Rear vehicle body assembly and vehicle

Abstract

The embodiment of the application relates to the technical field of vehicle equipment, and discloses a rear vehicle body assembly and a vehicle. A first connecting mechanism is detachably connected to a first mounting end of a first rear longitudinal beam and is welded to a first end of a skirt plate, a second rear longitudinal beam is arranged along a first direction and is spaced from the first rear longitudinal beam, a second connecting mechanism is detachably connected to a second mounting end of the second rear longitudinal beam and is welded to a second end of the skirt plate, and the first connecting mechanism, the second connecting mechanism and the skirt plate are metal structural members made of the same material. The connecting stability between the skirt plate and the rear longitudinal beam of the rear vehicle body assembly is improved, the skirt plate is not prone to falling off in a welding process, and the impact resistance of the rear part of the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle equipment technology, and in particular to a rear body assembly and a vehicle. Background Technology

[0002] With the development of the automotive industry, the design of automobile body structures has received increasing attention. The rear body assembly of a car typically includes rear longitudinal beams, side skirts, a rear floor, and a rear bumper beam. The rear bumper beam and side skirts improve the impact resistance of the rear of the vehicle.

[0003] During the welding process of the rear body assembly, the apron is detachably connected to the rear floor and side panels. After the welding process is completed, the apron is detachably connected to the rear longitudinal beam and the rear anti-collision beam through connectors.

[0004] However, the connection stability between the skirt panel and the rear longitudinal beam in the aforementioned technologies is poor, which can easily cause the skirt panel to fall off during the welding process and affect the impact resistance of the rear of the vehicle. Utility Model Content

[0005] In view of this, the present application provides a rear body assembly and vehicle to solve the technical problem in the above-mentioned related technologies that the connection stability between the skirt panel and the rear longitudinal beam is poor, which easily leads to the skirt panel falling off during the welding process and affects the transmission of the impact resistance performance of the rear of the vehicle.

[0006] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0007] A first aspect of this application provides a rear vehicle body assembly, including:

[0008] An apron board, including a first end and a second end along a first direction;

[0009] The first rear longitudinal beam has a first mounting end facing the first end;

[0010] The first connecting mechanism is detachably connected to the first mounting end and welded to the first end.

[0011] The second rear longitudinal beam is arranged at intervals from the first rear longitudinal beam along the first direction, and the second rear longitudinal beam has a second mounting end facing the second end;

[0012] The second connecting mechanism is detachably connected to the second mounting end and welded to the second end;

[0013] The first connecting mechanism, the second connecting mechanism, and the apron are all metal structural components made of the same material.

[0014] This application provides a rear vehicle body assembly. Since the skirt panel, the first connecting mechanism, and the second connecting mechanism are all metal structural components made of the same material, both can be connected to the skirt panel by welding. During the welding process, the first end of the skirt panel is first welded to the first mounting end of the first rear longitudinal beam via the first connecting mechanism, forming a rigid connection node. Similarly, the second rear longitudinal beam is also welded to the second end of the skirt panel via the second connecting mechanism, forming a rigid connection point. This welding connection method between the first and second connecting mechanisms and the skirt panel improves the connection stability between the skirt panel and other components during the welding process, preventing the skirt panel from falling off due to poor connection stability, and also improves the structural stability of the vehicle after assembly.

[0015] The welding connection between the first and second connecting mechanisms and the skirt panel enables the first and second connecting mechanisms to serve as components of the final force transmission path, effectively transferring the skirt panel load to the first and second rear longitudinal beams, thereby improving the force transmission effect and impact resistance of the vehicle's rear end.

[0016] In some embodiments of this application, the first connecting mechanism includes:

[0017] The first curved plate includes a first plate surface and a second plate surface that are bent relative to each other. The first mounting end includes a first surface and a second surface that are arranged opposite to each other along a second direction. The first plate surface is attached to and detachably connected to the first surface. The second plate surface is attached to and welded to the surface of the first end. The second direction is perpendicular to the first direction.

[0018] The second bent plate is disposed opposite to the first bent plate along a second direction. The second bent plate is disposed on the side of the first mounting end facing away from the first bent plate. The second bent plate includes a third plate surface and a fourth plate surface that are bent relative to each other. The third plate surface is attached to and detachably connected to the second plate surface, and the fourth plate surface is attached to and welded to the surface of the first end.

[0019] In some embodiments of this application, a first protruding rib is provided on the first bent plate, and the first protruding rib extends from the first plate surface to the second plate surface;

[0020] And / or, the second curved plate is provided with a second protruding rib, which extends from the third plate surface to the fourth plate surface.

[0021] In some embodiments of this application, the first connecting mechanism further includes:

[0022] The first support member has one end connected to the side of the first plate facing away from the first surface, and the other end connected to the side of the second plate facing away from the first end.

[0023] And / or,

[0024] The second support member has one end connected to the side of the third plate facing away from the second plate, and the other end connected to the side of the fourth plate facing away from the first plate.

[0025] In some embodiments of this application, the rear vehicle assembly further includes a rear anti-collision beam, which is disposed on the side of the skirt panel facing away from the first rear longitudinal beam;

[0026] The first connecting mechanism further includes a first connecting member and a second connecting member. The first connecting member passes through the second plate surface, the first end, and the rear anti-collision beam, and the second connecting member passes through the fourth plate surface, the first end, and the rear anti-collision beam.

[0027] In some embodiments of this application, the first connecting mechanism further includes a third bending plate;

[0028] The third bent plate includes a fifth plate surface and a sixth plate surface that are bent relative to each other. The first mounting end includes a third surface and a fourth surface that are opposite to each other along a first direction. The fifth plate surface is attached to and detachably connected to the third surface, and the sixth plate surface is attached to and welded to the surface of the first end.

[0029] In some embodiments of this application, the first connecting mechanism further includes a fourth bending plate;

[0030] The fourth bent plate is disposed opposite to the third bent plate along the second direction. The fourth bent plate is disposed on the side of the first mounting end facing away from the third bent plate. The fourth bent plate includes a seventh plate surface and an eighth plate surface that are bent relative to each other. The seventh plate surface is attached to and detachably connected to the fourth plate surface, and the eighth plate surface is attached to and welded to the surface of the first end.

[0031] In some embodiments of this application, a third rib is provided on the third curved plate, and the third rib extends from the fifth plate surface to the sixth plate surface;

[0032] And / or, the fourth curved plate is provided with a fourth protruding rib, which extends from the seventh plate surface to the eighth plate surface.

[0033] In some embodiments of this application, the thickness of the first plate surface is greater than or equal to 2.0 mm and less than or equal to 2.5 mm;

[0034] And / or, the thickness of the second plate is greater than or equal to 2.0 mm and less than or equal to 2.5 mm.

[0035] A second aspect of this application provides a vehicle including a body and a rear body assembly as described above. Attached Figure Description

[0036] Figure 1 A schematic diagram of the structure of a rear vehicle body assembly provided in an embodiment of this application;

[0037] Figure 2 A schematic diagram of the structure of a first rear longitudinal beam and a first connecting mechanism provided in an embodiment of this application;

[0038] Figure 3 for Figure 1 A schematic diagram of the first type of structure at point M in the diagram;

[0039] Figure 4 for Figure 1 The second type of structure is shown at point M.

[0040] Figure label:

[0041] 10. Rear floor;

[0042] 100. Apron board;

[0043] 110. First end; 120. Second end;

[0044] 200. First rear longitudinal beam;

[0045] 210. First installation end;

[0046] 211. First page; 212. Second page; 213. Third page; 214. Fourth page;

[0047] 300. Second rear longitudinal beam;

[0048] 310. Second installation end;

[0049] 400. First connecting mechanism;

[0050] 410. First bending plate; 420. Second bending plate; 430. First support member;

[0051] 440. First connecting piece; 450. Second connecting piece; 460. Third bending plate;

[0052] 470. Fourth bend plate;

[0053] 411. First panel; 412. Second panel; 413. First rib; 421. Fourth panel;

[0054] 422. Second rib; 461. Fifth slab surface; 462. Sixth slab surface; 463. Third rib;

[0055] 471. The eighth panel;

[0056] 500. Second connecting mechanism. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0058] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0059] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0060] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0061] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0062] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0063] The connection stability between the skirt panel and the rear longitudinal beam in the aforementioned technologies is poor, which can easily cause the skirt panel to fall off during the welding process and affect the impact resistance of the rear of the vehicle. The problem arises because the relevant technology lacks an effective connection between the rear longitudinal beam and the skirt panel. The skirt panel is only connected to the rear longitudinal beam via threaded connectors. This connection method prevents an effective connection between the rear longitudinal beam and the skirt panel during the welding process of the rear body assembly. Furthermore, during welding, the skirt panel is only connected to the thinner rear floor and side panels. This results in a lack of effective connection between the skirt panel and the rear longitudinal beam. Due to the weak connection strength between the skirt panel and the rear floor and side panels during welding, the skirt panel is prone to deformation under its own weight compared to other components. Additionally, the assembled skirt panel lacks an effective force transmission path to the rear longitudinal beam, hindering the transfer of impact force from the skirt panel to the rear longitudinal beam. Consequently, the rear longitudinal beam cannot adequately absorb the impact force from the rear of the vehicle through deformation, thus affecting the impact resistance of the rear of the vehicle.

[0064] To address the aforementioned issues, this application provides a rear body assembly and a vehicle. Since the skirt panel, the first connecting mechanism, and the second connecting mechanism are all metal structural components made of the same material, both can be connected to the skirt panel by welding. During the welding process, the first end of the skirt panel is first welded to the first mounting end of the first rear longitudinal beam via the first connecting mechanism, forming a rigid connection node. Similarly, the second rear longitudinal beam is also welded to the second end of the skirt panel via the second connecting mechanism, forming a rigid connection point. This welding connection method between the first and second connecting mechanisms and the skirt panel improves the connection stability between the skirt panel and other components during the welding process, preventing the skirt panel from falling off due to poor connection stability, and also improves the structural stability of the vehicle after assembly.

[0065] The welding connection between the first and second connecting mechanisms and the skirt panel enables the first and second connecting mechanisms to serve as components of the final force transmission path, effectively transferring the skirt panel load to the first and second rear longitudinal beams, thereby improving the force transmission effect and impact resistance of the vehicle's rear end.

[0066] The rear body assembly and vehicle provided in this application are described below with reference to the accompanying drawings and specific embodiments.

[0067] Reference Figure 1 and Figure 2This application provides a rear vehicle body assembly, which may include a skirt panel 100, a first rear longitudinal beam 200, a first connecting mechanism 400, a second rear longitudinal beam 300, and a second connecting mechanism 500. The first connecting mechanism 400, the second connecting mechanism 500, and the skirt panel 100 are metal structural components made of the same material. For example, the skirt panel 100, the first connecting mechanism 400, and the second connecting mechanism 500 can all be steel metal structural components.

[0068] Welding between the same type of metal is much easier than welding between dissimilar metals.

[0069] Therefore, by using metal structural components made of the same material as the first connecting mechanism 400, the second connecting mechanism 500, and the apron panel 100, it is possible to weld the first connecting mechanism 400 and the second connecting mechanism 500 to the apron panel 100.

[0070] apron board 100 may include along a first direction (e.g. Figure 1 The first end 110 and the second end 120 (in the X direction). The skirt panel 100 refers to the structural component constituting the rear underbody protection plate of the vehicle body, specifically made of stamped steel sheet, with its two ends corresponding to the left and right longitudinal beam areas respectively. The first direction refers to the width direction of the vehicle, or the left-right direction of the vehicle.

[0071] The first rear longitudinal beam 200 has a first mounting end 210 facing the first end 110. The first rear longitudinal beam 200 refers to a longitudinal load-bearing beam arranged on the left side of the rear of the vehicle body, and the first rear longitudinal beam 200 can be an aluminum alloy profile structure.

[0072] The first connecting mechanism 400 is detachably connected to the outer wall of the first mounting end 210 and welded to the first end 110. Detachable connection refers to a mechanical connection achieved through threaded fasteners or locating pins, such as using bolts with mounting holes for quick assembly. Alternatively, the first connecting mechanism 400 can be detachably connected to the first mounting end 210 of the first rear longitudinal beam 200 by riveting. The outer wall of the first mounting end 210 refers to the outer wall surface of the first rear longitudinal beam 200 facing outwards. Welded connection refers to a permanent connection formed by resistance spot welding or laser welding, such as a continuous weld at the contact surface between the first connecting mechanism 400 and the skirt panel 100.

[0073] The second rear longitudinal beam 300 is arranged at intervals from the first rear longitudinal beam 200 along a first direction. The second rear longitudinal beam 300 has a second mounting end 310 facing the second end 120. The second rear longitudinal beam 300 refers to the longitudinal load-bearing beam arranged on the right side of the rear of the vehicle body. The second rear longitudinal beam 300 can also be an aluminum alloy profile structure.

[0074] The second connecting mechanism 500 is detachably connected to the outer wall of the second mounting end 310 and welded to the second end 120. The second connecting mechanism 500 can be detachably connected to the second mounting end 310 of the second rear longitudinal beam 300 by riveting.

[0075] This application provides a rear vehicle body assembly. Since the skirt panel 100, the first connecting mechanism 400, and the second connecting mechanism 500 are all metal structural components made of the same material, both the first connecting mechanism 400 and the second connecting mechanism 500 can be connected to the skirt panel 100 by welding. In the welding process, the first end 110 of the skirt panel 100 is first welded to the first mounting end 210 of the first rear longitudinal beam 200 via the first connecting mechanism 400, forming a rigid connection node. Similarly, the second rear longitudinal beam 300 is also welded to the second end 120 of the skirt panel 100 via the second connecting mechanism 500, forming a rigid connection point. The welding connection method between the first connecting mechanism 400, the second connecting mechanism 500, and the skirt panel 100 improves the connection stability between the skirt panel 100 and other components during the welding process, preventing the skirt panel 100 from falling off due to poor connection stability, and also improves the structural stability of the vehicle after assembly.

[0076] The welding connection between the first connecting mechanism 400 and the second connecting mechanism 500 and the skirt plate 100 enables the first connecting mechanism 400 and the second connecting mechanism 500 to be components of the final force transmission path, and enables the load of the skirt plate 100 to be effectively transmitted to the first rear longitudinal beam 200 and the second rear longitudinal beam 300, thereby improving the force transmission effect and impact resistance of the rear of the vehicle.

[0077] It is understandable that the structure, shape, size and materials of the first rear longitudinal beam 200 and the second rear longitudinal beam 300 can be the same. Therefore, the first connecting mechanism 400 and the second connecting mechanism 500 can also adopt the same design method, which helps to improve the uniformity of force and the structural balance.

[0078] Therefore, based on the fact that the first connecting mechanism 400 and the second connecting mechanism 500 have the same structural design, the following mainly describes the first connecting mechanism 400 in detail, and assumes that the following improvements to the first connecting mechanism 400 are also applicable to the improvements to the second connecting mechanism 500, and the second connecting mechanism 500 will not be described in detail again.

[0079] Reference Figure 1 and Figure 2 In some embodiments, the first connecting mechanism 400 may include a first bent plate 410 and a second bent plate 420.

[0080] The first bent plate 410 may include a first plate surface 411 and a second plate surface 412 that are bent relative to each other, and the first mounting end 210 may include a direction along the second direction (e.g., Figure 2 The first surface 411 and the second surface 212 are arranged opposite each other in the Y direction. The first surface 411 is attached to and detachably connected to the first surface 211, and the second surface 412 is attached to and welded to the surface of the first end 110. The second direction is perpendicular to the first direction, and the second direction can be the height direction of the vehicle.

[0081] The first bent plate 410 refers to an L-shaped structure formed by bending the first plate surface 411 and the second plate surface 412. Specifically, it can be made of stamped steel plate. The first plate surface 411 is used to fit and connect with the first surface 211 of the first rear longitudinal beam 200, and the second plate surface 412 is used to weld with the apron 100. The double-sided fitting increases the contact area and can increase the connection stability between the first bent plate 410, the apron 100, and the first rear longitudinal beam 200.

[0082] The first surface 211 and the second surface 212 of the first mounting end 210 refer to the two side surfaces of the first rear longitudinal beam 200 in the vehicle height direction. Specifically, they can be machined into flat surfaces to facilitate fitting with the first curved plate 410 or the second curved plate 420.

[0083] The second bent plate 420 is disposed opposite to the first bent plate 410 along the second direction. The second bent plate 420 is disposed on the side of the first mounting end 210 facing away from the first bent plate 410. The second bent plate 420 may include a third plate surface and a fourth plate surface 421 that are bent relative to each other. The third plate surface is attached and detachably connected to the second surface 212, and the fourth plate surface 421 is attached and welded to the surface of the first end 110.

[0084] The second curved plate 420 refers to an L-shaped structure symmetrically arranged with the first curved plate 410. Specifically, it can be manufactured using the same process as the first curved plate 410. The third plate surface is attached to the second surface 212 of the first rear longitudinal beam 200, and the fourth plate surface 421 is welded to the apron 100. The first curved plate 410 and the second curved plate 420 form a bidirectional clamping state of the first rear longitudinal beam 200 in the second direction.

[0085] In practical implementation, the first plate surface 411 of the first curved plate 410 is fixed to the first surface 211 of the first rear longitudinal beam 200 by bolts, the second plate surface 412 is welded to the first end 110 of the skirt plate 100, the third plate surface of the second curved plate 420 is fixed to the second surface 212 of the first rear longitudinal beam 200 by bolts, and the fourth plate surface 421 is welded to the first end 110 of the skirt plate 100. The first curved plate 410 and the second curved plate 420 are symmetrically distributed along the height direction of the vehicle body, forming a clamping structure for the rear longitudinal beam, and simultaneously welding the skirt plate 100 to the first curved plate 410 and the second curved plate 420. During the welding process, by setting the two curved plate structures of the first curved plate 410 and the second curved plate 420, the contact area with the skirt plate 100 can be increased, and the welding stress can be distributed to multiple plate surfaces, avoiding local deformation.

[0086] The first rear longitudinal beam 200 is clamped by the first bent plate 410 and the second bent plate 420, and welded to the skirt plate 100 by the second plate surface 412 and the fourth plate surface 421. At the same time, it covers two surfaces in the height direction of the first rear longitudinal beam 200, which can provide multi-directional fixing force. The connection stability between the skirt plate 100 and the first rear longitudinal beam 200 in the height direction of the vehicle body is improved. During the welding process, the supporting effect of the first bent plate 410 and the second bent plate 420 on the skirt plate 100 prevents it from deforming and falling off due to gravity or welding stress. At the same time, the structure of the first bent plate 410 and the second bent plate 420 simplifies the complexity of the first connecting mechanism 400 and reduces material costs.

[0087] Reference Figure 1 and Figure 2 In some embodiments, a first protruding rib 413 is provided on the first curved plate 410, and the first protruding rib 413 extends from the first plate surface 411 to the second plate surface 412.

[0088] The first rib 413 refers to a strip-shaped raised structure disposed on the surface of the first bent plate 410. Specifically, it can be achieved by forming a continuous raised structure between the first plate surface 411 and the second plate surface 412 through a stamping process. This raised structure can increase the bending resistance of the first bent plate 410, thereby dispersing stress during the welding process.

[0089] Reference Figure 1 and Figure 2 In some embodiments, a second rib 422 is provided on the second curved plate 420, and the second rib 422 extends from the third plate surface to the fourth plate surface 421.

[0090] The second rib 422 refers to a strip-shaped raised structure provided on the surface of the second bent plate 420. Specifically, it can be achieved by forming a continuous raised structure between the third and fourth plate surfaces 421 through a stamping process. This raised structure can enhance the deformation resistance of the second bent plate 420 and prevent the bent plate from twisting due to welding thermal stress.

[0091] In practical implementation, the first rib 413 extends along the first plate surface 411 to the second plate surface 412, covering both the first and second plate surfaces 411 and 412, thereby improving the rigidity of the first and second plate surfaces 411 and 412. The second rib 422 extends along the third plate surface to the fourth plate surface 421, covering both the third and fourth plate surfaces 421, thereby improving the rigidity of the third and fourth plate surfaces 421. By increasing the moment of inertia of the cross-sections of the first bent plate 410 and the second bent plate 420 to resist external loads, the probability of the first bent plate 410 and the second bent plate 420 deforming under the gravity of the skirt plate 100 can be reduced, thereby avoiding the probability of the skirt plate 100 shifting position or falling down due to the deformation of the first connecting mechanism 400.

[0092] Furthermore, when the apron panel 100 is welded to the first rear longitudinal beam 200, the first rib 413 and the second rib 422 can withstand the thermal deformation force during the welding process, thus preventing the first bent plate 410 and the second bent plate 420 from undergoing plastic deformation due to local stress concentration.

[0093] Through the above technical solution, this application can effectively improve the deformation resistance of the first bending plate 410 and the second bending plate 420 during the welding process, reduce the risk of failure of the connection between the skirt plate 100 and the rear longitudinal beam caused by the twisting of the first bending plate 410 and the second bending plate 420, improve the stability of the rigid connection between the first connecting mechanism 400 and the skirt plate 100, and thus ensure the positioning accuracy and connection reliability of the skirt plate 100 in the welding process.

[0094] Reference Figure 1 , Figure 2 and Figure 3 In some embodiments, the first connecting mechanism 400 may further include a first support member 430.

[0095] One end of the first support member 430 is connected to the side of the first plate 411 facing away from the first surface 211, and the other end is connected to the side of the second plate 412 facing away from the first end 110.

[0096] The first support member 430 refers to the rigid component connected between the two sides of the first curved plate 410. Specifically, it can be a metal rod or metal plate welded or riveted between the first plate surface 411 and the second plate surface 412 to resist the bending deformation of the first curved plate 410 when it is subjected to force.

[0097] In some embodiments, the first connecting mechanism 400 may further include a second support member, one end of which is connected to the side of the third plate facing away from the second surface 212, and the other end of which is connected to the side of the fourth plate 421 facing away from the first end 110.

[0098] The second support member refers to the rigid component connected between the two sides of the second curved plate 420. Specifically, it can be a metal rod or metal plate welded or riveted between the third plate and the fourth plate 421 to distribute the load borne by the second curved plate 420 and enhance the overall structural rigidity.

[0099] In practical implementation, when the first support member 430 is disposed between the first plate surface 411 and the second plate surface 412 of the first bent plate 410, its two ends are respectively fixed to the side of the first plate surface 411 away from the first rear longitudinal beam 200 and the side of the second plate surface 412 away from the skirt plate 100, forming a triangular or trapezoidal support structure. This first support member 430 can limit the bending deformation of the first bent plate 410 along the second direction when subjected to external force, thereby maintaining the connection stability between the first bent plate 410, the first rear longitudinal beam 200, and the skirt plate 100. Similarly, when the second support member is disposed between the third plate surface and the fourth plate surface 421 of the second bent plate 420, it constrains the deformation of the second bent plate 420 through a rigid connection, preventing stress concentration at the welded parts due to deformation of the second bent plate 420.

[0100] This solution, by adding a support between the first bending plate 410 and / or the second bending plate 420, can directly improve the structural rigidity of the bending plate, effectively enhance the bending resistance of the bending plate in the first connecting mechanism 400, reduce the risk of loosening of the connection between the skirt plate 100 and the rear longitudinal beam during welding or collision, thereby improving the assembly stability and long-term reliability of the rear vehicle body assembly.

[0101] Reference Figure 1 In some embodiments, the rear body assembly may further include a rear anti-collision beam disposed on the side of the skirt panel 100 facing away from the first rear longitudinal beam 200. The first connecting mechanism 400 may further include a first connector 440 and a second connector 450, the first connector 440 passing through the second plate surface 412, the first end 110 and the rear anti-collision beam, and the second connector 450 passing through the fourth plate surface 421, the first end 110 and the rear anti-collision beam.

[0102] The rear bumper beam is a transverse beam structure located at the rear of the vehicle to absorb collision energy. It can be made of high-strength steel plate through stamping, and its installation position forms a spatial fit with the skirt panel 100. The first connecting member 440 and the second connecting member 450 are fastening elements that realize the mechanical connection of multiple components. They can be bolt and nut mating structures, achieving a composite connection between the skirt panel 100, the rear longitudinal beam, and the rear bumper beam through the first connecting mechanism 400.

[0103] In practical implementation, a rear anti-collision beam is installed in the welding area between the skirt panel 100 and the first rear longitudinal beam 200. After the second plate surface 412 of the first curved plate 410 is welded to the skirt panel 100, it is fixed by a first connector 440 passing through the second plate surface 412, the skirt panel 100, and the rear anti-collision beam in sequence. After the fourth plate surface 421 of the second curved plate 420 is welded to the skirt panel 100, it is fixed by a second connector 450 passing through the fourth plate surface 421, the skirt panel 100, and the rear anti-collision beam in sequence. This connection method allows the skirt panel 100 to be simultaneously welded and fixed to the first rear longitudinal beam 200 and mechanically connected to the rear anti-collision beam, forming a composite force transmission path.

[0104] Reference Figure 1 and Figure 2 In some embodiments, the first connecting mechanism 400 may further include a third bent plate 460. The third bent plate 460 may include a fifth plate surface 461 and a sixth plate surface 462 that are bent relative to each other. The first mounting end 210 may include a third surface 213 and a fourth surface 214 that are opposite to each other along a first direction. The fifth plate surface 461 is attached to and detachably connected to the third surface 213, and the sixth plate surface 462 is attached to and welded to the surface of the first end 110.

[0105] The third curved plate 460 refers to a metal connecting component with two mutually perpendicular bent surfaces, which can be made of stamped steel plate. Its fifth plate surface 461 is connected to the third surface 213 of the first rear longitudinal beam 200 by bolts or rivets, and the sixth plate surface 462 is fixed to the surface of the skirt panel 100 by welding. The third surface 213 refers to the side of the first mounting end 210 of the first rear longitudinal beam 200 along the width direction of the vehicle body, and the fourth surface 214 is the opposite side. Detachable connection refers to a non-fixed assembly method achieved through threaded fasteners, riveting, or snap-fit ​​structures.

[0106] In its specific implementation, the fifth surface 461 of the third curved plate 460 covers the third surface 213 of the first mounting end 210 and is detachably fixed by bolts. The sixth surface 462 extends to the surface of the skirt panel 100 for welding. This structure forms additional connection points in the vehicle width direction, creating multi-directional constraints between the skirt panel 100 and the first rear longitudinal beam 200. During the welding process, the third curved plate 460, the first curved plate 410, and the second curved plate 420 together form a three-dimensional fixed frame, improving the bending resistance of the first connecting mechanism 400 and the connection stability with the skirt panel 100. When the rear of the vehicle is impacted, the impact force is transmitted through the skirt panel 100 to the sixth surface 462 of the third curved plate 460, and then dispersed through the fifth surface 461 to the longitudinal load-bearing structure of the first rear longitudinal beam 200, thereby increasing the force transmission path on the first connecting mechanism 400.

[0107] Through the above technical solution, the contact area between the skirt panel 100 and the first rear longitudinal beam 200 in the vehicle width direction is increased, the displacement in the width direction during welding is effectively limited, and the probability of the skirt panel 100 falling off can be further reduced. Under collision conditions, the impact force can be directly transmitted to the first rear longitudinal beam 200 through the third bending plate 460, reducing the risk of local deformation of the skirt panel 100.

[0108] Reference Figure 2 and Figure 4 In some embodiments, the first connecting mechanism 400 may further include a fourth bent plate 470. The fourth bent plate 470 is disposed opposite to the third bent plate 460 along a second direction. The fourth bent plate 470 is disposed on the side of the first mounting end 210 facing away from the third bent plate 460. The fourth bent plate 470 may include a seventh plate surface and an eighth plate surface 471 that are bent opposite to each other. The seventh plate surface is attached to and detachably connected to the fourth surface 214, and the eighth plate surface 471 is attached to and welded to the surface of the first end 110.

[0109] The fourth bent plate 470 refers to a connection structure with two bent plate surfaces, which can be made of stamped metal sheet. Its seventh plate surface is connected to the fourth surface 214 of the first rear longitudinal beam 200 by bolts or rivets, and its eighth plate surface 471 is fixed to the first end 110 of the skirt plate 100 by welding. This structure is used to increase the connection contact area between the first rear longitudinal beam 200 and the skirt plate 100. The relative arrangement of the third bent plate 460 and the fourth bent plate 470 in the second direction can achieve symmetrical support of the first rear longitudinal beam 200 on both sides in the first direction. Through the close connection between the seventh plate surface and the fourth surface 214, the side area of ​​the first mounting end 210 can be covered.

[0110] In its implementation, the fourth curved plate 470 and the third curved plate 460 are symmetrically distributed on both sides of the first mounting end 210 in the vehicle width direction. The seventh plate surface is connected to the fourth surface 214 of the first rear longitudinal beam 200 by bolts or rivets, and the eighth plate surface 471 is welded to the first end 110 of the skirt plate 100, so that all four sides of the first rear longitudinal beam 200 are surrounded by the curved plate structure. During the welding process, the fourth curved plate 470 and the third curved plate 460 together restrict the relative displacement between the first rear longitudinal beam 200 and the skirt plate 100, and at the same time, the connection stability is ensured by a composite fixing method of detachable connection and welding. Under collision conditions, the fourth curved plate 470 and the third curved plate 460 form an additional force transmission path, dispersing the impact force borne by the skirt plate 100 to multiple sides of the first rear longitudinal beam 200.

[0111] Through the above technical solution, this application can avoid the problem of the skirt panel 100 falling and deforming due to insufficient connection points during the welding process, while enhancing the energy absorption capacity of the rear of the vehicle body during collision, and reducing the risk of local structural failure through multi-directional force transmission paths.

[0112] Reference Figure 2 In some embodiments, a third rib 463 is provided on the third curved plate 460, and the third rib 463 extends from the fifth plate surface 461 to the sixth plate surface 462.

[0113] The third rib 463 refers to the continuous protruding structure formed between the fifth plate surface 461 and the sixth plate surface 462 along the third bent plate 460. Specifically, it can be achieved by forming a longitudinally extending reinforcing rib on the surface of the bent plate using a stamping process, thereby increasing the bending resistance by increasing the moment of inertia of the bent plate section.

[0114] In a specific implementation, the fifth plate surface 461 of the third curved plate 460 is attached to the third surface 213, the sixth plate surface 462 is welded and fixed to the surface of the first end 110, and the third rib 463 extends continuously from the fifth plate surface 461 to the sixth plate surface 462, so that the curved plate can disperse stress concentration through the rib when subjected to external force.

[0115] In some embodiments, a fourth rib is provided on the fourth bent plate 470, and the fourth rib extends from the seventh plate surface to the eighth plate surface 471.

[0116] The fourth rib refers to the continuous protruding structure formed between the seventh and eighth surfaces 471 of the fourth curved plate 470. Its implementation method is the same as that of the third rib 463, which enhances the local stiffness of the curved plate to resist torsional deformation during collision.

[0117] In practical implementation, the seventh plate surface of the fourth curved plate 470 is fitted and connected to the fourth surface 214, and the eighth plate surface 471 is welded and fixed to the surface of the first end 110. The fourth rib extends continuously from the seventh plate surface to the eighth plate surface 471, forming a reinforcing structure symmetrical with the third rib 463. When the apron 100 is subjected to collision load, the third rib 463 and the fourth rib are used to limit the deformation of their respective curved plates, preventing cracking at the welded parts due to stress concentration.

[0118] This application enhances the stiffness of the bent plate by using ribs, so that the collision energy is distributed along the ribs and transferred to the first rear longitudinal beam 200, thereby reducing the risk of plastic deformation at the connection between the skirt plate 100 and the first rear longitudinal beam 200.

[0119] Through the above technical solution, this application effectively improves the torsional resistance of the third bending plate 460 and the fourth bending plate 470, prevents the apron 100 from falling off due to the deformation of the first connecting mechanism 400 during the welding process, and enhances the stability of the apron 100 in transmitting load to the first rear longitudinal beam 200 during collision, thus avoiding connection failure.

[0120] Reference Figure 2 and Figure 4In some embodiments, the thickness of the first plate surface 411 is greater than or equal to 2.0 mm and less than or equal to 2.5 mm. For example, the thickness of the first plate surface 411 can be 2.1 mm, 2.2 mm, 2.3 mm or 2.4 mm.

[0121] In this way, by controlling the thickness of the first plate 411 within the range of 2.0mm to 2.5mm, it is possible to avoid the first plate 411 being too thin, which would result in weak rigidity and easy deformation, and to avoid the waste of materials and costs caused by the first plate 411 being too thick.

[0122] In some embodiments, the thickness of the second plate surface 412 is greater than or equal to 2.0 mm and less than or equal to 2.5 mm. For example, the thickness of the second plate surface 412 can be 2.1 mm, 2.2 mm, 2.3 mm or 2.4 mm.

[0123] In this way, by controlling the thickness of the second plate 412 within the range of 2.0mm to 2.5mm, it is possible to avoid the second plate 412 being too thin, which would result in weak rigidity and easy deformation, and to avoid the waste of materials and costs caused by the second plate 412 being too thick.

[0124] In some embodiments, the thickness of the third and fourth surfaces 421 in the second bent plate 420 is the same as the thickness of the first surface 411. The thickness of each surface of the third bent plate 460 and the fourth bent plate 470 can also be the same as the thickness of the first surface 411.

[0125] Reference Figure 1 This application also provides a vehicle that may include a vehicle body and the aforementioned rear vehicle assembly.

[0126] By using the aforementioned rear body assembly, the connection stability of the first rear longitudinal beam 200, the second rear longitudinal beam 300, and the skirt panel 100 during the rear body welding assembly process can be improved, preventing the skirt panel 100 from deforming and falling off. It can also improve the force transmission path and force transmission effect between the skirt panel 100 and the first rear longitudinal beam 200 and the second rear longitudinal beam 300, thereby improving the impact resistance of the rear of the vehicle.

[0127] In some embodiments, the vehicle may be a gasoline-powered vehicle, or it may be a new energy vehicle, such as a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle. The vehicle may also be any vehicle equipped with a battery.

[0128] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A rear vehicle body assembly, characterized in that, include: The apron board (100) includes a first end (110) and a second end (120) along a first direction; The first rear longitudinal beam (200) has a first mounting end (210) facing the first end (110); The first connecting mechanism (400) is detachably connected to the first mounting end (210) and welded to the first end (110); The second rear longitudinal beam (300) is arranged at intervals from the first rear longitudinal beam (200) along the first direction, and the second rear longitudinal beam (300) has a second mounting end (310) facing the second end (120); The second connecting mechanism (500) is detachably connected to the second mounting end (310) and welded to the second end (120); The first connecting mechanism (400), the second connecting mechanism (500), and the apron panel (100) are metal structural components made of the same material.

2. The rear vehicle body assembly according to claim 1, characterized in that, The first connecting mechanism (400) includes: The first bent plate (410) includes a first plate surface (411) and a second plate surface (412) that are bent relative to each other. The first mounting end (210) includes a first surface (211) and a second surface (212) that are arranged opposite to each other along a second direction. The first plate surface (411) is attached to and detachably connected to the first surface (211). The second plate surface (412) is attached to and welded to the surface of the first end (110). The second direction is perpendicular to the first direction. The second bent plate (420) is disposed opposite to the first bent plate (410) along the second direction. The second bent plate (420) is disposed on the side of the first mounting end (210) facing away from the first bent plate (410). The second bent plate (420) includes a third plate surface and a fourth plate surface (421) that are bent relative to each other. The third plate surface is attached to and detachably connected to the second surface (212). The fourth plate surface (421) is attached to and welded to the surface of the first end (110).

3. The rear vehicle body assembly according to claim 2, characterized in that, The first curved plate (410) is provided with a first protruding rib (413), which extends from the first plate surface (411) to the second plate surface (412); And / or, the second curved plate (420) is provided with a second protruding rib (422), which extends from the third plate surface to the fourth plate surface (421).

4. The rear vehicle body assembly according to claim 2, characterized in that, The first connecting mechanism (400) further includes: The first support member (430) is connected at one end to the side of the first plate (411) facing away from the first surface (211), and at the other end to the side of the second plate (412) facing away from the first end (110). And / or, The second support member has one end connected to the side of the third plate facing away from the second surface (212), and the other end connected to the side of the fourth plate (421) facing away from the first end (110).

5. The rear vehicle body assembly according to claim 2, characterized in that, The rear body assembly also includes a rear anti-collision beam, which is disposed on the side of the skirt panel (100) facing away from the first rear longitudinal beam (200); The first connecting mechanism (400) further includes a first connecting member (440) and a second connecting member (450). The first connecting member (440) passes through the second plate surface (412), the first end (110) and the rear anti-collision beam, and the second connecting member (450) passes through the fourth plate surface (421), the first end (110) and the rear anti-collision beam.

6. The rear vehicle body assembly according to claim 2, characterized in that, The first connecting mechanism (400) further includes a third bending plate (460); The third bent plate (460) includes a fifth plate surface (461) and a sixth plate surface (462) that are bent relative to each other. The first mounting end (210) includes a third surface (213) and a fourth surface (214) that are opposite to each other along a first direction. The fifth plate surface (461) is attached to and detachably connected to the third surface (213). The sixth plate surface (462) is attached to and welded to the surface of the first end (110).

7. The rear vehicle body assembly according to claim 6, characterized in that, The first connecting mechanism (400) further includes a fourth bending plate (470); The fourth bent plate (470) and the third bent plate (460) are arranged opposite to each other along the second direction. The fourth bent plate (470) is located on the side of the first mounting end (210) facing away from the third bent plate (460). The fourth bent plate (470) includes a seventh plate surface and an eighth plate surface (471) that are bent opposite to each other. The seventh plate surface is attached to and detachably connected to the fourth surface (214). The eighth plate surface (471) is attached to and welded to the surface of the first end (110).

8. The rear vehicle body assembly according to claim 7, characterized in that, The third curved plate (460) is provided with a third protruding rib (463), which extends from the fifth plate surface (461) to the sixth plate surface (462); And / or, the fourth curved plate (470) is provided with a fourth protruding rib, which extends from the seventh plate surface to the eighth plate surface (471).

9. The rear vehicle body assembly according to claim 2, characterized in that, The thickness of the first plate surface (411) is greater than or equal to 2.0 mm and less than or equal to 2.5 mm; And / or, the thickness of the second plate surface (412) is greater than or equal to 2.0 mm and less than or equal to 2.5 mm.

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

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