Segmented vehicle rear longitudinal beam

Abstract

This utility model discloses a segmented vehicle rear longitudinal beam, comprising a front section, a middle section, and a rear section of the rear longitudinal beam that are sequentially spliced ​​and fixed. The middle section includes a connecting assembly, an outer plate and an inner plate of the middle section arranged opposite to each other, with the connecting assembly positioned between the outer and inner plates to connect them as a whole. This segmented vehicle rear longitudinal beam structure effectively reduces material costs and significantly improves product molding quality and yield while meeting the requirements for high strength and high Z-axis height difference in the middle section area, and also facilitates localized repair and replacement.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle chassis structure design technology, specifically relating to a segmented vehicle rear longitudinal beam. Background Technology

[0002] As the core longitudinal structural beam at the rear of the vehicle body, the rear longitudinal beam plays multiple crucial roles in the overall vehicle structure: it must support the overall weight of the vehicle body, provide a mounting base for rear components, withstand various loads during driving, and effectively absorb energy in rear-end collisions to protect occupants. Traditional automotive rear longitudinal beams are typically manufactured using a one-piece molding process, and their structure is often a U-shaped plate with an upward-facing opening. While this one-piece design performs adequately in conventional models, it faces significant technical challenges in certain specialized models (such as those equipped with a five-link rear suspension system). These models require a significant Z-axis (vehicle height) height difference in the middle section of the rear longitudinal beam to accommodate the specific arrangement of the rear suspension links and spring mounting points; simultaneously, this area needs higher structural strength to meet the greater rigidity requirements of the middle section. Continuing to use a one-piece rear longitudinal beam structure would necessitate replacing the entire beam with higher-strength steel to meet strength requirements, leading to a substantial increase in material costs. More seriously, with the increase in material strength, the forming process of the integral rear longitudinal beam becomes exponentially more difficult, especially in the middle section where a significant Z-axis height difference is required. During stamping, quality problems such as material wrinkling and cracking are highly likely to occur, severely impacting product yield and production efficiency. Furthermore, the integral structure also presents significant economic disadvantages during maintenance and replacement; any localized damage necessitates replacing the entire longitudinal beam assembly.

[0003] Therefore, there is an urgent need to develop a new type of vehicle rear longitudinal beam structure, which can effectively reduce material costs, significantly improve product molding quality and pass rate, and facilitate local maintenance and replacement, while meeting the requirements of high strength and high Z-axis height difference in the middle section. Utility Model Content

[0004] In view of this, the purpose of this utility model is to provide a segmented vehicle rear longitudinal beam. This segmented vehicle rear longitudinal beam structure can effectively reduce material costs and significantly improve product molding quality and pass rate while meeting the requirements of high strength and high Z-axis height difference in the middle section area, and at the same time facilitates local maintenance and replacement.

[0005] To achieve the above objectives, this utility model provides the following technical solution: a segmented vehicle rear longitudinal beam, comprising a front section, a middle section, and a rear section of the rear longitudinal beam that are sequentially spliced ​​and fixed; wherein, the middle section of the rear longitudinal beam includes a connecting component, an outer plate of the middle section, and an inner plate of the middle section, the outer plate and the inner plate of the middle section being arranged opposite to each other, and the connecting component being disposed between the outer plate and the inner plate of the middle section and connecting the two into a whole.

[0006] Furthermore, the connecting assembly includes a connecting plate extending along the length of the rear longitudinal beam, and the two transverse sides of the connecting plate are respectively fixedly connected to the outer plate of the middle section of the rear longitudinal beam and the inner plate of the middle section of the rear longitudinal beam.

[0007] Furthermore, the connecting plate has a first connecting flange and a second connecting flange on its lateral sides respectively. The first connecting flange is attached to and fixedly connected to the outer plate of the middle section of the rear longitudinal beam, and the second connecting flange is attached to and fixedly connected to the inner plate of the middle section of the rear longitudinal beam.

[0008] Furthermore, the connecting assembly also includes at least one vertically arranged transverse reinforcing plate, the two transverse ends of which are respectively fixedly connected to the outer plate of the middle section of the rear longitudinal beam and the inner plate of the middle section of the rear longitudinal beam.

[0009] Furthermore, the lower edge of the outer plate of the middle section of the rear longitudinal beam is provided with a first flange that bends inward laterally, and the lower edge of the inner plate of the middle section of the rear longitudinal beam is provided with a second flange that bends outward laterally; the bottom of the transverse reinforcing plate is provided with an overlapping flange that overlaps and is fixed to the first flange and the second flange respectively.

[0010] Furthermore, the connecting assembly also includes a first U-shaped connecting plate and a second U-shaped connecting plate with their openings facing upwards; the first U-shaped connecting plate is located at the front end of the outer plate of the middle section of the rear longitudinal beam, and the two side plates of the first U-shaped connecting plate are respectively fixedly connected to the outer plate of the middle section of the rear longitudinal beam and the inner plate of the middle section of the rear longitudinal beam, and the bottom plate of the first U-shaped connecting plate is fixedly connected to the first flange and the second flange, respectively; the second U-shaped connecting plate is located at the rear end of the outer plate of the middle section of the rear longitudinal beam, and the two side plates of the second U-shaped connecting plate are respectively fixedly connected to the outer plate of the middle section of the rear longitudinal beam and the inner plate of the middle section of the rear longitudinal beam, and the bottom plate of the second U-shaped connecting plate is fixedly connected to the first flange and the second flange, respectively.

[0011] Furthermore, the transverse reinforcing plate has a third connecting flange and a fourth connecting flange at its two transverse ends respectively. The third connecting flange is attached to and fixedly connected to the outer plate of the middle section of the rear longitudinal beam, and the fourth connecting flange is attached to and fixedly connected to the inner plate of the middle section of the rear longitudinal beam.

[0012] Furthermore, the connecting plate is located on the upper part of the outer plate of the middle section of the rear longitudinal beam, and the top of the transverse reinforcing plate is adjacent to the bottom surface of the connecting plate.

[0013] Furthermore, the connecting plate is provided with multiple weight-reduction holes.

[0014] Furthermore, the front and rear ends of the outer plate of the middle section of the rear longitudinal beam are respectively welded to the front section and the rear section of the rear longitudinal beam; the front and rear ends of the inner plate of the middle section of the rear longitudinal beam are respectively welded to the front section and the rear section of the rear longitudinal beam.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] This utility model provides a segmented rear longitudinal beam for vehicles. This segmented rear longitudinal beam structure effectively reduces material costs and significantly improves product molding quality and yield while meeting the high strength and large Z-axis height difference requirements of the middle section. It also facilitates localized repair and replacement. Specifically, by dividing the rear longitudinal beam into three parts—front, middle, and rear—different strength materials can be used for different sections without requiring a complete replacement with a higher strength material, thus effectively reducing material costs. Furthermore, the middle section adopts a split structure design, connecting the outer and inner plates of the middle section into a single unit via connecting components. This ensures the special strength requirements of the middle section and reduces the molding difficulty of individual components, particularly solving the stamping difficulties caused by the large Z-axis height difference in the middle section, effectively improving the product yield. In addition, the split structure design allows for repair of only damaged sections, facilitating localized repair and replacement.

[0017] Other advantages, objectives, and features of this invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination and study, or may be learned from practice of this invention. The objectives and other advantages of this invention can be realized and obtained through the following description. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the axonometric structure of the rear longitudinal beam of this utility model;

[0019] Figure 2 This is an exploded structural diagram of the rear longitudinal beam of this utility model;

[0020] Figure 3 This is a schematic diagram of the axial structure of the transverse reinforcing plate;

[0021] Figure 4 This is a schematic diagram of the axial side structure of the middle section of this utility model.

[0022] Reference numerals: 1-Front section of rear longitudinal beam; 2-Middle section of rear longitudinal beam; 201-Connecting assembly; 2011-Connecting plate; 2011a-First connecting flange; 2011b-Second connecting flange; 2011c-Weight reduction hole; 2012-Transverse reinforcing plate; 2012a-Overlapping flange; 2012b-Third connecting flange; 2012c-Fourth connecting flange; 2013-First U-shaped connecting plate; 2014-Second U-shaped connecting plate; 202-Outer plate of middle section of rear longitudinal beam; 202a-First flange; 203-Inner plate of middle section of rear longitudinal beam; 203a-Second flange; 3-Rear section of rear longitudinal beam. Detailed Implementation

[0023] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that the illustrations provided in the following embodiments are only for illustrating the basic concept of this utility model. Unless otherwise specified, the following embodiments and features in the embodiments can be combined with each other.

[0024] It should be noted that, unless otherwise specified, the term "lateral" in the following text refers to the width of the vehicle body. Furthermore, in the description of this embodiment, terms such as "first" and "second" are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance.

[0025] Please see Figure 1-3This embodiment discloses a segmented rear longitudinal beam for vehicles, comprising a front section 1, a middle section 2, and a rear section 3 of the rear longitudinal beam, which are sequentially spliced ​​and fixed. The middle section 2 includes a connecting assembly 201, an outer plate 202, and an inner plate 203. The outer plate 202 and the inner plate 203 are arranged opposite to each other. The connecting assembly 201 is disposed between the outer plate 202 and the inner plate 203, connecting them into a single unit. It is understood that the opposite arrangement of the outer plate 202 and the inner plate 203 refers to their parallel, face-to-face arrangement. When the rear longitudinal beam is mounted on the vehicle, the outer plate 202 is located on the side closest to the vehicle's exterior, and the inner plate 203 is located on the side closest to the vehicle's center. Specifically, the front section 1, middle section 2, and rear section 3 of the rear longitudinal beam can be spliced ​​and fixed by welding, riveting, or bolting. The connecting component 201 can be an integral connecting plate or a combination of multiple dispersed connecting parts. To reduce assembly steps and welding points, in this embodiment, both the front section 1 and rear section 3 of the rear longitudinal beam adopt an integrally formed structure with a U-shaped cross-section. More specifically, in this embodiment, the outer plate 202 and inner plate 203 of the middle section of the rear longitudinal beam are made of ultra-high strength materials, such as 1000-1500MPa grade hot-formed steel, to ensure the high rigidity requirements of the middle section area of ​​the vehicle's rear longitudinal beam; the rear section 3 is integrally formed using medium strength (such as 600-800MPa grade) and high ductility steel to ensure the crumple zone energy absorption function during a collision; the front section 1 of the rear longitudinal beam is integrally formed using 800-1000MPa high strength steel to achieve a transition connection with the front longitudinal beam of the vehicle and load transfer.

[0026] The segmented rear longitudinal beam provided in the above solution effectively reduces material costs and significantly improves product forming quality and yield rate while meeting the high strength and large Z-axis height difference requirements of the middle section. It also facilitates localized repair and replacement. Specifically, by dividing the rear longitudinal beam into three parts—front, middle, and rear—different strength materials can be used for different sections without requiring a complete replacement with a higher-strength material, thus effectively reducing material costs. Furthermore, the middle section adopts a split structural design, connecting the outer plate 202 and inner plate 203 of the middle section of the rear longitudinal beam into a single unit via connecting component 201. This ensures the special strength requirements of the middle section and reduces the forming difficulty of individual components, particularly solving the stamping difficulties caused by the large Z-axis height difference in the middle section, effectively improving the product yield rate. In addition, the split structural design allows for repair of only damaged sections, facilitating localized repair and replacement.

[0027] In this embodiment, the connecting assembly 201 includes a connecting plate 2011 extending along the length of the rear longitudinal beam. The two lateral sides of the connecting plate 2011 are respectively fixedly connected to the outer plate 202 and the inner plate 203 of the middle section of the rear longitudinal beam. It can be understood that "respectively connected" here means that the outer lateral side of the connecting plate 2011 is fixedly connected to the outer plate 202 of the middle section of the rear longitudinal beam, and the inner lateral side of the connecting plate 2011 is fixedly connected to the inner plate 203 of the middle section of the rear longitudinal beam. Specifically, the two lateral sides of the connecting plate 2011 are welded and fixed to the outer plate 202 and the inner plate 203 of the middle section of the rear longitudinal beam, respectively. In this embodiment, the connecting plate 2011 is made of high-strength steel plate. The length of the connecting plate 2011 is adjusted according to the actual length requirements of the middle section 2 of the rear longitudinal beam. Preferably, the connecting plate 2011 is the same length as the outer plate 202 of the middle section of the rear longitudinal beam. Therefore, by employing a connecting plate 2011 extending along the length of the rear longitudinal beam, the structural continuity of the middle section 2 of the rear longitudinal beam along its own length can be effectively enhanced, improving the overall bending stiffness. The fixing method on both sides of the connecting plate 2011 ensures the effective transfer of load between the connecting plate 2011 and the inner and outer plates, enabling the middle section 2 of the rear longitudinal beam to better withstand loads from the front and rear sections. Due to the installation of the connecting plate 2011, the middle section 2 of the longitudinal beam has good bending stiffness, which can reduce the strength requirements of the inner and outer plate materials to a certain extent, thus facilitating cost control.

[0028] In this embodiment, the connecting plate 2011 has a first connecting flange 2011a and a second connecting flange 2011b on its lateral sides, respectively. The first connecting flange 2011a is attached to and fixedly connected to the outer plate 202 of the middle section of the rear longitudinal beam, and the second connecting flange 2011b is attached to and fixedly connected to the inner plate 203 of the middle section of the rear longitudinal beam. Specifically, the first connecting flange 2011a and the second connecting flange 2011b are bent structures integrally formed with the connecting plate 2011 by a stamping process, and the flange width is preferably 15-30mm. As a preferred embodiment, the first connecting flange 2011a and the outer plate 202 of the middle section of the rear longitudinal beam, and the second connecting flange 2011b and the inner plate 203 of the middle section of the rear longitudinal beam, are all laser welded. The laser welding connection method ensures the connection strength while avoiding the weight increase problem caused by traditional bolt connections. Thus, by setting the connecting flanges, the connection strength between the connecting plate 2011 and the two side plates is significantly improved.

[0029] In this embodiment, the connecting assembly 201 further includes at least one vertically arranged transverse reinforcing plate 2012. The transverse ends of the transverse reinforcing plate 2012 are respectively fixedly connected to the outer plate 202 and the inner plate 203 of the middle section of the rear longitudinal beam. The transverse reinforcing plate 2012 means that its surface direction is transverse. "Vertically arranged" refers to the height direction of the vehicle body. Specifically, the outer transverse end of the transverse reinforcing plate 2012 is welded and fixed to the outer plate 202 of the middle section of the rear longitudinal beam, and the inner transverse end of the transverse reinforcing plate 2012 is welded and fixed to the inner plate 203 of the middle section of the rear longitudinal beam. The specific number of transverse reinforcing plates 2012 can be adaptively adjusted according to the specific length of the middle section area. The transverse reinforcing plate 2012 can be a flat plate structure or a plate structure with reinforcing ribs. In this embodiment, two transverse reinforcing plates 2012 are provided. The function of providing the transverse reinforcing plates 2012 is to effectively enhance the rigidity and strength of the middle section of the rear longitudinal beam in the transverse direction. Specifically, the vertically arranged transverse reinforcing plates 2012 can provide stable support between the outer plate 202 and the inner plate 203 of the middle section of the rear longitudinal beam, better resisting transverse loads and reducing the risk of local deformation in the middle section 2 of the rear longitudinal beam. Furthermore, by achieving high strength in the middle section through local reinforcement, the requirements for the material's inherent strength are reduced to some extent, thus contributing to cost control.

[0030] In this embodiment, a first flange 202a, bent laterally inward, is provided at the lower edge of the outer plate 202 of the middle section of the rear longitudinal beam, and a second flange 203a, bent laterally outward, is provided at the lower edge of the inner plate 203 of the middle section of the rear longitudinal beam. The bottom of the transverse reinforcing plate 2012 is provided with an overlapping flange 2012a that overlaps and is fixed to the first flange 202a and the second flange 203a respectively. Specifically, in this embodiment, the overlapping flange 2012a can be fixed to the first flange 202a and the second flange 203a using spot welding or laser welding. Thus, this technical solution achieves a stable connection between the transverse reinforcing plate 2012 and the outer and inner plates of the middle section of the rear longitudinal beam by setting up mutually cooperating flange structures. The opposing arrangement of the first flange 202a and the second flange 203a forms an effective support structure, and the connection with the overlapping flange 2012a significantly improves the overall stiffness and torsional resistance of the middle section of the rear longitudinal beam. Meanwhile, the flange structure allows the middle section 2 of the rear longitudinal beam to effectively absorb energy through the deformation of the flange when subjected to Z-direction loads, thus improving the structure's impact resistance.

[0031] In this embodiment, the connecting assembly 201 further includes a first U-shaped connecting plate 2013 and a second U-shaped connecting plate 2014 with both openings facing upwards; the first U-shaped connecting plate 2013 is located at the front end of the outer plate 202 of the middle section of the rear longitudinal beam, and the two side plates of the first U-shaped connecting plate 2013 are respectively fixedly connected to the outer plate 202 and the inner plate 203 of the middle section of the rear longitudinal beam, and the bottom plate of the first U-shaped connecting plate 2013 is fixedly connected to the first flange 202a and the second flange 203a, respectively; the second U-shaped connecting plate 2014 is located at the rear end of the outer plate 202 of the middle section of the rear longitudinal beam, and the two side plates of the second U-shaped connecting plate 2014 are respectively fixedly connected to the outer plate 202 and the inner plate 203 of the middle section of the rear longitudinal beam, respectively, and the bottom plate of the second U-shaped connecting plate 2014 is fixedly connected to the first flange 202a and the second flange 203a, respectively. Specifically, the openings of the first U-shaped connecting plate 2013 and the second U-shaped connecting plate 2014 are arranged facing upwards, which can effectively enhance the overall rigidity and torsional resistance of the middle section of the rear longitudinal beam. As a preferred embodiment, the side plates of the U-shaped connecting plate are welded to the outer and inner plates of the middle section of the rear longitudinal beam, and the bottom plate of the U-shaped connecting plate is welded to both the first flange 202a and the second flange 203a. This technical solution, by setting U-shaped connecting plates at both ends, can significantly improve the connection strength and overall stability of the middle section of the rear longitudinal beam. Simultaneously, because the U-shaped connecting plate forms a multiple connection structure with the outer and inner plates and flanges of the middle section of the rear longitudinal beam, the middle section of the rear longitudinal beam has better stress distribution characteristics when subjected to complex loads. The U-shaped connecting plates set at both ends of the middle section also help ensure the structural strength of the connection areas with the front section 1 and the rear section 3 of the rear longitudinal beam. In addition, during the manufacturing process of the rear longitudinal beam, the middle section 2 of the rear longitudinal beam can be prefabricated as a whole. The outer plate 202 and the inner plate 203 of the middle section of the rear longitudinal beam can be welded and fixed to the first U-shaped connecting plate 2013 and the second U-shaped connecting plate 2014 at both ends. The first U-shaped connecting plate 2013 and the second U-shaped connecting plate 2014 can play a role in assembling and positioning the outer plate 202 and the inner plate 203 of the middle section of the rear longitudinal beam, thereby improving the assembly accuracy and assembly efficiency of the middle section 2 of the rear longitudinal beam.

[0032] In this embodiment, the transverse reinforcing plate 2012 has a third connecting flange 2012b and a fourth connecting flange 2012c at its two transverse ends, respectively. The third connecting flange 2012b is attached to and fixedly connected to the outer plate 202 of the middle section of the rear longitudinal beam, and the fourth connecting flange 2012c is attached to and fixedly connected to the inner plate 203 of the middle section of the rear longitudinal beam. Specifically, the third connecting flange 2012b and the fourth connecting flange 2012c are bent structures formed at both ends of the transverse reinforcing plate 2012 by a stamping process. As a preferred embodiment, the flange width is 15-25mm. The third connecting flange 2012b is welded and fixed to the outer plate 202 of the middle section of the rear longitudinal beam, and the fourth connecting flange 2012c is welded and fixed to the inner plate 203 of the middle section of the rear longitudinal beam. The setting of the connecting flanges is beneficial to ensuring the assembly positioning accuracy and enhancing the connection strength of the connection parts. This technical solution effectively improves the overall rigidity of the middle section 2 of the rear longitudinal beam by adding a transverse reinforcing plate 2012 with connecting flanges. The connecting flange structure makes the load transfer path more continuous. When subjected to Z-axis impact, the transverse reinforcing plate 2012 can evenly distribute the stress to the two side plates through the flange, avoiding local deformation caused by stress concentration.

[0033] In this embodiment, the connecting plate 2011 is located on the upper part of the outer plate 202 of the middle section of the rear longitudinal beam, and the top of the transverse reinforcing plate 2012 is adjacent to the bottom surface of the connecting plate 2011. Thus, by placing the connecting plate 2011 at the top and the transverse reinforcing plate at the bottom with its top adjacent to the bottom surface of the connecting plate, a layered reinforcement structure can be formed in the middle section of the rear longitudinal beam 2. The upper connecting plate 2011 mainly provides longitudinal connection and support, while the lower transverse reinforcing plate 2012 mainly provides transverse reinforcement and support. Their cooperation significantly improves the overall stiffness and strength of the middle section of the rear longitudinal beam 2. This arrangement is particularly suitable for the middle section area of ​​the rear longitudinal beam where a high Z-axis elevation difference is required, effectively resisting driving loads and collision impacts, while also helping to control material costs and improve molding quality. This solution improves the stiffness and strength of the middle section area of ​​the rear longitudinal beam by optimizing the relative positional relationship between the connecting plate 2011 and the transverse reinforcing plate 2012.

[0034] In this embodiment, the connecting plate 2011 is provided with a plurality of weight-reducing holes 2011c. Specifically, the weight-reducing holes can be arranged in a circular, elliptical, or rectangular array. As a preferred embodiment, the weight-reducing holes 2011c are formed by laser cutting, and the edges of the holes are chamfered to avoid stress concentration. Thus, by providing a plurality of weight-reducing holes 2011c on the connecting plate 2011, the weight of the component can be effectively reduced while ensuring the structural strength of the middle section of the longitudinal beam.

[0035] In this embodiment, the front and rear ends of the outer plate 202 of the middle section of the rear longitudinal beam are respectively lap-welded to the front section 1 and the rear section 3 of the rear longitudinal beam; the front and rear ends of the inner plate 203 of the middle section of the rear longitudinal beam are respectively lap-welded to the front section 1 and the rear section 3 of the rear longitudinal beam. Specifically, lap welding refers to connecting two metal components in the lap area by welding. Preferably, the lap welding of the outer plate 202 of the middle section of the rear longitudinal beam to the front and rear sections of the rear longitudinal beam adopts a continuous weld; the lap welding of the inner plate 203 of the middle section of the rear longitudinal beam to the front and rear sections of the rear longitudinal beam adopts a continuous weld. In this way, this technical solution can effectively achieve a reliable connection of the segmented structure by using lap welding connection between the middle section of the rear longitudinal beam and the front and rear sections. Among them, the lap welding structure has advantages such as high connection strength and good process maturity, which can meet the complex load requirements of the rear longitudinal beam during vehicle operation.

[0036] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A segmented vehicle rear longitudinal beam characterized by: It includes the front section (1), the middle section (2), and the rear section (3) of the rear longitudinal beam, which are spliced ​​and fixed in sequence. The rear longitudinal beam middle section (2) includes a connecting component (201), a rear longitudinal beam middle section outer plate (202), and a rear longitudinal beam middle section inner plate (203). The rear longitudinal beam middle section outer plate (202) and the rear longitudinal beam middle section inner plate (203) are arranged opposite to each other. The connecting component (201) is arranged between the rear longitudinal beam middle section outer plate (202) and the rear longitudinal beam middle section inner plate (203) and connects the two into a whole.

2. The segmented vehicle rear longitudinal beam of claim 1, wherein: The connecting assembly (201) includes a connecting plate (2011) extending along the length of the rear longitudinal beam. The two transverse sides of the connecting plate (2011) are respectively fixedly connected to the outer plate (202) of the middle section of the rear longitudinal beam and the inner plate (203) of the middle section of the rear longitudinal beam.

3. The segmented vehicle rear longitudinal beam of claim 2, wherein: The connecting plate (2011) has a first connecting flange (2011a) and a second connecting flange (2011b) on its lateral sides respectively. The first connecting flange (2011a) is attached to and fixedly connected to the outer plate (202) of the middle section of the rear longitudinal beam, and the second connecting flange (2011b) is attached to and fixedly connected to the inner plate (203) of the middle section of the rear longitudinal beam.

4. The segmented vehicle rear longitudinal beam of claim 2, wherein: The connecting assembly (201) further includes at least one vertically arranged transverse reinforcing plate (2012), the transverse ends of which are respectively fixedly connected to the outer plate (202) of the middle section of the rear longitudinal beam and the inner plate (203) of the middle section of the rear longitudinal beam.

5. The segmented vehicle rear longitudinal beam of claim 4, wherein: The lower edge of the outer plate (202) of the middle section of the rear longitudinal beam is provided with a first flange (202a) that bends inward laterally, and the lower edge of the inner plate (203) of the middle section of the rear longitudinal beam is provided with a second flange (203a) that bends outward laterally; the bottom of the transverse reinforcing plate (2012) is provided with an overlapping flange (2012a) that overlaps and is fixed to the first flange (202a) and the second flange (203a) respectively.

6. The segmented vehicle rear longitudinal beam of claim 5, wherein: The connecting assembly (201) further includes a first U-shaped connecting plate (2013) and a second U-shaped connecting plate (2014) with all openings facing upwards; The first U-shaped connecting plate (2013) is located on the front end of the outer plate (202) of the middle section of the rear longitudinal beam, and the two side plates of the first U-shaped connecting plate (2013) are respectively fixedly connected to the outer plate (202) of the middle section of the rear longitudinal beam and the inner plate (203) of the middle section of the rear longitudinal beam. The bottom plate of the first U-shaped connecting plate (2013) is fixedly connected to the first flange (202a) and the second flange (203a) respectively. The second U-shaped connecting plate (2014) is located on the outer plate (202) of the middle section of the rear longitudinal beam near the rear end. The two side plates of the second U-shaped connecting plate (2014) are respectively fixedly connected to the outer plate (202) of the middle section of the rear longitudinal beam and the inner plate (203) of the middle section of the rear longitudinal beam. The bottom plate of the second U-shaped connecting plate (2014) is fixedly connected to the first flange (202a) and the second flange (203a).

7. The segmented vehicle rear longitudinal beam of claim 4, wherein: The transverse reinforcing plate (2012) has a third connecting flange (2012b) and a fourth connecting flange (2012c) respectively at its two transverse ends. The third connecting flange (2012b) is attached to and fixedly connected to the outer plate (202) of the middle section of the rear longitudinal beam, and the fourth connecting flange (2012c) is attached to and fixedly connected to the inner plate (203) of the middle section of the rear longitudinal beam.

8. The segmented vehicle rear longitudinal beam of claim 4, wherein: The connecting plate (2011) is located on the upper part of the outer plate (202) in the middle section of the rear longitudinal beam, and the top of the transverse reinforcing plate (2012) is adjacent to the bottom surface of the connecting plate (2011).

9. The segmented vehicle rear longitudinal beam of claim 2, wherein: The connecting plate (2011) is provided with multiple weight reduction holes (2011c).

10. The segmented rear longitudinal beam of a vehicle according to claim 1, characterized in that: The front and rear ends of the outer plate (202) of the middle section of the rear longitudinal beam are respectively welded to the front section (1) and the rear section (3) of the rear longitudinal beam; The front and rear ends of the inner plate (203) of the middle section of the rear longitudinal beam are respectively welded to the front section (1) and the rear section (3) of the rear longitudinal beam.

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