Rear wall assembly of vehicle and vehicle

Abstract

The invention discloses a rear wall assembly of a vehicle and the vehicle, and relates to the technical field of vehicles, the rear wall assembly comprises a rear wall inner plate and a rear wall outer plate which extend in a first direction, the rear wall inner plate comprises an inner plate side wall and an inner plate end wall, the inner plate side wall and the inner plate end wall are arranged and connected in a second direction, and the inner plate side wall and the inner plate end wall are arranged in the second direction; the inner plate end wall and the inner plate side wall are connected in a bent mode to form an edge folding structure extending in the first direction, the inner plate end wall is bent towards the rear wall outer plate and fixedly connected with the rear wall outer plate, the inner plate side wall and the rear wall outer plate are fixedly connected to form a connecting area extending in the first direction, and in the second direction, the inner plate side wall is fixedly connected with the connecting area. The orthographic projection of the folded edge structure and the orthographic projection of the connecting area intersect and define at least one closed area, and the first direction, the second direction and the third direction are perpendicular to one another. The orthographic projection of the folded edge structure and the orthographic projection of the connecting area in the second direction intersect and enclose to form at least one closed area, the structural performance of the rear wall assembly can be greatly improved, and the obvious weight and cost reduction effect is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a rear panel assembly of a vehicle and the vehicle. Background Art

[0002] In related technologies, the rear panel assembly is an important component of the rear part of the vehicle body, and its design has a direct impact on the overall performance of the vehicle. Existing rear panel assemblies mostly adopt traditional regular cavity beam structures. In order to achieve the established performance indicators, thicker steel plates are used to meet performance requirements. For local weak areas, patching method is often used to accumulate reinforcement plates. In short, it simply relies on increasing the material thickness and adding patch plates to meet the performance goals. The overall volume is large and bulky. In view of the current situation, it is urgent to design a rear panel assembly with better structural performance and lower weight cost. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a vehicle rear panel assembly that can significantly improve the structural performance of the rear panel assembly and also has a significant weight and cost reduction effect.

[0004] The present invention further provides a vehicle having the rear panel assembly.

[0005] A rear panel assembly of a vehicle according to an embodiment of the present invention includes:

[0006] The rear enclosure inner panel and the rear enclosure outer panel, the rear enclosure inner panel and the rear enclosure outer panel both extend along the first direction, the rear enclosure inner panel includes an inner panel side wall and an inner panel end wall, the inner panel side wall and the inner panel end wall are arranged and connected along the second direction, the rear enclosure inner panel and the rear enclosure outer panel are arranged along the third direction, the inner panel end wall and the inner panel side wall are bent and connected to form a folding structure extending along the first direction, the inner panel end wall is bent toward the rear enclosure outer panel and fixedly connected to the rear enclosure outer panel, the inner panel side wall and the rear enclosure outer panel are fixedly connected to form a connecting area extending along the first direction, along the second direction, the orthographic projection of the folding structure and the orthographic projection of the connecting area intersect and enclose at least one closed area, the first direction, the second direction and the third direction are perpendicular to each other.

[0007] According to the rear panel assembly of the vehicle of the embodiment of the present invention, the orthographic projection of the folding structure and the orthographic projection of the connecting area along the second direction intersect and enclose at least one closed area, and a first protruding area, a first recessed area, a second protruding area, and a second recessed area are provided. The first protruding area protrudes toward the first side of the rear panel assembly along the third direction, the first recessed area is recessed toward the second side of the rear panel assembly along the third direction, the second protruding area protrudes toward the first side of the rear panel assembly along the third direction, and the second recessed area is recessed toward the second side of the rear panel assembly along the third direction. The first protruding area and the second recessed area are correspondingly arranged along the second direction, and the first recessed area and the second protruding area are correspondingly arranged along the second direction. This can construct a rear panel assembly with a cross-sectional dimension when viewed from the second direction, rather than a traditional straight rear panel assembly without a cross-sectional dimension. This can greatly improve the structural strength and rigidity of the rear panel assembly, resist structural bending, torsion and modal deficiency caused by harsh working conditions, and can also reduce material usage while ensuring strength by optimizing the cross-sectional dimension, thereby achieving lightweight, reducing manufacturing costs and energy consumption.

[0008] According to some embodiments of the present invention, along the second direction, the end of the rear enclosure inner panel facing away from the inner panel end wall has a mounting edge, and the mounting edge is fixedly connected to the rear enclosure outer panel to form an edge connection area.

[0009] According to some embodiments of the present invention, the hem structure is formed with a first protruding area and a first recessed area connected along a first direction, the first protruding area protrudes toward the first side of the rear panel assembly along a third direction, and the first recessed area is recessed toward the second side of the rear panel assembly along the third direction;

[0010] The connecting area is formed with a second protruding area and a second recessed area connected along the first direction, the second protruding area protrudes toward the first side of the rear enclosure assembly along the third direction, the second recessed area is recessed toward the second side of the rear enclosure assembly along the third direction, the first protruding area and the second recessed area are correspondingly arranged along the second direction, and the first recessed area and the second protruding area are correspondingly arranged along the second direction.

[0011] According to some embodiments of the present invention, along the third direction, at least a portion of the first protruding area protrudes from the second recessed area toward the first side of the rear panel assembly; and / or,

[0012] At least a portion of the second protruding area protrudes from the first recessed area toward the first side of the rear enclosure assembly.

[0013] According to some embodiments of the present invention, the rear outer panel is formed with multiple force transmission structures, the multiple force transmission structures are arranged in sequence along the second direction, and at least one force transmission structure extends to the edge of the rear outer panel along the first direction.

[0014] According to some embodiments of the present invention, the rear outer panel includes a plurality of sub-outer panels, which are arranged in sequence along the second direction, and any two adjacent sub-outer panels are bent and connected to form a force transmission structure between the two adjacent sub-outer panels; and / or the rear outer panel is formed with reinforcing ribs extending along the first direction, and the reinforcing ribs are constructed as a force transmission structure.

[0015] According to some embodiments of the present invention, a flange structure is formed on the side edge of the rear inner panel along the first direction.

[0016] According to some embodiments of the present invention, a first force transmission path is formed on the rear inner panel, and along the second direction, the rear inner panel has a lower edge of the inner panel, one end of the first force transmission path is connected to the flange structure, and the other end of the first force transmission path extends to the lower edge of the inner panel; and / or

[0017] A second force transmission path is formed on the rear inner panel, the second force transmission path extends along the first direction, and one end of the second force transmission path is connected to the flange structure.

[0018] According to some embodiments of the present invention, a third force transmission path is formed on the rear inner panel. Along the second direction, the rear inner panel has a lower edge of the inner panel and an upper edge of the inner panel. The upper edge of the inner panel is used to cooperate with the D-pillar of the vehicle, and the two ends of the third force transmission path extend to the upper edge of the inner panel and the lower edge of the inner panel, respectively.

[0019] According to some embodiments of the present invention, the rear inner panel further forms a fourth force transmission path, the fourth force transmission path extends along the first direction, and one end of the fourth force transmission path is connected to the third force transmission path; and / or

[0020] The rear inner panel also forms a fifth force transmission path. Along the second direction, the lower end of the rear inner panel has a mounting edge, and the mounting edge is fixedly connected to the rear outer panel. One end of the fifth force transmission path is connected to the third force transmission path, and the other end of the fifth force transmission path extends to the mounting edge.

[0021] A vehicle according to an embodiment of the present invention includes the rear panel assembly of the vehicle of the above embodiment.

[0022] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0024] Figure 1 2 is a schematic structural diagram of a rear panel assembly and a D-pillar after assembly according to an embodiment of the present invention;

[0025] Figure 2 yes Figure 1The main view;

[0026] Figure 3 yes Figure 2 A is an enlarged schematic diagram;

[0027] Figure 4 Schematic diagram of the paths of the first force transmission path, the second force transmission path, the third force transmission path, the fourth force transmission path, and the fifth force transmission path according to an embodiment of the present invention;

[0028] Figure 5 is a cross-sectional view of a rear panel assembly according to an embodiment of the present invention;

[0029] Figure 6 yes Figure 5 A magnified schematic diagram of point B in FIG.

[0030] Figure 7 yes Figure 5 The enlarged schematic diagram of point C in FIG.

[0031] Figure 8 2 is another perspective view of the rear panel assembly according to an embodiment of the present invention.

[0032] Reference numerals:

[0033] Rear panel assembly 100;

[0034] A first protruding area 11; a first concave area 12;

[0035] A second protruding area 21; a second concave area 22;

[0036] Rear panel inner panel 30; flange structure 31; first force transmission path 32; second force transmission path 33; third force transmission path 34; fourth force transmission path 35; fifth force transmission path 36; inner panel upper edge 37; inner panel lower edge 38; mounting edge 39; inner panel side wall 391; inner panel end wall 392; flange structure 393; connection area 394;

[0037] Rear outer panel 40; force transmission structure 41; sub-outer panel 42;

[0038] D-pillar 50; cavity structure 51. DETAILED DESCRIPTION

[0039] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0040] Reference below Figures 1-8 A rear panel assembly 100 for a vehicle according to an embodiment of the present invention is described, comprising:

[0041] The rear enclosure inner panel 30 and the rear enclosure outer panel 40, the rear enclosure inner panel 30 and the rear enclosure outer panel 40 both extend along the first direction, the rear enclosure inner panel 30 includes an inner panel side wall 391 and an inner panel end wall 392, the inner panel side wall 391 and the inner panel end wall 392 are arranged and connected along the second direction, the rear enclosure inner panel 30 and the rear enclosure outer panel 40 are arranged along the third direction, the inner panel end wall 392 and the inner panel side wall 391 are bent and connected to form a folding structure 393 extending along the first direction, the inner panel end wall 392 is bent toward the rear enclosure outer panel 40 and fixedly connected to the rear enclosure outer panel 40, the inner panel side wall 391 and the rear enclosure outer panel 40 are fixedly connected to form a connection area 394 extending along the first direction, along the second direction, the orthographic projection of the folding structure 393 and the orthographic projection of the connection area 394 intersect and enclose at least one closed area, the first direction, the second direction and the third direction are perpendicular to each other.

[0042] Among them, Figure 1 As shown, the first direction is the Y direction in the figure (the width direction of the vehicle), the second direction is the Z direction in the figure (the height direction of the vehicle), and the third direction is the X direction in the figure (the length direction of the vehicle). The first direction, the second direction and the third direction are perpendicular to each other.

[0043] The rear panel assembly 100 includes a rear panel inner panel 30 and a rear panel outer panel 40. Both extend in a first direction (the width direction of the vehicle). The rear panel inner panel 30 and the rear panel outer panel 40 may extend in a curved or straight manner in the first direction, depending on the actual situation. The rear panel inner panel 30 includes an inner panel side wall 391 and an inner panel end wall 392. The inner panel side wall 391 and the inner panel end wall 392 are arranged and connected in a second direction (the height direction of the vehicle). In some embodiments of the present invention, the inner panel side wall 391 and the inner panel end wall 392 may be fixedly connected by welding or may be integrally formed. However, the present invention is not limited thereto. The inner panel side wall 391 and the inner panel end wall 392 may also be connected in other ways, as long as the inner panel side wall 391 and the inner panel end wall 392 are arranged and connected in the second direction.

[0044] The rear inner panel 30 and the rear outer panel 40 are arranged along a third direction (the longitudinal direction of the vehicle). The inner panel end wall 392 and the inner panel side wall 391 are bent and connected to form a hem structure 393 extending along a first direction. The inner panel end wall 392 is bent toward the rear outer panel 40 to define a cavity structure 51. The cavity structure 51 can collapse and absorb energy during a collision. The cavity structure 51 also enhances the torsional rigidity of the vehicle structure, thereby improving the collision performance of the vehicle. The inner panel end wall 392 is fixedly connected to the rear outer panel 40. In some embodiments of the present invention, the inner panel end wall 392 and the rear outer panel 40 can be fixedly connected by welding or bolts, but the present invention is not limited thereto. The inner panel end wall 392 and the rear outer panel 40 can also be fixedly connected by other means, as long as the inner panel end wall 392 and the rear outer panel 40 are fixedly connected.

[0045] The inner panel side wall 391 and the rear outer panel 40 are fixedly connected to form a connection area 394 extending along a first direction. Along the second direction, the orthographic projection of the folding structure 393 and the orthographic projection of the connection area 394 intersect and enclose at least one closed area. In some embodiments of the present invention, the orthographic projection of the folding structure 393 and the orthographic projection of the connection area 394 intersect and enclose to form one, two, three, four or the like closed areas, but the present invention is not limited thereto. The orthographic projection of the folding structure 393 and the orthographic projection of the connection area 394 intersect and enclose to form other numbers of closed areas, as long as the orthographic projection of the folding structure 393 and the orthographic projection of the connection area 394 intersect and enclose to form at least one closed area along the second direction.

[0046] Such a setting can construct a rear panel assembly 100 with a cross-sectional dimension when viewed from a second direction, rather than a traditional flat rear panel assembly 100 without a cross-sectional dimension. This can greatly improve the structural strength and rigidity of the rear panel assembly 100, resist structural bending, torsion and modal deficiencies generated under harsh working conditions, and can also reduce material usage while ensuring strength by optimizing the cross-sectional dimension, thereby achieving lightweighting, reducing manufacturing costs and energy consumption, and can also enhance the crush energy absorption effect of the rear panel assembly 100, further improving the safety and reliability of the vehicle.

[0047] According to the rear enclosure assembly 100 of the vehicle of the embodiment of the present invention, by providing a folding structure 393 and a connecting area 394, and along the second direction, the orthographic projection of the folding structure 393 and the orthographic projection of the connecting area 394 intersect and enclose at least one closed area, it is possible to construct a rear enclosure assembly 100 having a cross-sectional dimension when viewed from the second direction, rather than a traditional straight rear enclosure assembly 100 without a cross-sectional dimension. This can greatly improve the structural strength and rigidity of the rear enclosure assembly 100, resist structural bending, torsion and modal deficiencies generated under harsh working conditions, and can also reduce material usage while ensuring strength by optimizing the cross-sectional dimension, thereby achieving lightweighting, reducing manufacturing costs and energy consumption.

[0048] According to some embodiments of the present invention, Figure 1 and Figure 2 As shown, along the second direction, the end of the rear inner panel 30 away from the inner panel end wall 392 has a mounting edge 39 , and the mounting edge 39 and the rear outer panel 40 are fixedly connected to form an edge connection area 394 .

[0049] Among them, the mounting edge 39 and the rear outer panel 40 are fixedly connected. In some embodiments of the present invention, the mounting edge 39 and the rear outer panel 40 can be fixedly connected by welding, or the mounting edge 39 and the rear outer panel 40 can be fixedly connected by bolts, but the present invention is not limited thereto. The mounting edge 39 and the rear outer panel 40 can also be fixedly connected by other means, as long as the inner panel end wall 392 is fixedly connected to the rear outer panel 40. The mounting edge 39 and the rear enclosure outer panel 40 are fixedly connected to form a connection area 394, so that the orthographic projection of the connection area 394 intersects with the orthographic projection of the folding edge structure 393 along the second direction and encloses at least one closed area, so as to construct a rear enclosure assembly 100 with a cross-sectional dimension when viewed from the second direction, rather than a traditional straight rear enclosure assembly 100 without cross-sectional dimensions. This can greatly improve the structural strength and rigidity of the rear enclosure assembly 100, resist structural bending, torsion and modal deficiencies generated under harsh working conditions, and can also reduce material usage while ensuring strength by optimizing the cross-sectional dimension, thereby achieving lightweighting, reducing manufacturing costs and energy consumption.

[0050] According to some embodiments of the present invention, Figure 5-Figure 7 As shown, the hem structure 393 is formed with a first protruding area 11 and a first recessed area 12 connected along a first direction, the first protruding area 11 protrudes toward the first side of the rear panel assembly 100 along a third direction, and the first recessed area 12 is recessed toward the second side of the rear panel assembly 100 along the third direction;

[0051] The connecting area 394 is formed with a second protruding area 21 and a second recessed area 22 connected along the first direction. The second protruding area 21 protrudes toward the first side of the rear enclosure assembly 100 along the third direction, and the second recessed area 22 is recessed toward the second side of the rear enclosure assembly 100 along the third direction. The first protruding area 11 and the second recessed area 22 are correspondingly arranged along the second direction, and the first recessed area 12 and the second protruding area 21 are correspondingly arranged along the second direction.

[0052] Among them, the folding structure 393 is formed with a first protruding area 11 and a first recessed area 12 connected along a first direction. The first protruding area 11 and the first recessed area 12 can be multiple, and multiple first protruding areas 11 and multiple first recessed areas 12 are cross-connected (along the first direction, one first protruding area 11, one first recessed area 12, one first protruding area 11, one first recessed area 12, and one first protruding area 11 are arranged and connected in sequence), the first protruding area 11 protrudes toward the first side of the rear enclosure assembly 100 along the third direction, and the first recessed area 12 is recessed toward the second side of the rear enclosure assembly 100 along the third direction.

[0053] The connecting area 394 is formed with a second protruding area 21 and a second recessed area 22 connected along the first direction. The second protruding area 21 and the second recessed area 22 can be multiple, and multiple second protruding areas 21 and multiple second recessed areas 22 are cross-connected (along the first direction, one second recessed area 22, one second protruding area 21, one second recessed area 22, one second protruding area 21, and one second recessed area 22 are arranged and connected in sequence), the second protruding area 21 protrudes toward the first side of the rear enclosure assembly 100 along the third direction, and the second recessed area 22 is recessed toward the second side of the rear enclosure assembly 100 along the third direction.

[0054] And along the third direction, the first protruding area 11 and the second recessed area 22 are arranged relative to each other, and the first recessed area 12 and the second protruding area 21 are arranged relative to each other. In this way, a plurality of closed areas can be formed by the first protruding area 11, the first recessed area 12, the second protruding area 21 and the second recessed area 22. The maximum contours of the plurality of closed areas are connected along the first direction to form a cross-band area, thereby constructing a rear enclosure assembly 100 with a cross-sectional dimension when viewed from the second direction, rather than a traditional straight rear enclosure assembly 100 without a cross-sectional dimension. The structural strength and rigidity of the rear enclosure assembly 100 can be greatly improved to resist structural bending, torsion and modal deficiency caused by harsh working conditions. The cross-sectional dimension can also be optimized to reduce the amount of material used while ensuring strength, thereby achieving lightweighting, and reducing manufacturing costs and energy consumption.

[0055] The first protruding area 11 and the second recessed area 22 are correspondingly arranged along the second direction, and the first recessed area 12 and the second protruding area 21 are correspondingly arranged along the second direction, which means that along the second direction, the projection of the first protruding area 11 is at least partially located within the projection of the second recessed area 22, and the projection of the second protruding area 21 is at least partially located within the projection of the first recessed area 12. Such an arrangement can construct a rear enclosure assembly 100 with a cross-sectional dimension when viewed from the second direction, rather than a traditional flat rear enclosure assembly 100 without a cross-sectional dimension. This can greatly improve the structural strength and rigidity of the rear enclosure assembly 100, resist structural bending, torsion and modal deficiencies generated under harsh working conditions, and can also reduce material usage while ensuring strength by optimizing the cross-sectional dimension, thereby achieving lightweighting, reducing manufacturing costs and energy consumption.

[0056] According to some embodiments of the present invention, Figure 5-Figure 7 As shown, along the third direction, at least a portion of the first protruding area 11 protrudes from the second recessed area 22 toward the first side of the rear panel assembly 100; and / or,

[0057] At least a portion of the second protruding area 21 protrudes from the first recessed area 12 toward the first side of the rear panel assembly 100 .

[0058] In which, along the third direction, at least a portion of the first protruding area 11 protrudes from the second recessed area 22 toward the first side of the rear panel assembly 100 .

[0059] Alternatively, along the third direction, at least a portion of the second protruding area 21 protrudes from the first recessed area 12 toward the first side of the rear panel assembly 100 .

[0060] Alternatively, along the third direction, at least a portion of the first protruding area 11 protrudes from the second recessed area 22 toward the first side of the rear panel assembly 100, and at least a portion of the second protruding area 21 protrudes from the first recessed area 12 toward the first side of the rear panel assembly 100 (this embodiment is used as an example for description of the present invention). At least a portion of the first protruding area 11 protrudes from the second recessed area 22 toward the first side of the rear panel assembly 100. In some embodiments of the present invention, one-half, two-thirds, or other proportions of the first protruding area 11 may protrude from the second recessed area 22 toward the first side of the rear panel assembly 100. However, the present invention is not limited thereto. Alternatively, the entire first protruding area 11 may protrude from the second recessed area 22 toward the first side of the rear panel assembly 100, as long as at least a portion of the first protruding area 11 protrudes from the second recessed area 22 toward the first side of the rear panel assembly 100.

[0061] And at least a portion of the second protruding area 21 protrudes from the first recessed area 12 toward the first side of the rear panel assembly 100. In some embodiments of the present invention, one-half, two-thirds, or other proportions of the second protruding area 21 may protrude from the first recessed area 12 toward the first side of the rear panel assembly 100, but the present invention is not limited thereto. The second protruding area 21 may also protrude from the first recessed area 12 toward the first side of the rear panel assembly 100 in its entirety, as long as at least a portion of the second protruding area 21 protrudes from the first recessed area 12 toward the first side of the rear panel assembly 100.

[0062] By having at least a portion of the first protruding area 11 protrude from the second recessed area 22 toward the first side of the rear enclosure assembly 100, and at least a portion of the second protruding area 21 protrude from the first recessed area 12 toward the first side of the rear enclosure assembly 100, the first protruding area 11 and the second recessed area 22, as well as the second protruding area 21 and the first recessed area 12, can form intersecting closed areas, thereby constructing a rear enclosure assembly 100 having a cross-sectional size when viewed from a second direction. This can greatly improve the structural strength and rigidity of the rear enclosure assembly 100, resist structural bending, torsion and modal deficiencies generated under harsh working conditions, and can also reduce material usage while ensuring strength by optimizing the cross-sectional size, thereby achieving lightweighting, and reducing manufacturing costs and energy consumption.

[0063] According to some embodiments of the present invention, Figure 5-Figure 7 As shown, there are multiple first protruding areas 11 and multiple second concave areas 22, and the multiple first protruding areas 11 and the multiple second concave areas 22 are arranged in a one-to-one correspondence; and / or,

[0064] There are multiple second protruding areas 21 and multiple first concave areas 12 , and the multiple second protruding areas 21 and the multiple first concave areas 12 are arranged in a one-to-one correspondence.

[0065] There are multiple first protruding areas 11 and multiple second concave areas 22 , and the multiple first protruding areas 11 and the multiple second concave areas 22 are arranged in a one-to-one correspondence.

[0066] Alternatively, there may be multiple second protruding areas 21 and multiple first concave areas 12 , and the multiple second protruding areas 21 and the multiple first concave areas 12 are arranged in a one-to-one correspondence.

[0067] Alternatively, there may be multiple first protruding areas 11 and multiple second concave areas 22, and the multiple first protruding areas 11 and the multiple second concave areas 22 are arranged in a one-to-one correspondence, and there may be multiple second protruding areas 21 and the multiple first concave areas 12, and the multiple second protruding areas 21 and the multiple first concave areas 12 are arranged in a one-to-one correspondence (the present invention is described using this embodiment as an example).

[0068] There are multiple first protruding areas 11 and multiple second recessed areas 22. In some embodiments of the present invention, there may be two, three, or four first protruding areas 11 and multiple recessed areas 22, but the present invention is not limited thereto. Other numbers of first protruding areas 11 and multiple recessed areas 22 are also possible, as long as there are multiple first protruding areas 11 and multiple recessed areas 22. Furthermore, the multiple first protruding areas 11 and the multiple second recessed areas 22 are arranged in a one-to-one correspondence, so that the multiple first protruding areas 11 and the multiple second recessed areas 22 form a multiple intersecting closed areas.

[0069] There are multiple second protruding areas 21 and multiple first recessed areas 12. In some embodiments of the present invention, there may be two, three, or four second protruding areas 21 and multiple first recessed areas 12, but the present invention is not limited thereto. Other numbers of second protruding areas 21 and multiple first recessed areas 12 are also possible, as long as there are multiple second protruding areas 21 and multiple first recessed areas 12. Furthermore, the multiple second protruding areas 21 and multiple first recessed areas 12 are arranged in a one-to-one correspondence, so that the multiple second protruding areas 21 and multiple first recessed areas 12 form multiple intersecting closed areas.

[0070] Furthermore, along the first direction, a first convex area 11, a first concave area 12, a first convex area 11, a first concave area 12, and a first convex area 11 are arranged in sequence and connected, and along the first direction, a second concave area 22, a second convex area 21, a second concave area 22, a second convex area 21, and a second concave area 22 are arranged in sequence and connected, and a plurality of first convex areas 11 and a plurality of second concave areas 22 are arranged in one-to-one correspondence to form a plurality of crossed closed areas, and a plurality of second convex areas 21 and a plurality of first concave areas 12 are arranged in one-to-one correspondence. A plurality of intersecting closed areas are arranged, and the maximum contours of the plurality of intersecting closed areas are connected in sequence along the first direction to form a cross-belt area, thereby constructing a rear enclosure assembly 100 having a cross-sectional dimension when viewed from a second direction, rather than a traditional straight rear enclosure assembly 100 without a cross-sectional dimension. This can greatly improve the structural strength and rigidity of the rear enclosure assembly 100, resist structural bending, torsion and modal deficiency caused by harsh working conditions, and can also reduce material usage while ensuring strength by optimizing the cross-sectional dimension, thereby further achieving lightweighting and further reducing manufacturing costs and energy consumption.

[0071] According to some embodiments of the present invention, Figure 2 and Figure 8 As shown, the rear outer panel 40 is formed with a plurality of force transmission structures 41 , which are arranged in sequence along the second direction, and at least one force transmission structure 41 extends to the edge of the rear outer panel 40 along the first direction.

[0072] Among them, the rear enclosure inner panel 30 and the rear enclosure outer panel 40 are arranged along the third direction and fixedly connected. In some embodiments of the present invention, the rear enclosure inner panel 30 and the rear enclosure outer panel 40 can be fixedly connected by bolts, or the rear enclosure inner panel 30 and the rear enclosure outer panel 40 can be fixedly connected by welding, but the present invention is not limited thereto. The rear enclosure inner panel 30 and the rear enclosure outer panel 40 can also be connected in other ways, as long as the rear enclosure inner panel 30 and the rear enclosure outer panel 40 are arranged along the third direction and fixedly connected.

[0073] The rear outer panel 40 is formed with multiple force transmission structures 41. In some embodiments of the present invention, the rear outer panel 40 may be formed with two, three, four, or the like force transmission structures 41, but the present invention is not limited thereto. The rear outer panel 40 may also be formed with other numbers of force transmission structures 41, as long as the rear outer panel 40 is formed with multiple force transmission structures 41.

[0074] Multiple force transmission structures 41 are arranged in sequence along the second direction, which can greatly improve the structural strength and rigidity of the rear panel assembly 100, ensure the bending and torsional resistance and modality of the rear panel assembly 100 itself and in the entire vehicle, and multiple force transmission structures 41 form multiple force transmission paths. When the vehicle collides (such as rear-end collision), multiple force transmission structures 41 can disperse and transmit the impact force, avoid local stress concentration, and thus enhance the overall impact resistance of the rear panel assembly 100.

[0075] At least one force transmission structure 41 extends along the first direction to the edge of the rear outer panel 40. In some embodiments of the present invention, there may be one, two, three, or other number of force transmission structures 41 extending along the first direction to the edge of the rear outer panel 40, but the present invention is not limited thereto. There may also be other numbers of force transmission structures 41 extending along the first direction to the edge of the rear outer panel 40, as long as at least one force transmission structure 41 extends along the first direction to the edge of the rear outer panel 40.

[0076] The present invention is illustrated by taking the example of multiple force transmission structures 41 extending along the first direction to the edge of the rear outer panel 40. Such a configuration can enable the force transmission structures 41 to cover a wider area, further enhance the edge strength of the rear assembly 100, reduce the risk of edge deformation during a collision, and thereby enhance the safety performance of the vehicle.

[0077] According to some embodiments of the present invention, Figure 5 As shown, the rear outer panel 40 includes a plurality of sub-outer panels 42, and the plurality of sub-outer panels 42 are arranged in sequence along the second direction, and any two adjacent sub-outer panels 42 are bent and connected to form a force transmission structure 41 between the two adjacent sub-outer panels 42; and / or the rear outer panel 40 is formed with reinforcing ribs extending along the first direction, and the reinforcing ribs are constructed as the force transmission structure 41.

[0078] Among them, the rear outer panel 40 includes multiple sub-outer panels 42. In some embodiments of the present invention, the rear outer panel 40 may include two, three, four, or the like sub-outer panels 42, but the present invention is not limited thereto. The rear outer panel 40 may also include other numbers of sub-outer panels 42, as long as the rear outer panel 40 includes multiple sub-outer panels 42.

[0079] Adjacent sub-outer panels 42 are connected by bending to form a force transmission structure 41. This allows collision forces to be continuously transmitted along the force transmission structure 41, avoiding localized stress concentration, effectively dispersing the impact force, and reducing damage to the rear panel assembly 100. The force transmission structure 41 formed by the bending connection resembles a multi-stage energy absorption box, gradually deforming and absorbing energy during a collision, thereby reducing intrusion into the passenger compartment and protecting occupants. The multiple sub-outer panels 42 are connected by bending to form a single unit, significantly increasing the rigidity of the rear panel 40. This ensures that the rear panel assembly 100 maintains greater stability when subjected to lateral or torsional forces, reducing the risk of deformation.

[0080] Or, as Figure 8 As shown, the rear outer panel 40 is formed with reinforcing ribs extending along a first direction (the width of the vehicle). These ribs increase the moment of inertia of the local cross-section, significantly improving the flexural and torsional stiffness of the rear outer panel 40 in the first direction, and reducing deformation under collision or dynamic loads. The ribs distribute concentrated loads over a larger area, reducing the risk of localized stress concentration and preventing cracking or failure caused by excessive stress. The ribs also guide collision forces or vibration energy along a predetermined path, such as distributing rear impact forces to the vehicle frame or side panels, reducing direct impact on the passenger compartment. The ribs also adjust the natural frequency of the rear outer panel 40, preventing resonance with road excitation or engine vibration, thereby reducing interior noise. By dispersing vibration energy, the ribs reduce the vibration amplitude of the rear outer panel 40 and improve NVH (noise, vibration, and harshness) performance. By replacing some thicker plates with reinforcing ribs, material usage is reduced while maintaining strength, achieving vehicle lightweighting and lowering manufacturing costs. The ribs also reduce fatigue damage under dynamic loads, extending the service life of the rear outer panel 40.

[0081] Alternatively, the rear outer panel 40 includes a plurality of sub-outer panels 42, which are arranged in sequence along the second direction, and any two adjacent sub-outer panels 42 are bent and connected to form a force transmission structure 41 between the two adjacent sub-outer panels 42, and the rear outer panel 40 is formed with reinforcing ribs extending along the first direction, and the reinforcing ribs are constructed as the force transmission structure 41 (the present invention is explained using this embodiment as an example). By setting up a plurality of sub-outer panels 42 to form a whole by bending and connecting, the rigidity of the rear outer panel 40 is significantly improved, so that the rear outer assembly 100 can maintain better stability when subjected to lateral force or torsional force, reducing the risk of deformation. In addition, by simultaneously setting up reinforcing ribs to replace some thick plate designs, the material usage can be reduced while ensuring strength, thereby achieving lightweighting of the vehicle and reducing manufacturing costs. The reinforcing ribs can also reduce fatigue damage under dynamic loads and extend the service life of the rear outer panel 40.

[0082] According to some embodiments of the present invention, Figure 2 and Figure 3 As shown, along the first direction, a flange structure 31 is formed on the side edge of the rear inner panel 30 .

[0083] Among them, the rear enclosure inner panel 30 and the rear enclosure outer panel 40 are arranged along the third direction and fixedly connected. In some embodiments of the present invention, the rear enclosure inner panel 30 and the rear enclosure outer panel 40 can be fixedly connected by bolts, or the rear enclosure inner panel 30 and the rear enclosure outer panel 40 can be fixedly connected by welding, but the present invention is not limited thereto. The rear enclosure inner panel 30 and the rear enclosure outer panel 40 can also be connected in other ways, as long as the rear enclosure inner panel 30 and the rear enclosure outer panel 40 are arranged along the third direction and fixedly connected.

[0084] Along the first direction, flange structures 31 can be formed on both sides of the rear inner panel 30. Together, the rear inner panel 30 and flange structures 31 define a U-shaped cross-section that significantly increases local stiffness, resisting bending deformation along the first direction (e.g., longitudinal or lateral) and improving overall torsional and bending resistance. Furthermore, the flange structures 31 can be used to direct forces acting on the D-pillar 50, distributing concentrated forces (such as collision forces or lateral loads) over a larger area and guiding them along a predetermined path. For example, the flange structures 31 can transfer forces to the rocker beam, floor crossbar, or roof rail, avoiding localized stress concentration. The flange structures 31 reduce energy loss during force transmission, ensuring that more energy is absorbed or dispersed by the vehicle body structure rather than directly impacting the passenger compartment. The flange structures 31 optimize the modal frequency of the D-pillar 50, preventing resonance with road excitation or engine vibration, and reducing interior noise.

[0085] According to some embodiments of the present invention, Figure 4As shown, the rear inner panel 30 is formed with a first force transmission path 32. Along the second direction, the rear inner panel 30 has an inner panel lower edge 38. One end of the first force transmission path 32 is connected to the flange structure 31, and the other end of the first force transmission path 32 extends to the inner panel lower edge 38; and / or

[0086] A second force transmission path 33 is formed on the rear inner panel 30 . The second force transmission path 33 extends along the first direction. One end of the second force transmission path 33 is connected to the flange structure 31 .

[0087] Among them, the rear inner panel 30 forms a first force transmission path 32. Along the second direction, the rear inner panel 30 has an inner panel lower edge 38. One end of the first force transmission path 32 is connected to the flange structure 31, and the other end of the first force transmission path 32 extends to the inner panel lower edge 38.

[0088] Or the rear inner panel 30 is formed with a second force transmission path 33 , the second force transmission path 33 extends along the first direction, and one end of the first force transmission path 32 is connected to the flange structure 31 .

[0089] Or the rear inner panel 30 is formed with a first force transmission path 32, and along the second direction, the rear inner panel 30 has an inner panel lower edge 38, one end of the first force transmission path 32 is connected to the flange structure 31, and the other end of the first force transmission path 32 extends to the inner panel lower edge 38, and the rear inner panel 30 is formed with a second force transmission path 33, the second force transmission path 33 extends along the first direction, and one end of the first force transmission path 32 is connected to the flange structure 31 (the present invention is explained by taking this embodiment as an example).

[0090] One end of the first force transmission path 32 is connected to the flange structure 31, and the other end of the first force transmission path 32 extends to the lower edge 38 of the inner panel, transmitting force along the second direction. In a side collision, the flange structure 31 serves as the initial force point, directing force through the first force transmission path 32 to the lower edge 38 of the inner panel, and then transmitting it to the rocker beam or floor cross member, reducing direct impact on the passenger compartment. The extended path design increases the force transmission distance, disperses stress concentration, and avoids excessive local deformation. The rear panel inner panel 30 also forms a second force transmission path 33. The second force transmission path 33 extends along the first direction and one end of the second force transmission path 33 is connected to the flange structure 31, capable of transmitting force in the first direction through the second force transmission path 33. In a rear-end collision or rear impact, the second force transmission path 33 transmits force laterally to other vehicle body structures (such as the side panel or B-pillar), enhancing the deformation resistance of the rear panel assembly 100. The second force transmission path 33 works together with the first force transmission path 32 to form a "longitudinal + transverse" three-dimensional force transmission network, which prevents the flange structure 31 from bearing too much force and causing structural instability and bending deformation. The flange structure 31 is connected to other structures of the vehicle body through the first force transmission path 32 and the second force transmission path 33 to form a "multi-point support" effect, which significantly improves the bending and torsional stiffness of the rear inner panel 30. The cross design of the first force transmission path 32 and the second force transmission path 33 can optimize the stress distribution of the rear inner panel 30, reduce vibration and noise, improve NVH performance, and thereby improve the overall collision safety of the rear assembly 100.

[0091] According to some embodiments of the present invention, Figure 4 As shown, the rear inner panel 30 forms a third force transmission path 34. Along the second direction, the rear inner panel 30 has an inner panel lower edge 38 and an inner panel upper edge 37. The inner panel upper edge 37 is used to cooperate with the D-pillar 50 of the vehicle. The two ends of the third force transmission path 34 extend to the inner panel upper edge 37 and the inner panel lower edge 38 respectively.

[0092] The rear quarter inner panel 30 may be formed with a third force transmission path 34. Along the second direction, the rear quarter inner panel 30 has an inner panel lower edge 38 and an inner panel upper edge 37. The inner panel upper edge 37 is configured to engage with the vehicle's D-pillar 50. The inner panel upper edge 37 extends along the second direction, connecting the inner panel upper edge 37 (which engages with the D-pillar 50) and the inner panel lower edge 38 at both ends. When the vehicle is subjected to a side collision, the impact force exerted on the D-pillar 50 is transmitted through the inner panel upper edge 37 to the third force transmission path 34. From there, it is transferred along the third force transmission path 34 to the inner panel lower edge 38, where it is then dispersed to the sill beam or floor cross member. This effectively reduces direct impact force into the passenger compartment, protecting rear passengers. In a rear-end collision, the third force transmission path 34 enhances the longitudinal load-bearing capacity of the rear quarter inner panel 30, transferring the impact force from the inner panel lower edge 38 upward to the inner panel upper edge 37, where it is then dispersed through the D-pillar 50 to other vehicle body structures, minimizing deformation of the rear quarter assembly 100. The third force transmission path 34 improves the torsional rigidity of the rear inner panel 30 , reduces deformation of the vehicle body during rolling, and protects the integrity of the passenger compartment.

[0093] The design of the third force transmission path 34 allows the rear inner panel 30 to be reinforced in key areas (such as the upper edge 37 and lower edge 38) rather than thickened overall, achieving lightweighting. The third force transmission path 34 can be achieved through an integrated molding process, reducing subsequent processing steps and lowering manufacturing costs. The third force transmission path 34, the first force transmission path 32, and the second force transmission path 33 together form a three-dimensional force transmission network. In the event of a collision, the three force transmission paths work together to disperse the collision force in multiple directions, further enhancing the collision safety of the vehicle body. Furthermore, the third force transmission path 34, along with the first force transmission path 32 and the second force transmission path 33, optimizes the stress distribution in the rear inner panel 30, reducing vibration and noise, and improving NVH performance.

[0094] According to some embodiments of the present invention, Figure 4 As shown, the rear inner panel 30 is further formed with a fourth force transmission path 35, the fourth force transmission path 35 extends along the first direction, and one end of the fourth force transmission path 35 is connected to the third force transmission path 34; and / or

[0095] The rear inner panel 30 also forms a fifth force transmission path 36. Along the second direction, the lower end of the rear inner panel 30 has a mounting edge 39. The mounting edge 39 is fixedly connected to the rear outer panel 40. One end of the fifth force transmission path 36 is connected to the third force transmission path 34, and the other end of the fifth force transmission path 36 extends to the mounting edge 39.

[0096] The rear inner panel 30 further forms a fourth force transmission path 35 , which extends along the first direction. One end of the fourth force transmission path 35 is connected to the third force transmission path 34 .

[0097] Alternatively, the rear inner panel 30 also forms a fifth force transmission path 36. Along the second direction, the lower end of the rear inner panel 30 has a mounting edge 39. The mounting edge 39 is fixedly connected to the rear outer panel 40. One end of the fifth force transmission path 36 is connected to the third force transmission path 34, and the other end of the fifth force transmission path 36 extends to the mounting edge 39.

[0098] Alternatively, the rear inner panel 30 is further formed with a fourth force transmission path 35, which extends along the first direction, and one end of the fourth force transmission path 35 is connected to the third force transmission path 34, and the rear inner panel 30 is further formed with a fifth force transmission path 36, along the second direction, the lower end of the rear inner panel 30 has a mounting edge 39, and the mounting edge 39 is fixedly connected to the rear outer panel 40, one end of the fifth force transmission path 36 is connected to the third force transmission path 34, and the other end of the fifth force transmission path 36 extends to the mounting edge 39 (the present invention is explained using this embodiment as an example).

[0099] The fourth force transmission path 35 extends along the first direction, and one end of the fourth force transmission path 35 is connected to the third force transmission path 34. When a collision occurs, the third force transmission path 34 transmits force to the fourth force transmission path 35. The fourth force transmission path 35 can further disperse the force to avoid local stress concentration, reduce the direct impact on the passenger compartment, and improve safety during side collisions and rear-end collisions.

[0100] Along the second direction, the lower end of the rear quarter inner panel 30 has a mounting edge 39, which is fixedly connected to the rear quarter outer panel 40. One end of the fifth force transmission path 36 is connected to the third force transmission path 34, and the other end of the fifth force transmission path 36 extends to the mounting edge 39. During a collision, the fifth force transmission path 36 can transfer force from the third force transmission path 34 to the mounting edge 39, and then through the mounting edge 39 to the force transmission structure 41 of the rear quarter outer panel 40, forming a more extensive force transmission network and enhancing the overall deformation resistance of the vehicle body. The fourth force transmission path 35, the fifth force transmission path 36, and the third force transmission path 34 work together to form a three-dimensional force transmission structure 41, which enhances the bending and torsional rigidity of the rear quarter inner panel 30, reduces vibration and deformation of the vehicle body during driving, and ensures that the corner structure is durable and reliable, without instability, bending, or deformation when the vehicle is twisted and bent.

[0101] Furthermore, the rear panel assembly 100 of the present invention can be constructed as an integral structure, or can be segmented and spliced along the first direction according to actual conditions. Figure 5 As shown, the rear inner panel 30 and the rear outer panel 40 are connected and together define a cavity structure 51. The cavity structure 51 can collapse and absorb energy during a collision. In addition, the cavity structure 51 can also enhance the torsional stiffness of the vehicle structure, which is beneficial to improving the collision performance of the vehicle.

[0102] According to an embodiment of the present invention, the vehicle includes the rear panel assembly 100 of the vehicle of the above embodiment, by providing a first protruding area 11, a first recessed area 12, a second protruding area 21, and a second recessed area 22, wherein the first protruding area 11 protrudes toward the first side of the rear panel assembly 100 along the third direction, the first recessed area 12 is recessed toward the second side of the rear panel assembly 100 along the third direction, the second protruding area 21 protrudes toward the first side of the rear panel assembly 100 along the third direction, and the second recessed area 22 is recessed toward the second side of the rear panel assembly 100 along the third direction. The first recessed area 12 and the second protruding area 21 are correspondingly arranged along the second direction, and a rear enclosure assembly 100 having a cross-sectional dimension when viewed from the second direction can be constructed, rather than a traditional straight rear enclosure assembly 100 without a cross-sectional dimension. The structural strength and rigidity of the rear enclosure assembly 100 can be greatly improved to resist structural bending, torsion and modal deficiencies generated under harsh working conditions. The cross-sectional dimension can also be optimized to reduce material usage while ensuring strength, thereby achieving lightweighting, and reducing manufacturing costs and energy consumption.

[0103] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0104] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A rear panel assembly (100) for a vehicle, characterized in that: include: A rear enclosure inner panel (30) and a rear enclosure outer panel (40), wherein the rear enclosure inner panel (30) and the rear enclosure outer panel (40) are both extended in a first direction, the rear enclosure inner panel (30) comprises an inner panel side wall (391) and an inner panel end wall (392), the inner panel side wall (391) and the inner panel end wall (392) are arranged and connected in a second direction, the rear enclosure inner panel (30) and the rear enclosure outer panel (40) are arranged in a third direction, the inner panel end wall (392) and the inner panel side wall (391) are bent and connected to form a connection extending in the first direction. The inner panel end wall (392) is bent toward the rear outer panel (40) and fixedly connected to the rear outer panel (40), and the inner panel side wall (391) and the rear outer panel (40) are fixedly connected to form a connection area (394) extending along the first direction. Along the second direction, the positive projection of the folding structure (393) and the positive projection of the connection area (394) intersect and enclose at least one closed area, and the first direction, the second direction and the third direction are perpendicular to each other.

2. The rear panel assembly (100) of a vehicle according to claim 1, characterized in that: Along the second direction, the rear inner panel (30) has a mounting edge (39) at one end facing away from the inner panel end wall (392), and the mounting edge (39) and the rear outer panel (40) are fixedly connected to form a connection area (394).

3. The rear panel assembly (100) of a vehicle according to claim 1, characterized in that: The folding structure (393) is formed with a first protruding area (11) and a first recessed area (12) connected along the first direction, the first protruding area (11) protruding toward the first side of the rear enclosure assembly (100) along the third direction, and the first recessed area (12) recessed toward the second side of the rear enclosure assembly (100) along the third direction; The connecting area (394) is formed with a second protruding area (21) and a second recessed area (22) connected along the first direction, the second protruding area (21) protrudes toward the first side of the rear enclosure assembly (100) along the third direction, and the second recessed area (22) is recessed toward the second side of the rear enclosure assembly (100) along the third direction, the first protruding area (11) and the second recessed area (22) are correspondingly arranged along the second direction, and the first recessed area (12) and the second protruding area (21) are correspondingly arranged along the second direction.

4. The rear panel assembly (100) of a vehicle according to claim 3, characterized in that: Along the third direction, at least a portion of the first protruding area (11) protrudes from the second recessed area (22) toward the first side of the rear enclosure assembly (100); and / or, At least a portion of the second protruding area (21) protrudes from the first recessed area (12) toward the first side of the rear enclosure assembly (100).

5. The rear panel assembly (100) of a vehicle according to any one of claims 1 to 4, characterized in that: The rear outer panel (40) is formed with a plurality of force transmission structures (41), the plurality of force transmission structures (41) are arranged in sequence along the second direction, and at least one of the force transmission structures (41) extends along the first direction to the edge of the rear outer panel (40).

6. The rear panel assembly (100) of a vehicle according to claim 5, characterized in that: The rear outer panel (40) includes a plurality of sub-outer panels (42), the plurality of sub-outer panels (42) are sequentially arranged along the second direction, and any two adjacent sub-outer panels (42) are bent and connected to form the force transmission structure (41) between the two adjacent sub-outer panels (42); and / or The rear outer panel (40) is formed with reinforcing ribs extending along the first direction, and the reinforcing ribs are configured as the force transmission structure (41).

7. The rear panel assembly (100) of a vehicle according to any one of claims 1 to 4, characterized in that: Along the first direction, a flange structure (31) is formed on the side edge of the rear inner panel (30).

8. The rear panel assembly (100) of a vehicle according to claim 7, characterized in that: The rear inner panel (30) is formed with a first force transmission path (32), and along the second direction, the rear inner panel (30) has an inner panel lower edge (38), one end of the first force transmission path (32) is connected to the flange structure (31), and the other end of the first force transmission path (32) extends to the inner panel lower edge (38); and / or The rear inner panel (30) is formed with a second force transmission path (33), the second force transmission path (33) extends along the first direction, and one end of the second force transmission path (33) is connected to the flange structure (31).

9. The rear panel assembly (100) of a vehicle according to claim 7, characterized in that: The rear enclosure inner panel (30) is formed with a third force transmission path (34). Along the second direction, the rear enclosure inner panel (30) has an inner panel lower edge (38) and an inner panel upper edge (37). The inner panel upper edge (37) is used to cooperate with the D-pillar (50) of the vehicle. The two ends of the third force transmission path (34) extend to the inner panel upper edge (37) and the inner panel lower edge (38), respectively.

10. The rear panel assembly (100) of a vehicle according to claim 9, characterized in that: The rear inner panel (30) is further formed with a fourth force transmission path (35), the fourth force transmission path (35) extending along the first direction, one end of the fourth force transmission path (35) being connected to the third force transmission path (34); and / or The rear enclosure inner panel (30) is further formed with a fifth force transmission path (36). Along the second direction, the lower end of the rear enclosure inner panel (30) has a mounting edge (39). The mounting edge (39) is fixedly connected to the rear enclosure outer panel (40). One end of the fifth force transmission path (36) is connected to the third force transmission path (34), and the other end of the fifth force transmission path (36) extends to the mounting edge (39).

11. A vehicle, characterized in that: A rear panel assembly (100) for a vehicle comprising the vehicle according to any one of claims 1-10.

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