Rear vehicle body structure and vehicle

Abstract

The utility model relates to a rear vehicle body structure and a vehicle, and relates to the technical field of vehicles. The rear vehicle body structure comprises a rear floor, a tail apron board and a supporting piece. The rear floor has a first surface; the tail apron board is provided with a second surface facing the rear floor, and one end of the rear floor abuts against the second surface. The supporting piece comprises a supporting body, a plurality of first folded edges and a plurality of second folded edges, the supporting body is connected with the first surface through at least part of the first folded edges, and the supporting body is connected with the second surface through at least part of the second folded edges. Therefore, each first folding edge and each second folding edge can be independently and freely folded, so that different conditions of the first surface of the rear floor and the second surface of the tail apron board can be adapted, and the stability and the reliability of connection between the supporting piece and the rear floor and the tail apron board can be ensured under various conditions; and finally, the vibration of the back door and low-frequency road noise caused by the vibration can be effectively inhibited.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a rear body structure and a vehicle. Background Technology

[0002] A vehicle's body structure not only affects its performance but also the passenger experience, particularly in terms of noise levels. For a moving vehicle, road surface excitation is transmitted sequentially through the tires and suspension to the body, causing vibrations in the body structure. This creates high pressure pulsations within the enclosed space, generating noise. Road noise in the 20-30Hz range is termed low-frequency road noise. This type of low-frequency noise is highly likely to cause ear discomfort, even nausea and dizziness, and is a significant factor affecting the passenger experience.

[0003] The most common contributing mode of low-frequency road noise in the 20-30Hz range is the rigid body mode of the tailgate of the rear vehicle. In order to suppress tailgate vibration, the main method currently used is to enhance the rigidity of the tailgate body and related components. However, in actual application, it has been found that this method is not ideal for suppressing low-frequency road noise. Utility Model Content

[0004] This application provides a rear vehicle body structure and a vehicle to at least solve the technical problem that the suppression effect on low-frequency road noise is not ideal in related technologies. The technical solution of this application is as follows:

[0005] According to a first aspect of this application, a rear vehicle body structure is provided, comprising a rear floor, a rear skirt, and a support member; the rear floor has two surfaces distributed along its thickness direction, one of which is a first surface; the rear skirt has a second surface facing the rear floor, one end of the rear floor abutting against the second surface, and the edge of the first surface connecting with the second surface; the support member comprises a support body, a plurality of first folded edges, and a plurality of second folded edges, both of which are folded relative to the support body; wherein the support body has a first end near the first surface and a second end near the second surface, the plurality of first folded edges are spaced apart along the edge of the first end, and at least a portion of the first folded edges are connected to the first surface, and the plurality of second folded edges are spaced apart along the edge of the second end, and at least a portion of the second folded edges are connected to the second surface.

[0006] According to the above-mentioned technical means, in the rear body structure of this application, each first fold and each second fold of the support member can be folded freely and independently relative to the support body. Thus, the two ends of the support member can adapt to the different situations of the first surface of the rear floor and the second surface of the rear skirt panel. In this way, the stability and reliability of the connection between the support member and the rear floor and the rear skirt panel can be guaranteed in various situations, effectively enhancing the stability and structural rigidity of the assembly interface between the rear skirt panel and the rear floor, and ultimately effectively suppressing the vibration of the tailgate and the resulting low-frequency road noise.

[0007] In one possible implementation, the rear body structure further includes threaded fasteners, and at least one of the first flange and the second flange is connected to the corresponding first surface or the second surface by the threaded fasteners.

[0008] Based on the aforementioned technical means, by establishing a connection through threaded fasteners, the support component can first be connected to one of the rear floor and tail skirt, and then connected to the other, thereby improving the assembly flexibility of the support component with the rear floor and tail skirt as a whole.

[0009] In one possible implementation, the second folded edge is connected to the second surface by a threaded fastener, and each second folded edge is provided with a connecting hole for engaging the threaded fastener, and the first folded edge is welded to the first surface.

[0010] According to the above technical means, the first end of the support body can be welded to the first surface through the first folded edge, and then its second end can be connected to the second surface through the second folded edge and the threaded fastener. The assembly is more flexible and easier to assemble.

[0011] In one possible implementation, the rear vehicle structure further includes a rear longitudinal beam located on the side of the rear floor away from the first surface, and the rear longitudinal beam is fixedly connected to the rear floor; the first surface has a connection area connecting the first folded edge, and each connection area falls within the coverage area of ​​the vertical projection of the rear longitudinal beam on the first surface.

[0012] By using the above-mentioned technical means, the connection area formed by the support member on the first surface of the rear floor falls within the coverage area of ​​the vertical projection of the rear longitudinal beam on the first surface, which can ensure that the force of the support member on the rear floor can ultimately be effectively applied to the rear longitudinal beam.

[0013] In one possible implementation, the first end has a first side edge and a second side edge distributed along a first direction, the first direction being a straight line, the straight line corresponding to the first direction being parallel to both the first surface and the second surface; the maximum distance between the first flange disposed on the first side edge and the first flange disposed on the second side edge is equal to the width of the rear longitudinal beam in the first direction.

[0014] According to the above technical means, the maximum distance between the first fold of the first side edge and the first fold of the second side edge is equal to the width of the rear longitudinal beam in the first direction, which can ensure the smoothness of road excitation transmission during vehicle operation.

[0015] In one possible implementation, the rear vehicle body structure includes two support members, which are spaced apart along a first direction, which is parallel to both a first surface and a second surface; the first end has a first side edge and a second side edge distributed along the first direction, the first side edges of the two support members are close to each other, and the area of ​​the connection area formed by the first fold edge of the first side edge connecting to the first surface is smaller than the area of ​​the connection area formed by the first fold edge of the second side edge connecting to the first surface.

[0016] According to the above technical means, relative to the first fold of the second side edge, the area of ​​the connection area formed by the first fold of the first side edge and the first surface can be reduced while ensuring that the connection strength meets the requirements. This can simplify the connection structure and improve efficiency. For example, when welding is used, the welding area can be reduced, the local welding layers can be simplified, and the amount of welding work and the use of solder can be reduced, thereby improving production efficiency.

[0017] In one possible implementation, the support body includes a first body, a second body, and a third body connected in sequence. The first body and the third body are both bent toward the same side relative to the second body to form a U-shaped support body. The edges of the first body, the second body, and the third body are respectively provided with at least one first folded edge at one end and at least one second folded edge at the other end.

[0018] According to the above-mentioned technical means, the entire support component can be formed by bending and folding on the same raw material to form the various parts of the support body, as well as the first and second folded edges, making the preparation of the support component very convenient.

[0019] In one possible implementation, the second body is provided with a plurality of reinforcing portions, which are formed by deformation of a local area of ​​the second body. The reinforcing portions include recessed portions that are relatively concave and protruding portions that are relatively convex in the thickness direction of the second body.

[0020] According to the above-mentioned technical means, the reinforcing part can enhance the structural rigidity of the second main body by forming an uneven structure, thereby disrupting the local planar structure of the second main body surface.

[0021] In one possible implementation, in the first fold connecting the first surface, at least a portion of a local area of ​​the first fold protrudes in a direction away from the first surface to form a boss portion spaced from the first surface.

[0022] According to the above-mentioned technical means, the boss portion can enhance the structural rigidity of the first folded edge by disrupting the local planar structure of the first folded edge.

[0023] According to a second aspect of this application, a vehicle is provided that includes the aforementioned rear body structure.

[0024] Therefore, the above-mentioned technical features of this application have the following beneficial effects:

[0025] (1) Each first fold and each second fold of the support can be folded freely and independently relative to the support body, so that the two ends of the support can be adapted to the different situations of the first surface of the rear floor and the second surface of the tail skirt. In this way, the stability and reliability of the connection between the support and the rear floor and the tail skirt can be guaranteed in various situations, effectively strengthening the stability and structural rigidity of the assembly interface between the tail skirt and the rear floor, and ultimately effectively suppressing the vibration of the tail door and the resulting low-frequency road noise.

[0026] (2) By establishing a connection through threaded connectors, the support can first establish a connection with one of the rear floor and tail skirt, and then establish a connection with the other, thereby improving the assembly flexibility of the support with the rear floor and tail skirt as a whole.

[0027] (3) The first end of the support body can be welded to the first surface through the first fold, and then its second end can be connected to the second surface through the second fold and the threaded fastener. The assembly is more flexible and easier to assemble.

[0028] (4) The connection area formed by the support on the first surface of the rear floor falls within the coverage of the vertical projection of the rear longitudinal beam on the first surface, which can ensure that the force of the support on the rear floor can be well applied to the rear longitudinal beam.

[0029] (5) The maximum distance between the first fold of the first side edge and the first fold of the second side edge is equal to the width of the rear longitudinal beam in the first direction, which can ensure the smoothness of road excitation transmission during vehicle operation.

[0030] (6) The first fold of the relative second side edge can reduce the area of ​​the connection area formed by the first fold of the first side edge and the first surface, while ensuring that the connection strength meets the requirements. This can simplify the connection structure and improve efficiency. For example, when welding is used, the welding area can be reduced, the local welding layers can be simplified, and the amount of welding work and the use of solder can be reduced, thereby improving production efficiency.

[0031] (7) The entire support can be formed by bending and folding on the same raw material to form the various parts of the support body, as well as the first and second folds, making the preparation of the support very convenient.

[0032] (8) The reinforcing part can enhance the structural rigidity of the second body by forming an uneven structure and disrupting the local planar structure of the surface of the second body.

[0033] (9) The boss can enhance the structural rigidity of the first fold by disrupting the local planar structure of the first fold.

[0034] It should be noted that the technical effects brought about by the second aspect can be referred to the technical effects brought about by the corresponding implementation method in the first aspect, and will not be repeated here.

[0035] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0036] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0037] Figure 1 A partial schematic diagram of the connection between the rear skirt and the rear floor of a rear vehicle body structure provided in an embodiment of this application;

[0038] Figure 2 for Figure 1 A schematic diagram of the structure after the support components have been installed.

[0039] Figure 3 for Figure 2 A schematic diagram showing the connection between the support member and the rear floor in the structure shown.

[0040] Figure 4 for Figure 3 A three-dimensional schematic diagram of the support component in the structure shown;

[0041] Figure 5 for Figure 4 Top view of the support member shown;

[0042] Figure 6 A noise sound pressure level improvement curve for a rear vehicle body structure provided in an embodiment of this application.

[0043] Figure label:

[0044] 1-Rear floor, 101-First surface, 2-Tail skirt, 201-Second surface, 21-Screw hole, 3-Support member, 301-First end, 3011-First side edge, 3012-Second side edge, 302-Second end, 31-Support body, 311-First body, 312-Second body, 313-Third body, 32-First folded edge, 321-Boss, 33-Second folded edge, 331-Connecting hole, 34-Reinforcing part, 341-Recessed part, 342-Protruding part, 4-Rear longitudinal beam. Detailed Implementation

[0045] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0046] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0047] Based on the background technology section mentioned above, the industry currently mainly adopts the method of enhancing the rigidity of the tailgate body and related components to suppress the vibration of the tailgate at the rear of the vehicle body, thereby suppressing the low-frequency road noise generated by the tailgate during vehicle operation.

[0048] For example, regarding the tailgate-related component, the rear skirt panel, existing technologies have employed methods to enhance stiffness, such as overlapping the inner and outer panels and using the ribbed topology of the inner and outer panels themselves. Other methods involve adding a partition between the inner and outer panels to improve local stiffness. However, as described in the background section, these two solutions, while improving component stiffness to suppress tailgate vibration, are not ideal for suppressing vibration or even low-frequency road noise.

[0049] Furthermore, both of these solutions have several problems in practical implementation. Specifically: the first solution uses a complex overlapping structure and ribbed topology, requiring extremely high manufacturing standards and making implementation difficult. The second solution offers limited improvement in local stiffness, primarily because the cavity space between the inner and outer panels of the tail skirt is very limited, restricting the size and assembly of the partition structure. The smaller the cavity space between the inner and outer panels of the tail skirt, the worse the effect of the second solution on improving local stiffness.

[0050] Based on the above, the research found that the main reason why the suppression effect of increasing the stiffness of the components to suppress the tailgate vibration and low-frequency road noise is not ideal is that when the stability of the assembly boundary around the tailgate and related components is insufficient, the entire assembly structure formed by the tailgate and related components cannot effectively resist vibration. Therefore, no matter how much the stiffness of the tailgate and related components is increased, it cannot effectively suppress the tailgate vibration and the low-frequency road noise generated therefrom.

[0051] To address the above problems, in some embodiments, this application provides a rear vehicle body structure, please refer to [link / reference]. Figure 1 , Figure 2 and Figure 3 , Figure 1 This is a partial schematic diagram of the connection between the rear skirt panel 2 and the rear floor 1 of a rear vehicle body structure provided in an embodiment of this application. Figure 2 for Figure 1 A schematic diagram of the structure shown after the support member 3 is installed. Figure 3 for Figure 2 The diagram shows the connection between the support member 3 and the rear floor 1 in the structure shown. The rear body structure includes the rear skirt 2 and the rear floor 1. The rear skirt 2 and the rear floor 1 are two independent components, which are later assembled into one unit by welding or other methods. Therefore, the stability of the assembly interface between the rear skirt 2 and the rear floor 1 directly affects the vibration resistance performance of the rear body structure. To address this, this application provides a support member 3 between the rear skirt 2 and the rear floor 1. The support member 3 is used to enhance the stability of the assembly interface between the rear skirt 2 and the rear floor 1, which can also be understood as enhancing the rigidity of the assembly interface between the rear skirt 2 and the rear floor 1.

[0052] Furthermore, the assembly relationship between the rear skirt panel 2 and the rear floor 1 is such that one end of the rear floor 1 abuts against the surface of the rear skirt panel 2, that is, against the second surface 201 of the rear skirt panel 2. Simultaneously, of the two surfaces of the rear floor 1 distributed along its thickness direction, one surface is the first surface 101, and one edge of the first surface 101 connects to the second surface 201. Therefore, the first surface 101 and the second surface 201 form a corner space, in which the support member 3 is disposed. The support member 3 includes a support body 31. The first end 301 of the support body 31 is connected to the first surface 101 of the rear floor 1 through multiple first flanges 32, and the second end 302 of the support body 31 is connected to the second surface 201 of the rear skirt panel 2 through multiple second flanges 33.

[0053] Among them, multiple first folded edges 32 are distributed at intervals along the extension direction of the edge of the first end 301, and multiple second folded edges 33 are distributed at intervals along the extension direction of the edge of the second end 302. The interval distribution here means that two adjacent first folded edges 32 and two adjacent second folded edges 33 are independent of each other and not connected to each other. That is, the first folded edges 32 and the second folded edges 33 are structures formed by the outward extension of the local area of ​​the edge of the support body 31. As far as the structure of the support member 3 itself is concerned, the first folded edges 32 and the second folded edges 33 are not connected to any other structure except for the root connected to the support body 31. At this time, each first folded edge 32 and each second folded edge 33 can be folded freely and independently relative to the support body 31. Therefore, the reliability of the connection between the support member 3 and the tail skirt 2 and the rear floor 1 can be guaranteed in various situations.

[0054] Specifically, in some examples, the first surface 101 and the second surface 201 may not be a complete plane; there may be uneven structures in some areas, resulting in height differences at different connection points on the corresponding surfaces. Based on this, the bending degree of the corresponding first fold 32 or second fold 33 can be adjusted individually according to the specific unevenness of the connection points on the first surface 101 and the second surface 201. For example, the bending angle of the first fold 32 or second fold 33 relative to the supporting body 31 can be adjusted to adapt to the local uneven structures on the first surface 101 and the second surface 201, thereby ensuring that the first fold 32 and second fold 33 fit snugly against the first surface 101 and the second surface 201, guaranteeing the reliability of the connection between the support member 3 and the first surface 101 and the second surface 201.

[0055] In other examples, local areas of the first surface 101 and the second surface 201 may not be suitable for connecting the first flange 32 and the second flange 33. For example, there may be process structures (e.g., holes) or connecting components (e.g., bolts) on the corresponding surfaces. In this case, the first flange 32 and the second flange 33 cannot be connected to the first surface 101 and the second surface 201 at that location, and in some cases, it is necessary to avoid the process structures or connecting components at these locations. One approach is to adjust the distribution of the first flange 32 and the second flange 33 on the support body 31 specifically during the fabrication of the support member 3, based on the distribution of process structures or connecting components on the first surface 101 and the second surface 201, to avoid the aforementioned process structures or connecting components. However, this approach sacrifices the versatility of the support member 3. That is, for the rear floor 1 and the tail skirt 2, which have different structures, corresponding support members 3 need to be designed specifically, resulting in poor versatility of the support member 3.

[0056] Since each of the first folded edges 32 and each of the second folded edges 33 in the aforementioned support member 3 can be folded freely and independently relative to the support body 31, and for the first surface 101 of the rear floor 1 and the second surface 201 of the tail skirt 2, there are process structures or connecting components that need to be avoided at certain locations, even if a certain first folded edge 32 or a certain second folded edge 33 corresponds to these process structures or connecting components in position, it is only necessary to further increase the folding angle of the first folded edge 32 or the second folded edge 33, for example, folding the first folded edge 32 or the second folded edge 33 to fit the outer surface of the support body 31, so that even if there is a first folded edge 32 or the second folded edge 33 at the corresponding location, the aforementioned process structures or connecting components can be avoided. At this time, part of the first folded edge 32 or the second folded edge 33 does not connect the first surface 101 and the second surface 201 by further folding, and the remaining part of the first folded edge 32 or the second folded edge 33 connects the first surface 101 and the second surface 201. Therefore, based on the aforementioned support member 3, it is not necessary to design corresponding support members 3 for all the different rear floor 1 and tail skirt 2 of the structure. By simply adjusting the folding angle of the first fold 32 or the second fold 33, different situations can be addressed, making the support member 3 have good versatility.

[0057] Based on the support member 3 and the rear body structure of this application, each first folded edge 32 and each second folded edge 33 of the support member 3 can be folded freely and independently relative to the support body 31. Thus, the two ends of the support member 3 can adapt to the different situations of the first surface 101 of the rear floor 1 and the second surface 201 of the tail skirt 2. In this way, the stability and reliability of the connection between the support member 3 and the rear floor 1 and the tail skirt 2 can be guaranteed in various situations, effectively strengthening the stability and structural rigidity of the assembly interface between the tail skirt 2 and the rear floor 1, and ultimately effectively suppressing the vibration of the tailgate and the resulting low-frequency road noise.

[0058] Furthermore, in order to more intuitively demonstrate the improvement effect of the rear body structure provided by this application on noise, especially low-frequency noise, a control experiment was designed. The rear body structure based on the traditional tail skirt design was used as the base group, and the rear body structure based on the support member 3 of this application was used as the implementation group. The 20-100Hz low-frequency road noise was calculated using simulation software (such as Optistruct software).

[0059] Please see Figure 6 , Figure 6 This application provides a noise sound pressure level improvement curve for a rear vehicle body structure, with the horizontal axis representing frequency and the vertical axis representing noise intensity. The dashed line represents the basic group, and the solid line represents the implementation group. According to... Figure 6It can be seen that within the 20-30Hz frequency band, the implemented group exhibits both improved and decreased noise performance compared to the baseline group. However, the decrease in noise performance compared to the baseline group is small, while the decrease in improved noise performance compared to the baseline group is significant. Therefore, overall, low-frequency road noise response is significantly suppressed, with an overall improvement of over 3dBA. Figures 1 to 3 After the support component 3 was implemented, the stiffness of the large deformation area of ​​the tail skirt 2 was effectively improved, thereby reducing the vibration response of the tail door, weakening the energy radiation of the tail door to the acoustic cavity, and ultimately improving the low-frequency noise.

[0060] In some implementations, please refer to [the relevant documentation]. Figure 1 , Figure 2 and Figure 3 At least one of the first end 301 and the second end 302 of the support body 31 is connected to the corresponding first surface 101 or second surface 201 via a threaded fastener. That is, at least one of the first folded edge 32 and the second folded edge 33 is connected to the corresponding first surface 101 or second surface 201 via a threaded fastener. In this way, by establishing a connection relationship through threaded fasteners, the support member 3 can first establish a connection with one of the rear floor 1 and the tail skirt 2, and then establish a connection with the other, thereby improving the assembly flexibility of the support member 3 with the rear floor 1 and the tail skirt 2 as a whole.

[0061] In some examples, the second end 302 of the support body 31 is connected to the threaded fastener and the second surface 201 via the second flange 33, and the first end 301 of the support body 31 is welded to the first surface 101 via the first flange 32. The second flange 33 has a connecting hole 331, and the second surface 201 has a threaded hole 21, through which the threaded fastener can pass and engage with the threaded hole 21. In this way, the first end 301 of the support body 31 can be first welded to the first surface 101 via the first flange 32, and then its second end 302 can be connected to the second surface 201 via the second flange 33, resulting in greater assembly flexibility and easier assembly operations.

[0062] Furthermore, to more clearly demonstrate the assembly flexibility of the above design, a comparison is made here with the method where the first end 301 and the second end 302 of the support body 31 are both connected by welding the first surface 101 and the second surface 201. In the method where both ends of the support body 31 are welded, the rear floor 1 and the tail skirt 2 need to be positioned first to ensure that both ends of the support body 31 have reliable welding effect. However, the rear floor 1 and the tail skirt 2 are large in volume and have irregular shapes and structures. Therefore, positioning the rear floor 1 and the tail skirt 2 at the same time and ensuring high positioning accuracy is quite troublesome in actual implementation and has low work efficiency. In addition, a complete set of positioning equipment is required, which increases production costs.

[0063] Furthermore, theoretically, both the first end 301 and the second end 302 of the support body 31 could be connected to the first surface 101 and the second surface 201 via threaded connectors, offering greater assembly flexibility. However, in the long run, the reliability of connections via threaded connectors is inferior to that of welding. Therefore, considering both assembly flexibility and reliability, the method adopted by the support member 3, where one end is connected via a threaded connector and the other end is welded, balances both flexibility and reliability.

[0064] Meanwhile, since the rear floor 1 in the rear body structure serves as the structural foundation, supporting the rear skirt 2 and other structures, welding the first end 301 of the support member 3 to the rear floor 1 can maximize the reliability of the overall assembly of the support member 3 with the rear floor 1 and the rear skirt 2.

[0065] In some embodiments, please continue reading Figure 3 The rear body structure also includes a rear longitudinal beam 4, which is located on the side of the rear floor 1 opposite to the first surface 101, i.e., below the rear floor 1. It supports the rear floor 1 and even the rear skirt 2, and is a major load-bearing component of the rear body structure. Therefore, to ensure that the force exerted by the support member 3 on the rear floor 1 is effectively applied to the rear longitudinal beam 4, the connection area of ​​the first edge 32 on the first surface 101 of the rear floor 1 must fall within the coverage area of ​​the vertical projection of the rear longitudinal beam 4 onto the first surface 101 (i.e., the projection along the thickness direction of the rear floor 1).

[0066] In some examples, please refer to [link / reference]. Figure 3 And further reading Figure 4 , Figure 4 for Figure 3 A three-dimensional schematic diagram of support member 3 in the structure shown. Along the first direction (i.e. Figure 3(As shown in the X direction), the first end 301 of the supporting body 31 has a first side edge 3011 and a second side edge 3012 on both sides, and a first folded edge 32 is provided at the first side edge 3011 and the second side edge 3012 respectively; wherein, the first direction is a straight line direction, and the corresponding straight line is parallel to both the first surface 101 and the second surface 201. Considering the smoothness of road excitation transmission during vehicle operation, the maximum distance between the first folded edge 32 of the first side edge 3011 and the first folded edge 32 of the second side edge 3012 is equal to the width of the rear longitudinal beam 4 in the first direction.

[0067] It should be noted that the parallelism mentioned above may not be parallel in the strict sense. For example, the parallelism mentioned above may refer to the parallelism in a macroscopic visual sense, and a certain angular deviation may be allowed, such as an angular deviation within a range of 10°.

[0068] In some embodiments, please continue reading Figure 3 and Figure 4 The rear body structure may include two support members 3 spaced apart along the first direction. Figure 3 The structure of one of the support members 3 is shown. The two support members 3 are respectively located near the two side edges of the rear body structure, specifically corresponding to the two rear longitudinal beams 4 on both sides of the rear body structure. The first side edges 3011 of the first end 301 of the support body 3 of the two support members 3 are close to each other, and the second side edges 3012 are far apart from each other. That is, the first side edge 3011 is close to the inner side of the rear body structure in the first direction, and the second side edge 3012 is close to the outer side of the rear body structure in the first direction.

[0069] Based on this, since the first side edge 3011 is close to the inner side of the rear body structure, and the structural strength required for the inner side of the rear body structure is less than that for the outer side (i.e., less than that for the side where the second side edge 3012 is located), therefore, in combination with... Figure 3 and Figure 4 The size of the first folded edge 32 located on the first side edge 3011 can be reduced. For example, a notch can be provided on the original first folded edge 32, or the first folded edge 32 can be reduced in size. In this way, relative to the first folded edge 32 of the second side edge 3012, the area of ​​the connection region formed by the first folded edge 32 of the first side edge 3011 and the first surface 101 can be reduced while ensuring that the connection strength meets the requirements. This simplifies the connection structure and improves efficiency. For example, when welding is used, the welding area can be reduced, the local welding layers can be simplified, and the amount of welding work and the use of solder can be reduced, thereby improving production efficiency.

[0070] In some embodiments, please continue reading Figure 4 And further reading Figure 5 , Figure 5 for Figure 4 The diagram shows a top view of the support member 3. The support body 31 consists of three parts: a first body 311, a second body 312, and a third body 313 connected in sequence. The first body 311 and the third body 313 are both bent towards the same side relative to the second body 312, making the support body 31 have an overall U-shaped structure. For example, the first body 311, the second body 312, and the third body 313 can be formed from the same sheet material, with the opposite sides of the sheet material bent to form the first body 311, the second body 312, and the third body 313, as well as the U-shaped support body 31.

[0071] Based on this, the first body 311, the second body 312, and the third body 313 are respectively provided with a first folded edge 32 and a second folded edge 33 at the edges of the first end 301 and the second end 302. For example, the two ends of the first body 311 are folded to form at least one first folded edge 32 and a second folded edge 33, and the second body 312 and the third body 313 are folded in the same way. In this way, the support body 31 can form at least three first folded edges 32 and three second folded edges 33. In this way, the entire support member 3 can be formed by bending and folding on the same raw material (e.g., sheet metal) to form the various parts of the support body 31 and the first folded edges 32 and second folded edges 33, making the preparation of the support member 3 very convenient.

[0072] In some examples, the second body 312 is trapezoidal in shape, with the end of the second body 312 near the first surface 101 being the lower base of the trapezoid and the end near the second surface 201 being the upper base of the trapezoid. This makes the support body 31 appear as a whole with the width of the first end 301 being greater than that of the second end 302, which can further improve the stability of the assembly between the tail skirt 2 and the rear floor 1.

[0073] In other examples, based on the trapezoidal shape of the second body 312, the angles at which the first body 311 and the third body 313 bend relative to the second body 312 are less than 90°, that is, the angle between the first body 311 and the second body 312 and the angle between the third body 313 and the second body 312 are greater than 90°. In this way, when the above-mentioned rear body structure is actually applied, if the rear skirt 2 and the rear floor 1 are subjected to an external collision, the angle between the rear skirt 2 and the rear floor 1 may tend to decrease under the impact force. At this time, the rear skirt 2 and the rear floor 1 will exert a force on the support member 3. While resisting the impact force, the support member 3 will also be subjected to a force. Since the angle between the first main body 311 and the second main body 312 and the angle between the third main body 313 and the second main body 312 are greater than 90°, the first main body 311 and the third main body 313 will tend to bend in the opposite direction to the second main body 312 under the impact force. This will generate deformation elasticity inside the support body 31 to buffer the impact. At this time, the support member 3 can play a similar function as an energy-absorbing structure.

[0074] In some embodiments, please continue reading Figure 4 and Figure 5 The second main body 312 is provided with a reinforcing part 34. The function of the reinforcing part 34 is to enhance the structural rigidity of the second main body 312 by forming an uneven structure, thereby disrupting the local planar structure of the surface of the second main body 312. The reinforcing part 34 includes a recessed part 341 and a protruding part 342. The recessed part 341 can be a groove-like structure formed by local concave deformation of the second main body 312, and the protruding part 342 can be a structure formed by a local protrusion at the bottom of the groove.

[0075] In some embodiments, please continue reading Figure 4 and Figure 5 At least a portion of the first flanges 32 at the first end 301 of the supporting body 31 are provided with protrusions 321. The protrusions 321 are formed by a local area of ​​the first flange 32 protruding away from the first surface 101. Their function is similar to the reinforcing portion 34 described above, that is, by disrupting the local planar structure of the first flange 32, the structural rigidity of the first flange 32 is strengthened. For example, since the supporting body 31 is composed of a first body 311, a second body 312, and a third body 313, the protrusions 321 can be provided on the first flanges 32 at the edge of the second body 312.

[0076] In other embodiments, this application also provides a vehicle whose body includes the aforementioned rear body structure, thereby possessing the technical advantages of the aforementioned rear body structure.

[0077] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0078] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A rear vehicle body structure, characterized in that, include: The rear floor has two surfaces distributed along the thickness direction, one of which is the first surface; The tail skirt has a second surface facing the rear floor, one end of the rear floor abutting the second surface, and the edge of the first surface is in contact with the second surface; The support member includes a support body, a plurality of first folded edges and a plurality of second folded edges, wherein the first folded edges and the second folded edges are folded relative to the support body. The supporting body has a first end near the first surface and a second end near the second surface. A plurality of first folded edges are distributed at intervals along the edge of the first end, and at least a portion of the first folded edges are connected to the first surface. A plurality of second folded edges are distributed at intervals along the edge of the second end, and at least a portion of the second folded edges are connected to the second surface.

2. The rear vehicle body structure according to claim 1, characterized in that, The rear body structure also includes threaded fasteners, and at least one of the first folded edge and the second folded edge is connected to the corresponding first surface or the second surface through the threaded fasteners.

3. The rear vehicle body structure according to claim 2, characterized in that, The second folded edge is connected to the second surface by the threaded fastener, and each second folded edge is provided with a connecting hole for cooperating with the threaded fastener. The first folded edge is welded and fixed to the first surface.

4. The rear vehicle body structure according to any one of claims 1 to 3, characterized in that, The rear vehicle structure also includes a rear longitudinal beam, which is located on the side of the rear floor away from the first surface and is fixedly connected to the rear floor. The first surface has a connecting area that connects to the first folded edge, and each connecting area falls within the coverage area of ​​the vertical projection of the rear longitudinal beam on the first surface.

5. The rear vehicle body structure according to claim 4, characterized in that, The first end has a first side edge and a second side edge distributed along a first direction, the first direction being a straight line direction, and the straight line corresponding to the first direction is parallel to both the first surface and the second surface; The maximum distance between the first flange located on the first side edge and the first flange located on the second side edge is equal to the width of the rear longitudinal beam in the first direction.

6. The rear vehicle body structure according to any one of claims 1 to 3, characterized in that, The rear body structure includes two support members, which are spaced apart along a first direction, which is parallel to both the first surface and the second surface. The first end has a first side edge and a second side edge distributed along a first direction. The first side edges of the two support members are close to each other. The area of ​​the connection area formed by the first fold on the first side edge and the first surface is smaller than the area of ​​the connection area formed by the first fold on the second side edge and the first surface.

7. The rear vehicle body structure according to any one of claims 1 to 3, characterized in that, The supporting body includes a first body, a second body, and a third body connected in sequence. The first body and the third body are both bent toward the same side relative to the second body to form a U-shaped supporting body. The first body, the second body, and the third body each have at least one first folded edge at one end and at least one second folded edge at the other end.

8. The rear vehicle body structure according to claim 7, characterized in that, The second body is provided with a plurality of reinforcing parts, which are formed by deformation of a local area of ​​the second body. The reinforcing parts include recessed parts that are relatively concave and protruding parts that are relatively convex in the thickness direction of the second body.

9. The rear vehicle body structure according to any one of claims 1 to 3, characterized in that, In the first fold connecting the first surface, at least a portion of a local area of ​​the first fold protrudes in a direction away from the first surface to form a boss portion spaced apart from the first surface.

10. A vehicle, characterized in that, Includes the rear body structure as described in any one of claims 1 to 9.

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