Vehicle body rear structure and vehicle

Abstract

The utility model provides a vehicle body rear structure and a vehicle, and is applied to the field of vehicle energy absorption. The vehicle body rear structure comprises a first force transmission structure, a second force transmission structure and a third force transmission structure. The first force transmission structure and the third force transmission structure are located on the upper side and the lower side of the second force transmission structure correspondingly. The second force transmission structure comprises a die-casting rear floor and a longitudinal beam rear section arranged on the rear portion of the die-casting rear floor, and the longitudinal beam rear section is made of an energy absorption structure. The second force transmission structure absorbs collision energy through collapse of the longitudinal beam rear section, and the energy absorption capacity of the second force transmission structure is larger than the sum of the energy absorption capacity of the first force transmission structure and the energy absorption capacity of the third force transmission structure. According to the vehicle body rear structure, the energy absorption capacity of the second force transmission structure is improved, so that the overall energy absorption capacity of the vehicle body rear structure is improved, the vehicle body rear structure can meet the increased collision energy absorption requirement, and passengers in a vehicle are prevented from being injured.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle energy absorption, in particular to a vehicle body rear structure and a vehicle. Background Art

[0002] Collision safety is a crucial vehicle performance factor, directly impacting personal safety and influencing vehicle marketing and promotion. A collision (especially at the rear) often generates significant impact force, which can crush the rear structure and potentially cause rigid structures within the rear cabin to intrude into the passenger compartment, potentially causing bodily harm or even death to the occupants.

[0003] To enhance collision safety, vehicles are often designed with a variety of safety features to absorb collision energy. However, with technological advancements and rising living standards, demands for vehicle performance are steadily increasing. In rear-end collisions, the rear structure must absorb increased collision energy. Existing rear-end structures are unable to absorb this increased energy, potentially causing injury to passengers. Utility Model Content

[0004] The embodiments of the present invention provide a vehicle body rear structure and a vehicle to solve the problem that the existing vehicle body rear structure cannot meet the increased collision energy absorption demand and still causes harm to the passengers in the vehicle.

[0005] In a first aspect, an embodiment of the present invention provides a vehicle body rear structure, comprising a first force transmission structure, a second force transmission structure, and a third force transmission structure; the first force transmission structure and the third force transmission structure are respectively located on the upper and lower sides of the second force transmission structure;

[0006] The second force transmission structure includes a die-cast rear floor and a rear section of a longitudinal beam arranged at the rear of the die-cast rear floor, and the rear section of the longitudinal beam is made of an energy-absorbing structure;

[0007] The second force transmission structure absorbs collision energy by collapsing the rear section of the longitudinal beam. The energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first force transmission structure and the third force transmission structure.

[0008] In an embodiment of the present application, when the vehicle collides from the rear, the collision energy can be absorbed jointly by the first force transmission structure, the second force transmission structure and the third force transmission structure, wherein the second force transmission structure absorbs the collision energy by collapsing the rear section of the longitudinal beam, and the energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first force transmission structure and the third force transmission structure, that is, by improving the energy absorption capacity of the second force transmission structure, the overall energy absorption capacity of the rear structure of the vehicle body is improved, so that the rear structure of the vehicle body can meet the increased collision energy absorption demand and avoid injury to passengers in the vehicle.

[0009] In a possible implementation, a ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first force transmission structure, the second force transmission structure, and the third force transmission structure is greater than or equal to 60%.

[0010] In the embodiment of the present application, the energy absorption capacity of the second force transmission structure accounts for greater than or equal to 60%, thereby improving the energy absorption capacity of the second force transmission structure without changing the first force transmission structure and the third force transmission structure, thereby improving the energy absorption capacity of the rear structure of the vehicle body.

[0011] In a possible implementation, the second force transmission structure further includes a rear anti-collision beam arranged at the rear portion of the rear section of the longitudinal beam; the rear anti-collision beam is made of an energy absorbing structure;

[0012] The second force transmission structure also absorbs collision energy through the collapse of the rear anti-collision beam.

[0013] In the embodiment of the present application, in addition to absorbing collision energy through the collapse of the rear section of the longitudinal beam, the second force transmission structure can also absorb collision energy through the collapse of the rear anti-collision beam, which can further improve the energy absorption capacity of the second force transmission structure.

[0014] In a possible implementation, the tensile strength of the rear section of the longitudinal beam is less than the tensile strength of the die-cast rear floor.

[0015] In the embodiment of the present application, the tensile strength of the rear section of the longitudinal beam is less than the tensile strength of the die-cast rear floor, so that the rear section of the longitudinal beam can collapse and absorb energy before the die-cast rear floor, thereby minimizing deformation of the die-cast rear floor and harming passengers in the vehicle. At the same time, during subsequent maintenance, major maintenance modifications can be avoided as much as possible.

[0016] In a possible implementation, the rear section of the longitudinal beam is made of extruded aluminum profile.

[0017] In the embodiment of the present application, the rear section of the longitudinal beam is made of extruded aluminum profile, which is convenient for designing into a complex cross-sectional shape to optimize the energy absorption performance of the rear section of the longitudinal beam. It is also light in weight and can reduce the weight of the entire vehicle.

[0018] In a possible implementation, the first force transmission structure is the upper vehicle body, the second force transmission structure is the lower vehicle body, and the third force transmission structure is the subframe.

[0019] In a possible implementation, the material thickness of the rear section of the longitudinal beam is 4 mm.

[0020] In a possible implementation, the length of the rear section of the longitudinal beam ranges from 212 mm to 285 mm.

[0021] In the embodiment of the present application, by setting the material thickness and length of the rear section of the longitudinal beam, the energy absorption capacity of the rear section of the longitudinal beam can be improved, thereby improving the energy absorption capacity of the second force transmission structure and the rear structure of the vehicle body, so that the rear structure of the vehicle body can meet the increased collision energy absorption requirements. When the rear structure of the vehicle body is subsequently designed, the design can be based on the range of the material thickness and length of the rear section of the longitudinal beam.

[0022] In one possible implementation, when the vehicle curb mass is less than or equal to 2000 kg, L / M ≥ 10.5%;

[0023] When the vehicle's curb weight is greater than 2000 kg, 7.0% <L / M<10.5%;

[0024] Where L is the length of the rear section of the longitudinal beam; M is the vehicle curb weight.

[0025] The size of the vehicle's curb weight will affect the length of the rear section of the longitudinal beam. Therefore, the embodiment of the present application associates the length of the rear section of the longitudinal beam with the vehicle's curb weight, and the rear structure of the vehicle body can be designed subsequently based on the association between the two. In addition, the embodiment of the present application also distinguishes the association between the length of the rear section of the longitudinal beam and the vehicle's curb weight for different models, and different models can be designed according to the corresponding association between the two.

[0026] In a second aspect, an embodiment of the present invention provides a vehicle, comprising a vehicle body rear structure according to the first aspect or any possible implementation of the first aspect.

[0027] It can be understood that the beneficial effects of the second aspect mentioned above can be found in the relevant description of the first aspect mentioned above, and will not be repeated here.

[0028] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0030] Figure 1 It is a schematic diagram of the rear structure of the vehicle body provided by an embodiment of the present utility model;

[0031] Figure 2 is a schematic diagram of a second force transmission structure provided by an embodiment of the present utility model from a first perspective;

[0032] Figure 3 is a schematic diagram of a second perspective of a second force transmission structure provided by an embodiment of the present utility model;

[0033] Figure 4 It is a schematic diagram of the material thickness of the rear section of the longitudinal beam provided in an embodiment of the present utility model. DETAILED DESCRIPTION

[0034] The present application will be described more clearly below with reference to specific embodiments. The following embodiments will help those skilled in the art further understand the function of the present application, but are not intended to limit the present application in any form. It should be noted that those skilled in the art may make a number of modifications and improvements without departing from the concept of the present application. These all fall within the scope of protection of the present application.

[0035] It should be understood that when used in the present specification and the appended claims, the term "comprising" indicates the presence of described features, integers, steps, operations, elements and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or collections thereof.

[0036] It will also be understood that the term "and / or" used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0037] In the description of this application specification and the appended claims, the terms "first", "second", "third", etc. are only used to distinguish the descriptions and cannot be understood as indicating or implying relative importance.

[0038] References to "one embodiment" or "some embodiments" in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in one or more embodiments of the present application. Thus, phrases such as "in one embodiment," "in some embodiments," "in other embodiments," and "in other embodiments" appearing in various places in this specification do not necessarily refer to the same embodiment, but rather mean "one or more but not all embodiments," unless otherwise specifically emphasized. The terms "including," "comprising," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0039] In addition, the “plurality” mentioned in the embodiments of the present application should be interpreted as two or more.

[0040] The following is a detailed description of the implementation of the present invention with reference to the accompanying drawings:

[0041] Figure 1 A schematic diagram of the rear vehicle body structure provided in an embodiment of the present application. The rear vehicle body structure includes a first force transmission structure 11, a second force transmission structure 12, and a third force transmission structure 13. When the vehicle is involved in a rear-end collision, the first force transmission structure 11, the second force transmission structure 12, and the third force transmission structure 13 can jointly absorb the energy generated by the rear-end collision, thereby reducing the impact force transmitted to the interior of the vehicle, thereby effectively protecting the vehicle occupants and reducing injuries to the occupants.

[0042] However, with the development of science and technology and the improvement of living standards, the performance of vehicles has been continuously improved. In the corresponding standards, the collision energy required for the rear (i.e., tail) collision of the vehicle has been significantly increased, by about 27%. For example, as the vehicle speed continues to increase and the vehicle's curb weight continues to increase, the collision energy that the rear body structure needs to absorb in the event of a rear collision increases. However, the existing rear body structure cannot meet the demand for absorbing the increased collision energy, and in the event of a rear collision, it will still cause harm to the passengers in the vehicle. Therefore, how to design the specific structure of the rear body structure to meet the demand for absorbing the gradually increasing collision energy is a problem that needs to be solved urgently.

[0043] In order to solve the above problems, an embodiment of the present application provides a rear vehicle body structure, including a first force transmission structure, a second force transmission structure and a third force transmission structure. When the vehicle collides from the rear, the collision energy can be absorbed jointly by the first force transmission structure, the second force transmission structure and the third force transmission structure. Among them, the second force transmission structure absorbs the collision energy by collapsing the rear section of the longitudinal beam. The energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first force transmission structure and the third force transmission structure. By improving the energy absorption capacity of the second force transmission structure, the overall energy absorption capacity of the rear vehicle body structure is improved, so that the rear vehicle body structure can meet the increased collision energy absorption requirements and avoid injuries to passengers in the vehicle.

[0044] Figure 1 This is a schematic diagram of the rear structure of the vehicle body provided in an embodiment of the present application. Figure 2 and Figure 3 Schematic diagram of the second force transmission structure 12 provided in the embodiment of the present application from different perspectives. Figures 1 to 3 The rear structure of the vehicle body may include a first force transmission structure 11, a second force transmission structure 12 and a third force transmission structure 13; the first force transmission structure 11 and the third force transmission structure 13 are respectively located on the upper and lower sides of the second force transmission structure 12;

[0045] The second force transmission structure 12 includes a die-cast rear floor 121 and a longitudinal beam rear section 122 arranged at the rear of the die-cast rear floor 121. The longitudinal beam rear section 122 is made of an energy absorbing structure.

[0046] The second force transmission structure 12 absorbs collision energy by collapsing the longitudinal beam rear section 122 . The energy absorption capacity of the second force transmission structure 12 is greater than the sum of the energy absorption capacities of the first force transmission structure 11 and the third force transmission structure 13 .

[0047] See also Figure 1 The first force transmission structure 11 can be an upper vehicle body and can be located above the second force transmission structure 12. The second force transmission structure 12 can be an undercarriage. The third force transmission structure 13 can be a subframe and can be located below the second force transmission structure 12. The first force transmission structure 11, the second force transmission structure 12, and the third force transmission structure 13 can all absorb collision energy when the vehicle is involved in a rear-end collision.

[0048] With the promotion of body die-casting technology, more and more vehicles are beginning to use die-casting technology, among which the die-cast rear floor 121 is widely used. The application of the die-cast rear floor 121 can realize the integrated manufacturing of complex structures, thereby greatly reducing the number of parts, simplifying the assembly process, and improving production efficiency. At the same time, it can also achieve lightweighting of the vehicle, improving endurance and safety. Therefore, see Figure 2 and Figure 3 The second force transmission structure 12 of the embodiment of the present application includes the above-mentioned die-cast rear floor 121, and also includes a longitudinal beam rear section 122 arranged at the rear of the die-cast rear floor 121. The longitudinal beam rear section 122 can be made of an energy-absorbing structure. When the vehicle collides from the rear, the longitudinal beam rear section 122 can collapse and absorb the collision energy.

[0049] See also Figure 3 The left and right sides of the die-cast rear floor 121 can be provided with the above-mentioned longitudinal beam rear section 122. When the vehicle collides from the rear, the second force transmission structure 12 can absorb the collision energy through the collapse of the longitudinal beam rear section 122.

[0050] When the vehicle encounters a rear collision, the first force transmission structure 11 can absorb the collision energy through the rear bumper, rear fender and rear door, and the third force transmission structure 13 can absorb the collision energy through the rear subframe longitudinal beam and connecting longitudinal beam. Figure 1 , Figure 1 Arrows are used to show the force transmission directions of the first force transmission structure 11 , the second force transmission structure 12 and the third force transmission structure 13 when the vehicle is involved in a rear-end collision.

[0051] It should be noted that the front and rear described in the embodiments of the present application are consistent with the front and rear of the vehicle.

[0052] The energy absorption capacity of the first force transmission structure 11 , the energy absorption capacity of the second force transmission structure 12 , and the energy absorption capacity of the third force transmission structure 13 can be represented by the maximum collision energy that each can absorb.

[0053] In the related art, the energy absorption capacity of the second force transmission structure 12 may be greater than the energy absorption capacity of the first force transmission structure 11, and also greater than the energy absorption capacity of the third force transmission structure 13, but the energy absorption capacity of the second force transmission structure is not greater than the sum of the energy absorption capacities of the first force transmission structure 11 and the third force transmission structure 13. For example, the energy absorption ratio of the first force transmission structure 11, the second force transmission structure 12 and the third force transmission structure 13 may be 3:4:3, etc. However, the embodiment of the present application takes into account that when a rear-end collision occurs, the second force transmission structure 12 is the most direct structure for absorbing the energy of the rear-end collision. Therefore, by improving the energy absorption capacity of the second force transmission structure 12, it is equivalent to keeping the first force transmission structure 11 and the third force transmission structure 13 unchanged, and the energy absorption capacity of the second force transmission structure 12 is enhanced. Therefore, when a rear-end collision occurs, the energy absorption capacity of the second force transmission structure 12 is greater than the sum of the energy absorption capacities of the first force transmission structure 11 and the third force transmission structure 13, thereby improving the overall energy absorption capacity of the rear structure of the vehicle body.

[0054] In an embodiment of the present application, when the vehicle collides from the rear, the collision energy can be absorbed jointly by the first force transmission structure 11, the second force transmission structure 12 and the third force transmission structure 13, wherein the second force transmission structure 12 absorbs the collision energy by collapsing the rear section 122 of the longitudinal beam, and the energy absorption capacity of the second force transmission structure 12 is greater than the sum of the energy absorption capacity of the first force transmission structure 11 and the third force transmission structure 13, that is, by improving the energy absorption capacity of the second force transmission structure 12, the overall energy absorption capacity of the rear structure of the vehicle body is improved, so that the rear structure of the vehicle body can meet the increased collision energy absorption demand and avoid injury to passengers in the vehicle.

[0055] The above embodiment describes the overall structure of the rear vehicle body structure. The following embodiment describes the details of the structure one by one. First, the energy absorption ratio of the second force transmission structure 12 is introduced.

[0056] In some embodiments, the ratio of the energy absorption capacity of the second force transmission structure 12 to the sum of the energy absorption capacity of the first force transmission structure 11 , the second force transmission structure 12 and the third force transmission structure 13 is greater than or equal to 60%.

[0057] Exemplarily, the ratio of the energy absorption capacity of the second force transmission structure 12 to the sum of the energy absorption capacity of the first force transmission structure 11, the second force transmission structure 12 and the third force transmission structure 13 can be 60%, 65% or 70%, etc., and the specific value can be determined according to actual needs.

[0058] The energy absorption capacity ratio of the first force transmission structure 11, the second force transmission structure 12 and the third force transmission structure 13 can be 2:6:2, 1:6:3, 3:6:1, 1:7:2 or 2:7:1, etc. For example, when the energy absorption capacity ratio of the first force transmission structure 11, the second force transmission structure 12 and the third force transmission structure 13 is 2:6:2, 1:6:3 or 3:6:1, the ratio of the energy absorption capacity of the second force transmission structure 12 to the sum of the energy absorption capacity of the first force transmission structure 11, the second force transmission structure 12 and the third force transmission structure 13 is 60%; when the energy absorption capacity ratio of the first force transmission structure 11, the second force transmission structure 12 and the third force transmission structure 13 is 1:7:2 or 2:7:1, the ratio of the energy absorption capacity of the second force transmission structure 12 to the sum of the energy absorption capacity of the first force transmission structure 11, the second force transmission structure 12 and the third force transmission structure 13 is 70%; and so on.

[0059] In the embodiments of the present application, improvements are primarily made to the second force transmission structure 12 to enhance the energy absorption capacity of the vehicle's rear structure. When the first and third force transmission structures 11, 13 remain unchanged, i.e., their energy absorption capacities remain unchanged, increasing the energy absorption capacity of the second force transmission structure 12 to greater than or equal to 60% significantly improves the energy absorption capacity of the second force transmission structure 12, and thus the energy absorption capacity of the vehicle's rear structure.

[0060] After introducing the energy absorption ratio of the second force transmission structure 12 , the specific components of the second force transmission structure 12 are further introduced.

[0061] In some embodiments, see Figure 2 and Figure 3 The second force transmission structure 12 further includes a rear anti-collision beam 123 arranged at the rear of the longitudinal beam rear section 122; the rear anti-collision beam 123 is made of an energy absorbing structure;

[0062] The second force transmission structure 12 also absorbs collision energy through the collapse of the rear anti-collision beam 123 .

[0063] See also Figure 2 and Figure 3 The second force transmission structure 12 can be a three-section structure, including a die-cast rear floor 121, a rear longitudinal beam section 122, and a rear anti-collision beam 123, arranged in sequence along the vehicle's front-to-rear direction. The rear anti-collision beam 123 can be made of extruded aluminum and has the ability to absorb collision energy. It can collapse and absorb collision energy in the event of a rear-end collision.

[0064] When the vehicle is involved in a rear-end collision, the force transmission path of the second force transmission structure 12 is from the rear anti-collision beam 123 to the rear section of the longitudinal beam 122 and then to the die-cast rear floor 121. To prevent deformation of the die-cast rear floor 121 during a rear-end collision, thereby minimizing damage to passengers and facilitating subsequent repairs with minimal modifications, the embodiment of the present application shares the collision energy required to be absorbed by the second force transmission structure 12 through the rear anti-collision beam 123 and the rear section of the longitudinal beam 122, eliminating the need for the die-cast rear floor 121 to absorb the energy.

[0065] In the embodiment of the present application, in addition to absorbing collision energy through the collapse of the rear section 122 of the longitudinal beam, the second force transmission structure 12 can also absorb collision energy through the collapse of the rear anti-collision beam 123, which can further improve the energy absorption capacity of the second force transmission structure 12.

[0066] After introducing the specific components of the second force transmission structure 12, the parameters, materials, etc. of its different components are further introduced.

[0067] In some embodiments, the tensile strength of the rear rail section 122 is less than the tensile strength of the die-cast rear floor panel 121 .

[0068] As previously mentioned, in the event of a rear-end collision, in order to minimize the deformation of the die-cast rear floor panel 121, minimize damage to the vehicle occupants by maintaining its maximum length, and allow for minor repairs during subsequent maintenance, the rear longitudinal beam section 122 must collapse and absorb energy before the die-cast rear floor panel 121. Consequently, the tensile strength of the rear longitudinal beam section 122 is lower than that of the die-cast rear floor panel 121.

[0069] For example, the tensile strength of the longitudinal beam rear section 122 may be 230 MPa, the tensile strength of the die-cast rear floor panel 121 may be 290 MPa, and so on.

[0070] In the embodiment of the present application, the tensile strength of the longitudinal beam rear section 122 is lower than the tensile strength of the die-cast rear floor 121, so that the longitudinal beam rear section 122 can collapse and absorb energy before the die-cast rear floor 121, thereby minimizing deformation of the die-cast rear floor 121 and harming passengers in the vehicle. At the same time, during subsequent maintenance, major maintenance modifications can be avoided as much as possible.

[0071] In some embodiments, the longitudinal beam rear section 122 is made of extruded aluminum.

[0072] In the embodiment of the present application, the rear section 122 of the longitudinal beam is made of extruded aluminum profile, which is convenient for designing into a complex cross-sectional shape to optimize the energy absorption performance of the rear section 122 of the longitudinal beam. In addition, the extruded aluminum profile is light in weight, which can reduce the mold development cost and its own weight, thereby realizing the lightweight design of the rear section 122 of the longitudinal beam, and thus improving the lightweight degree and usage quality of the entire vehicle.

[0073] Similarly, the aforementioned rear anti-collision beam 123 can also be made of extruded aluminum profiles, which is convenient for designing into complex cross-sectional shapes to optimize the energy absorption performance of the rear anti-collision beam 123. In addition, the extruded aluminum profiles are relatively light in weight, which can reduce the mold development cost and its own weight, thereby realizing the lightweight design of the rear anti-collision beam 123, and thus improving the lightweight degree and usage quality of the entire vehicle.

[0074] In some possible implementations, a plurality of collapse holes may be provided on the longitudinal beam rear section 122 and the rear anti-collision beam 123 to enhance the energy absorption performance of the longitudinal beam rear section 122 and the rear anti-collision beam 123 .

[0075] In some embodiments, the material thickness of the longitudinal beam rear section 122 is 4 mm.

[0076] See also Figure 4 , Figure 4 A schematic diagram of a cross section of the longitudinal beam rear section is shown. The thickness of the longitudinal beam rear section 122 is as follows: Figure 4 As shown by D in the figure, the interior of the rear longitudinal section 122 can be a hollow cavity. Therefore, the thickness of the material of the rear longitudinal section 122 is equal to the thickness of the profile that encloses the cavity. In some possible implementations, the interior of the rear longitudinal section 122 can also include a reinforcement plate to increase its collision energy absorption capacity and divide the interior of the rear longitudinal section 122 into multiple cavities.

[0077] For example, the material thickness of the longitudinal beam rear section 122 may be less than or equal to 4 mm. Further, the material thickness of the longitudinal beam rear section 122 may range from 2.5 mm to 4 mm.

[0078] When determining the thickness of the rear longitudinal section 122, the tensile strength of the rear longitudinal section 122, the tensile strength of the die-cast rear floor panel 121, and the thickness of the die-cast rear floor panel 121 at the connection with the rear longitudinal section 122 can be considered. Based on the principle that the tensile strength of the rear longitudinal section 122 is less than that of the die-cast rear floor panel 121, the thickness range of the rear longitudinal section 122 can be determined. In practical applications, the thickness of the rear longitudinal section 122 can be set at the upper limit of the thickness range for the rear longitudinal section 122, i.e., 4 mm.

[0079] The die-cast rear floor panel 121 can have a thickness of 1-6 mm at its connection to the rear longitudinal beam section 122. However, to avoid die-casting defects, the thickness is typically not more than 4.5 mm, meaning the thickness can be within the range of 1-4.5 mm. In practical applications, the die-cast rear floor panel 121 can have a thickness of 4.5 mm at its connection to the rear longitudinal beam section 122.

[0080] In some embodiments, the length of the longitudinal beam rear section 122 ranges from 212 mm to 285 mm.

[0081] See also Figure 2and Figure 3 The length of the longitudinal beam rear section 122 is as follows: Figure 2 and Figure 3 As shown in L, it can be the length between the connection between the die-cast rear floor 121 and the rear section of the longitudinal beam 122 and the connection between the rear section of the longitudinal beam 122 and the rear anti-collision beam 123.

[0082] In an embodiment of the present application, after determining the material thickness and profile of the above-mentioned longitudinal beam rear section 122, the unit energy absorption capacity of the longitudinal beam rear section 122 can be determined based on the material thickness of the longitudinal beam rear section 122, and then the target collision energy that the vehicle needs to absorb when the vehicle has a rear collision is obtained. Based on the target collision energy and the energy absorption ratio of the second force transmission structure 12, the energy that the second force transmission structure 12 needs to share is determined, and then the energy that the longitudinal beam rear section 122 needs to bear is determined according to the energy absorption capacity of the rear anti-collision beam 123 and the energy that the second force transmission structure 12 needs to share. Finally, according to the energy that the longitudinal beam rear section 122 needs to bear and the unit energy absorption capacity of the longitudinal beam rear section 122, the range of the length of the longitudinal beam rear section 122 is determined.

[0083] To ensure that the rear vehicle structure can fully absorb the target collision energy, a certain margin can be reserved for the energy absorption ratio of the second force transmission structure 12, and the value can be within a range. For example, if the energy absorption ratio of the second force transmission structure 12 is 60%, a 10% safety factor can be reserved, and the corresponding range can be 60%-70%, and so on.

[0084] For example, when the material thickness of the longitudinal beam rear section 122 is 4 mm, assuming that the unit length is 100 mm, the unit weight of the longitudinal beam rear section 122 is 1.64 kg / 100 mm, and the specific energy absorption coefficient of the longitudinal beam rear section 122 is 11.25 J / g. It can be determined that the unit energy absorption capacity of the longitudinal beam rear section 122 is 18.45 KJ / 100 mm.

[0085] The target collision energy can be calculated using the collision velocity and moving barrier mass specified in the relevant standards. The energy absorption capacity of the rear anti-collision beam 123 can be determined through simulation analysis using appropriate software. For example, the target collision energy can be 135 kJ, and the energy absorption capacity of the rear anti-collision beam 123 can be 41.9 kJ.

[0086] In the embodiment of the present application, considering the layout and space limitations of the vehicle, when the energy absorption capacity of the rear structure of the vehicle body needs to be improved, the first force transmission structure 11 and the third force transmission structure 13, as well as other structures of the second force transmission structure 12, need to be significantly modified, or the modifications may not be able to meet the increased collision energy absorption requirements, etc. Therefore, the embodiment of the present application chooses to modify the length and thickness of the longitudinal beam rear section 122, so that the rear structure of the vehicle body can meet the increased collision energy absorption requirements without making significant changes to the vehicle structure. Among them, the other structures of the second force transmission structure 12 are the structures of the second force transmission structure 12 other than the longitudinal beam rear section 122.

[0087] In the embodiment of the present application, by adjusting the thickness and length of the longitudinal beam rear section 122, the energy absorption capacity of the longitudinal beam rear section 122 can be improved, thereby improving the energy absorption capacity of the second force transmission structure 12 and the rear vehicle body structure, allowing the rear vehicle body structure to meet the increased collision energy absorption requirements without requiring major modifications. Subsequent designs for the rear vehicle body structure can be based on the above-mentioned range of longitudinal beam rear section 122 thickness and length.

[0088] After describing the specific structure, parameters, materials, etc. of the second force transmission structure 12 , the relationship between the length of the rear longitudinal beam section 122 inside the second force transmission structure 12 and the vehicle curb weight will be described.

[0089] In some embodiments, when the vehicle curb mass is less than or equal to 2000 kg, L / M ≥ 10.5%;

[0090] When the vehicle's curb weight is greater than 2000 kg, 7.0% <L / M<10.5%;

[0091] Wherein, L is the length of the rear section 122 of the longitudinal beam, in millimeters (mm); M is the curb mass of the vehicle, in kilograms (kg).

[0092] When improving the rear section 122 of the longitudinal beam to enhance its energy absorption capacity, thereby improving the energy absorption capacity of the rear vehicle body structure, due to space limitations, improvements to the thickness of the rear section 122 are limited. The main approach to enhancing energy absorption capacity is to improve the length of the rear section 122. However, when a vehicle is involved in a rear-end collision, the damage sustained by the vehicle, the magnitude of the collision energy, and the vehicle's absorption of the collision energy are all related to the vehicle's curb mass. Therefore, in this embodiment of the present application, the length of the rear section 122 of the longitudinal beam is correlated with the vehicle's curb mass, and the ratio (L / M) of the length of the rear section 122 of the longitudinal beam to the vehicle's curb mass is calculated. When subsequently designing the vehicle's structure, the corresponding structure and parameters can be designed based on this ratio.

[0093] In addition, the embodiment of the present application also provides different value ranges of the above-mentioned ratio L / M for different vehicle models, and the value range can be obtained by analyzing different vehicle models.

[0094] When the vehicle's curb mass is less than or equal to 2,000 kg, the vehicle model can be a small vehicle such as a sedan. When the vehicle's curb mass is greater than 2,000 kg, the vehicle model can be a larger vehicle such as an SUV or a truck.

[0095] The embodiment of the present application associates the length of the rear section 122 of the longitudinal beam with the curb weight of the vehicle, and the rear structure of the vehicle body can be subsequently designed based on the association between the two. In addition, the embodiment of the present application also distinguishes the association between the length of the rear section 122 of the longitudinal beam and the curb weight of the vehicle for different models, and different models can be designed according to the corresponding association between the two.

[0096] Corresponding to the above-mentioned rear vehicle body structure, an embodiment of the present invention further provides a vehicle, comprising any one of the above rear vehicle body structures, which has the same beneficial effects as the rear vehicle body structure.

[0097] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments can still be modified, or some of the technical features thereof can be replaced by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A vehicle body rear structure, characterized in that: It comprises a first force transmission structure, a second force transmission structure and a third force transmission structure; the first force transmission structure and the third force transmission structure are respectively located on the upper and lower sides of the second force transmission structure; The second force transmission structure includes a die-cast rear floor and a longitudinal beam rear section arranged at the rear of the die-cast rear floor, and the longitudinal beam rear section is made of an energy absorbing structure; The second force transmission structure absorbs collision energy by collapsing the rear section of the longitudinal beam, and the energy absorption capacity of the second force transmission structure is greater than the sum of the energy absorption capacities of the first force transmission structure and the third force transmission structure.

2. The vehicle body rear structure according to claim 1, characterized in that: The ratio of the energy absorption capacity of the second force transmission structure to the sum of the energy absorption capacities of the first force transmission structure, the second force transmission structure and the third force transmission structure is greater than or equal to 60%.

3. The vehicle body rear structure according to claim 1, characterized in that: The second force transmission structure further includes a rear anti-collision beam arranged at the rear portion of the rear section of the longitudinal beam; the rear anti-collision beam is made of an energy absorbing structure; The second force transmission structure also absorbs collision energy through the collapse of the rear anti-collision beam.

4. The vehicle body rear structure according to claim 1, wherein: The tensile strength of the rear section of the longitudinal beam is less than the tensile strength of the die-cast rear floor.

5. The vehicle body rear structure according to claim 1, wherein: The rear section of the longitudinal beam is made of extruded aluminum profile.

6. The vehicle body rear structure according to claim 1, characterized in that: The first force transmission structure is the upper vehicle body, the second force transmission structure is the lower vehicle body, and the third force transmission structure is the subframe.

7. The vehicle body rear structure according to any one of claims 1 to 6, characterized in that: The material thickness of the rear section of the longitudinal beam is 4 mm.

8. The vehicle body rear structure according to claim 7, characterized in that: The length of the rear section of the longitudinal beam ranges from 212 mm to 285 mm.

9. The vehicle body rear structure according to any one of claims 1 to 6, characterized in that: When the vehicle's curb weight is less than or equal to 2,000 kg, L / M ≥ 10.5%; When the vehicle's curb weight is greater than 2000 kg, 7.0% <L / M<10.5%; Wherein, L is the length of the rear section of the longitudinal beam; M is the curb weight of the vehicle.

10. A vehicle, characterized in that: The vehicle body rear structure comprises the vehicle body rear structure according to any one of claims 1 to 9.

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