20, and the inner front longitudinal beam 10 together form a cavity 200. The first rear longitudinal beam reinforcing beam 50 and the second rear longitudinal beam reinforcing beam 60 form four longitudinally penetrating sub-cavities in the cavity 200, namely sub-cavity 201, sub-cavity 202, sub-cavity 203, and sub-cavity 204.

[0030] The rear structure of the vehicle longitudinal beam includes the front part 101 and the rear part 102 of the vehicle front longitudinal beam. The force transmission structure of the vehicle longitudinal beam is composed of the front part 101 and the rear part 102 of the vehicle front longitudinal beam, and the collision force is transmitted from the front part 101 of the vehicle front longitudinal beam to the rear part 102 of the vehicle front longitudinal beam. The Z-direction height of the front part 101 of the vehicle front longitudinal beam is determined by the height of the collision barrier and the structure such as the chassis power. The Z-direction height of the rear part 102 of the vehicle front longitudinal beam is determined by the chassis subframe and the factory manufacturing hard points.

[0031] There is a first inflection point 1011 on the front part 101 of the vehicle body's front longitudinal beam, and a second inflection point 1021 on the rear part 102 of the vehicle body's front longitudinal beam. The connection line between the first inflection point 1011 and the second inflection point 1021 forms a kickdown angle 1022 with the horizontal line. Refer Figure 2 As shown, the kickdown angle 1022 of the present application is smaller than the kickdown angle 1023 of the prior art. By setting the suspension point mounting plate 40, the kickdown angle can be reduced.

[0032] In some embodiments, during vehicle design, according to the vehicle body height requirements, by adjusting the height H of the suspension point mounting plate 40, co-line production on the production line can be achieved. The value range of the height H of the suspension point mounting plate 40 is 2.0 mm to 80 mm.

[0033] Refer to Figure 4 As shown, the longitudinal dimension X of the subframe mounting plate 20 is determined by the battery pack boundary of the vehicle and the third bending line L of the rear structure of the front longitudinal beam and the vehicle body longitudinal beam. The front end of the subframe mounting plate 20 extends as far forward as possible towards the front of the vehicle, so that the subframe mounting plate 20 can resist the collision force encountered by the vehicle in advance and transmit the force.

[0034] According to the embodiment of the present application, the lateral width Y of the subframe mounting plate 20 near the third bending line L is greater than 18 mm, so that the subframe mounting plate 20 extends as far as possible to the third bending line L, while reserving the welding width of a welding point to improve the lateral support stability of the vehicle longitudinal beam.

[0035] The front bulkhead 30 covers above the subframe mounting plate 20 to form the top surface of the cavity 200, and the subframe mounting plate 20 forms the bottom surface of the cavity 200. The outer edge of the subframe mounting plate 20 is provided with a flanging 205 welded to the lower surface of the front bulkhead 30. The first rear longitudinal beam reinforcement 50 and the second rear longitudinal beam reinforcement 60 are also welded to the lower surface of the front bulkhead 30.

[0036] The width of the subframe mounting plate 20 of the present application is close to the width of the front bulkhead 30, and the subframe mounting plate 20 extends below the inner panel 10 of the front longitudinal beam, that is, the subframe mounting plate 20 has a continuous and through structure in the width direction of the vehicle body. In the length direction of the vehicle body, the front end of the subframe mounting plate 20 is connected to the front longitudinal beam, and the rear end can extend to the lower inner panel 11 of the A-pillar and the sill 103, realizing the through connection of the subframe mounting plate 20 from front to back and from inside to outside.

[0037] Refer to Figures 5 to 8As shown, the suspension point mounting plate 40 includes a main board portion 41 and a plurality of claw portions 42 provided around the main board portion 41. The main board portion 41 and the plurality of claw portions 42 together form a concave cavity 43. The main board portion 41 includes a first support plate 411 and a second support plate 412. The first support plate 411 is located at the rear of the second support plate 412 and extends outward relative to the second support plate 412. The main board portion 41 is provided with a main welding positioning hole 413, a painting skid hole 414, a general assembly positioning hole 415 and a reserved hole 416.

[0038] According to an embodiment of the present application, the main welding positioning hole 413 is provided on the second support plate 412. The painting skid hole 414, the general assembly positioning hole 415 and the reserved hole 416 are provided on the first support plate 411. The plurality of claw portions 42 are arranged at intervals around the main board portion 41, and a weight reduction notch 420 is formed between two adjacent claw portions 42 to reduce the weight of the suspension point mounting plate 40. Each claw portion 42 includes an extension portion 421 connected to the main board portion 41 and a welding portion 422 bent from the extension portion 421. A tire avoidance chamfer 44 is provided on the outer side of the front end of the second support plate 412.

[0039] The main welding positioning hole 413 has a fixed support plane requirement, and the distance between the main welding positioning hole 413 and the edge of the second support plate 412 needs to be greater than or equal to 30 mm. By arranging a plurality of claw portions 42 on the suspension point mounting plate 40 to be welded to the subframe mounting plate 20, and providing the tire avoidance chamfer 44 to open and avoid the interference position of the tire 300, the problem of insufficient movement envelope of large-sized tires is solved.

[0040] According to an embodiment of the present application, in order to achieve maximum weight reduction and simplify the process at the same time, the suspension point mounting plate 40 adopts an "eight-claw" structure, that is, the number of claw portions 42 is eight. One claw portion 42 is provided on each of the left and right sides of the second support plate 412. A corner 4111 is formed between the first support plate 411 and the second support plate 412, and a claw portion 42 is provided at the corner 4111. A plurality of claw portions 42 are provided on both sides and the rear side of the second support plate 412 respectively. Specifically, one claw portion 42 is provided behind the corner 4111 on one side of the second support plate 412, two claw portions 42 are provided on the other side of the second support plate 412, and two claw portions 42 are provided on the rear side of the second support plate 412.

[0041] The suspension point mounting plate 40 is manufactured by a stamping process, with a simple structure, and the claw portions 42 can be arranged according to the actual position, and the welding freedom degree of the suspension point mounting plate 40 is high. At the same time, a tire avoidance chamfer 44 is provided at the front part of the second support plate 412 of the suspension point mounting plate 40 to avoid the movement interference of the tire 300 and adapt to different tire sizes.

[0042] In some embodiments, the suspension point mounting plate 40 can be a cold stamping part or an aluminum alloy casting. In addition, the material of the suspension point mounting plate 40 can be selected according to the positioning of the specific vehicle model. As Figure 5 shown, the suspension point mounting plate 40 and the subframe mounting plate 20 enclose a cavity 401. The cavity 401 is located below the cavity 200 and is also located directly below the sub-cavities 203 and 204. The cross-section of the cavity 401 is trapezoidal. The cross-section of the suspension point mounting plate 40 is approximately U-shaped.

[0043] The rear structure of the vehicle body longitudinal beam of the present application transmits force from the front longitudinal beam inner plate 10 to the sill 103 to form a first force transmission path 104. The first force transmission path 104 is a route for transmitting force outward, and at the same time, force is transmitted to the rear of the vehicle and into the vehicle through the subframe mounting plate 20. Among them, the collision force is transmitted from the front longitudinal beam to the edge of the subframe mounting plate 20 to form a second force transmission path 105. An inward force transmission angle 1051 is formed on the second force transmission path 105. The angle range of the inward force transmission angle 1051 is 120° to 150° to extend the force transmission line and the smoothness of force transmission.

[0044] When a vehicle collision occurs, in order to ensure that the occupant compartment does not deform, a first rear longitudinal beam reinforcement 50 and a second rear longitudinal beam reinforcement 60 are longitudinally arranged inside the subframe mounting plate 20. The structural forms of the first rear longitudinal beam reinforcement 50 and the second rear longitudinal beam reinforcement 60 mainly consider the support of the front longitudinal beam inner plate 10 during a frontal collision to form a third force transmission path 106 and a fourth force transmission path 107. At the same time, when a small offset collision occurs, through the unique lateral jacking structure provided between the first rear longitudinal beam reinforcement 50 and the second rear longitudinal beam reinforcement 60 and the front longitudinal beam inner plate 10, a first lateral anti-collision path 108 and a second lateral anti-collision path 109 are formed.

[0045] The second rear longitudinal beam reinforcement 60 is longitudinally arranged inside the subframe mounting plate 20, and the second rear longitudinal beam reinforcement 60 is embedded on the first rear longitudinal beam reinforcement 50 to form a compound support structure. The first rear longitudinal beam reinforcement 50 includes a bottom plate 51, side plates 52 extending upward from the bottom plate 51, and a plurality of flanges 53 provided around the bottom plate 51 and the side plates 52. The front end of the bottom plate 51 is attached to the front end of the subframe mounting plate 20 and the two sides are welded together. Specifically, along the vehicle body width direction, that is Figure 6 the two flanges 53 on the left and right sides of the front part of the middle bottom plate 51 are respectively welded to the left and right sides of the front part of the subframe mounting plate 20. The subframe mounting points 511 are provided on the bottom plate 51, and a strengthening structure is provided around the subframe mounting points 511 to form a strengthening cavity to enhance the strength at the subframe mounting points 511.

[0046] The outer side of the front end of the bottom plate 51 is also welded to the inner panel 10 of the front longitudinal beam through a flange 53, that is, the flange 53 is welded to the outer side of the subframe mounting plate 20, and then the inner panel 10 of the front longitudinal beam is welded to the flange 53, so that the front part of the first reinforcing beam 50 at the rear of the longitudinal beam supports the inner panel 10 of the front longitudinal beam, forming a first lateral anti-collision path 108.

[0047] According to an embodiment of the present application, there are three layers from bottom to top at the bottom of the embedded part, which are: the subframe mounting plate 20, the bottom plate 51 and the main body bottom surface of the second reinforcing beam 60. The three-layer overlapping structure enables the force transmission effect of the rear structure of the vehicle body longitudinal beam to be good, and has a large stiffness and is not easily deformed.

[0048] The main body of the second reinforcing beam 60 at the rear of the longitudinal beam forms a concave cavity 61. A pair of flanges 62 are formed on both sides of the main body. The pair of flanges 62 are connected to the front panel 30. The outer side of the front part of the concave cavity 61 is welded to the inner panel 10 of the front longitudinal beam, so that the front part of the second reinforcing beam 60 at the rear of the longitudinal beam supports the inner panel 10 of the front longitudinal beam, forming a second lateral anti-collision path 109. The first reinforcing beam 50 at the rear of the longitudinal beam and the second reinforcing beam 60 at the rear of the longitudinal beam form sub-cavities 201, 202, 203 and 204 in the cavity 200. A battery pack mounting point 601 is provided on the second reinforcing beam 60 at the rear of the longitudinal beam.

[0049] As Figure 5 shown, the front panel 30, the subframe mounting plate 20 and the side panel 52 enclose a sub-cavity 201. The bottom plate 51, the side panel 52, the front panel 30 and the main body of the second reinforcing beam 60 at the rear of the longitudinal beam enclose a sub-cavity 202. The second reinforcing beam 60 at the rear of the longitudinal beam and the front panel 30 enclose a sub-cavity 203. The front panel 30, the subframe mounting plate 20, the inner panel 10 of the front longitudinal beam and the main body of the second reinforcing beam 60 at the rear of the longitudinal beam enclose a sub-cavity 204.

[0050] The rear structure of the vehicle body longitudinal beam further includes a suspension point reinforcing plate 70 and a subframe mounting reinforcing plate 80. The suspension point reinforcing plate 70 is provided on the second support plate 412. The subframe mounting reinforcing plate 80 is provided above the subframe mounting point 511, and the subframe mounting reinforcing plate 80 is overlapped with both the first reinforcing beam 50 at the rear of the longitudinal beam and the second reinforcing beam 60 at the rear of the longitudinal beam at the same time. The subframe mounting reinforcing plate 80 can strengthen the first lateral anti-collision path 108. The setting of the subframe mounting reinforcing plate 80 ensures that there is no deformation during the transfer process and realizes the optimal weight reduction design.

[0051] The subframe mounting reinforcing plate 80 includes a top plate 81 and flanges 82 provided around the top plate 81, and the flanges 82 are welded to the bottom plate 51, the main body of the second reinforcing beam 60 at the rear of the longitudinal beam and the inner panel 10 of the front longitudinal beam. The subframe mounting reinforcing plate 80 is provided in the cavity 200.

[0052] The present application also provides a vehicle, including the rear structure of the vehicle body longitudinal beam described above.

[0053] By optimizing the subframe mounting plate 20, the present application provides a through-type force transmission method, which has better collision force transmission effect. At the same time, the structure of the rear part of the vehicle body longitudinal beam is optimized, and a double-support form of the first reinforcing beam 50 at the rear part of the longitudinal beam and the second reinforcing beam 60 at the rear part of the longitudinal beam is adopted to solve the problem of bending deformation of the rear part of the longitudinal beam. At the same time, through the structural design of the hanging point mounting plate 40, the problem of excessive kickdown angle is solved, the weight of the whole vehicle is reduced, the strength requirement of the hanging point of the factory lifting tool is met, and the hanging point mounting plate 40 can adapt to the co-line production requirements of multiple vehicle models.

[0054] It should be noted that the technical solutions or technical features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of the present application is not limited to the precise structures described in the above embodiments and shown in the drawings; all modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present application shall be included within the scope of protection of the present application.

Claims

1. A rear structure of a vehicle longitudinal beam, characterized in that, Comprising: Inner front longitudinal beam, subframe mounting plate, front panel, suspension point mounting plate, and first rear longitudinal beam reinforcement; The front panel is disposed opposite to the subframe mounting plate. The inner front longitudinal beam is disposed outside the front panel and the subframe mounting plate. The front panel, the subframe mounting plate, and the inner front longitudinal beam together form a cavity. The first rear longitudinal beam reinforcement is longitudinally disposed on the subframe mounting plate, and the front portion of the first rear longitudinal beam reinforcement supports the inner front longitudinal beam. The suspension point mounting plate is disposed below the subframe mounting plate.

2. The rear structure of the vehicle body longitudinal beam according to claim 1, characterized in that The suspension point mounting plate includes a main board portion and a plurality of claw portions disposed around the main board portion. The main board portion and the plurality of claw portions together form a concave cavity. A main welding positioning hole is provided on the main board portion.

3. The rear structure of the vehicle body longitudinal beam according to claim 2, characterized in that The plurality of claw portions are spaced apart and disposed around the main board portion, and a weight reduction notch is formed between two adjacent claw portions. Each claw portion includes an extension portion connected to the main board portion and a welding portion bent from the extension portion.

4. The rear structure of the vehicle body longitudinal beam according to claim 2, characterized in that, The main board portion includes a first support plate and a second support plate. The first support plate is located at the rear of the second support plate and extends outward relative to the second support plate. A tire avoidance chamfer is provided on the outer side of the front end of the second support plate.

5. The rear structure of the vehicle body longitudinal beam according to claim 4, characterized in that The main welding positioning hole is provided on the second support plate; and / or, a painting skid hole and a general assembly positioning hole are provided on the first support plate; and / or, a suspension point reinforcement plate is provided on the second support plate.

6. The rear structure of the vehicle body longitudinal beam according to claim 1, characterized in that, A second rear longitudinal beam reinforcement is further provided on the subframe mounting plate. The second rear longitudinal beam reinforcement is longitudinally disposed inside the subframe mounting plate, and the front portion of the second rear longitudinal beam reinforcement supports the inner front longitudinal beam. The second rear longitudinal beam reinforcement is embedded on the first rear longitudinal beam reinforcement.

7. The rear structure of the vehicle body longitudinal beam according to claim 6, characterized in that, The main body of the second rear longitudinal beam reinforcement forms a concave cavity; a pair of flanges are formed on both sides of the main body; the pair of flanges are connected to the front panel; the first rear longitudinal beam reinforcement and the second rear longitudinal beam reinforcement form four longitudinally through sub-cavities in the cavity.

8. The rear structure of the vehicle body longitudinal beam according to claim 6, characterized in that, The first rear longitudinal beam reinforcement includes a bottom plate, side plates extending upward from the bottom plate, and a plurality of flanges disposed around the bottom plate and the side plates; the front end of the bottom plate is in contact with the front end of the subframe mounting plate and is welded together on both sides.

9. The rear structure of the vehicle body longitudinal beam according to claim 8, wherein, Subframe mounting points are provided on the bottom plate; a subframe mounting reinforcement plate is provided above the subframe mounting points, and the subframe mounting reinforcement plate is simultaneously lapped with the first rear longitudinal beam reinforcement and the second rear longitudinal beam reinforcement.

10. A vehicle, characterized in that, Including the rear structure of the vehicle body longitudinal beam according to any one of claims 1-9.

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