Rear longitudinal beam assembly and vehicle

Abstract

A rear longitudinal beam assembly (10) and a vehicle are provided, wherein one end of a first longitudinal beam section (100) is connected to a side sill beam (20), the other end of the first longitudinal beam section (100) is connected to a second longitudinal beam section (200), the end of the second longitudinal beam section (200) opposite to the first longitudinal beam section (100) is connected to a rear end panel (30), the first longitudinal beam section (100) is positioned to be inclined with respect to the side sill beam (20), and the second longitudinal beam section (200) is positioned to be inclined with respect to the side sill beam (20). The second longitudinal beam section (200) is parallel to the beam (20) and is located closer to the top of the vehicle body than the side sill beam (20). The surface of the second longitudinal beam section (200) facing the top of the vehicle body becomes the first side wall (210). One end of the first guide structure (300) is connected to the first side wall (210), and the other end of the first guide structure (300) is connected to the rear end panel (30). The first guide structure (300) is used to suppress the second longitudinal beam section (200) from being lifted towards the top of the vehicle body. With the rear longitudinal beam assembly (10) provided in this manner, the effect of transmitting impact force from the rear longitudinal beam assembly (10) to the side sill beam (20) can be improved, and the impact resistance of the rear longitudinal beam assembly (10), the strength of the vehicle, and the safety of the occupants are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle equipment technology, and particularly to a rear longitudinal beam assembly and a vehicle.

Background Art

[0002] The rear longitudinal beam of a vehicle is an important protection structure in the vehicle body structure for resisting collisions to the rear of the vehicle. The rear longitudinal beam extends in the longitudinal direction of the vehicle body. At one end of the rear longitudinal beam facing the front of the vehicle body, the side sill beam of the vehicle body is connected, and at one end of the rear longitudinal beam facing the rear of the vehicle body, the rear end panel of the vehicle body is connected. When the rear of the vehicle body is subjected to a collision, the impact force caused by the collision is transmitted to the rear longitudinal beam through the rear end panel. The rear longitudinal beam absorbs the impact force by deformation and further transmits the impact force that has not been completely absorbed to other structural parts of the vehicle body, so that the remaining impact force is absorbed by other structural parts of the vehicle body.

[0003] However, the impact resistance performance of the rear longitudinal beam in the above related technology is low, resulting in a decrease in the strength of the vehicle and the riding safety of the passengers.

Summary of the Invention

Problems to be Solved by the Invention

[0004] Embodiments of this application provide a rear longitudinal beam assembly and a vehicle to solve the technical problem that the impact resistance performance of the rear longitudinal beam in the above related technology is low, resulting in a decrease in the strength of the vehicle and the riding safety of the passengers.

Means for Solving the Problems

[0005] To achieve the above object, embodiments of this application provide the following technical solutions.

[0006] In a first aspect of an embodiment of this application, a rear longitudinal beam assembly including a first longitudinal beam portion, a second longitudinal beam portion, and a first guiding structure is provided. One end of the first longitudinal beam section is used to connect to the side sill beam of the vehicle body, the other end of the first longitudinal beam section is connected to the second longitudinal beam section, and the end of the second longitudinal beam section opposite to the first longitudinal beam section is used to connect to the rear end panel of the vehicle body. The first longitudinal beam section is provided so as to be inclined with respect to the side sill beam, the second longitudinal beam section is parallel to the side sill beam, and the second longitudinal beam section is located closer to the top of the vehicle body than the side sill beam. The surface of the second longitudinal beam section toward the top of the vehicle body becomes the first side wall, one end of the first guide structure is connected to the first side wall, and the other end of the first guide structure is connected to the rear end panel, and the first guide structure is used to prevent the second longitudinal beam section from being lifted toward the top of the vehicle body.

[0007] Based on the above technical measures, the present invention can be further improved as follows.

[0008] In one possible embodiment, the first induction structure includes a first connecting plate and a second connecting plate connected to each other. The first connecting plate is detachably connected to the first side wall of the second vertical beam section, and the second connecting plate is detachably connected to the rear end panel.

[0009] In one possible implementation, the rear longitudinal beam assembly further includes a second guidance structure, The second longitudinal beam portion further includes a second side wall facing the first side wall and a third side wall, the first side wall and the second side wall being connected via the third side wall. The second guide structure includes a first connecting structure and a second connecting structure, with a first gap between the first and second connecting structures, one end of the first connecting structure connected to the second side wall, the other end of the first connecting structure connected to the rear end panel, one end of the second connecting structure connected to the third side wall, and the other end of the second connecting structure connected to the rear end panel.

[0010] In one possible embodiment, the first connecting structure includes a third connecting plate and a fourth connecting plate, the third connecting plate being detachably connected to the second side wall, and the fourth connecting plate being detachably connected to the rear end panel. The second connecting structure includes a fifth connecting plate and a sixth connecting plate, the fifth connecting plate being detachably connected to the third side wall, and the sixth connecting plate being detachably connected to the rear end panel.

[0011] In one possible embodiment, the second guide structure further includes a first connecting segment, the first connecting segment is provided at the first interval, and the third connecting plate and the fifth connecting plate are connected via the first connecting segment. The first connecting segment, the third connecting plate, and the fifth connecting plate jointly form a first cutout, and the first cutout is configured to face the rear end panel.

[0012] In one possible embodiment, the second longitudinal beam portion further includes a fourth side wall provided opposite the third side wall, The second guide structure further includes a third connecting structure, one end of which is connected to the fourth side wall, and the other end of which is connected to the rear end panel, thereby connecting the fourth side wall to the rear end panel via the third connecting structure. There is a second gap between the third connecting structure and the first connecting structure.

[0013] In one possible embodiment, the third connecting structure includes a seventh connecting plate and an eighth connecting plate, the seventh connecting plate being detachably connected to the fourth side wall, and the eighth connecting plate being detachably connected to the rear end panel.

[0014] In one possible embodiment, the second guide structure further includes a second connecting segment, the second connecting segment is provided at the second interval, and the third connecting plate and the seventh connecting plate are connected via the second connecting segment. The second connecting segment, the third connecting plate, and the seventh connecting plate jointly form a second cutout, and the second cutout is configured to face the rear end panel.

[0015] In one possible embodiment, a first recess is provided in the second side wall of the second longitudinal beam section, the first recess extends along the width direction of the second side wall, and the first recess is provided toward the rear end panel.

[0016] In one possible embodiment, a second recess is provided in the third side wall of the second longitudinal beam section, the second recess extends along the width direction of the third side wall, and the second recess is provided toward the rear end panel. and / or, a third recess is provided in the fourth side wall of the second longitudinal beam section, the third recess extending along the width direction of the fourth side wall, and the third recess is provided toward the rear end panel.

[0017] In one possible embodiment, the first longitudinal beam section includes a first sub-beam and a second sub-beam arranged in the longitudinal direction of the vehicle body. The first subbeam has a first groove, a plurality of spaced separation ribs, and a plurality of reinforcing structures, the plurality of separation ribs are provided within the first groove so as to divide the first groove into a plurality of energy absorption chambers arranged along the height direction of the vehicle body, and each of the reinforcing structures is provided within one of the energy absorption chambers. The second sub-beam is connected to an energy absorption chamber that extends towards the top of the vehicle body, and the second sub-beam is positioned toward the rear of the vehicle body.

[0018] In one possible embodiment, the plurality of separation ribs include a first separation rib and a second separation rib arranged in the height direction of the vehicle body, the first separation rib is located toward the top of the vehicle body, and the first and second separation ribs are used to divide the first groove into a first energy absorption chamber, a second energy absorption chamber and a third energy absorption chamber. The plurality of the reinforcing structures include a first reinforcing structure, a second reinforcing structure, and a third reinforcing structure. The first reinforcing structure is provided in the first energy absorption chamber. The second reinforcing structure is provided in the second energy absorption chamber. The third reinforcing structure is provided in the third energy absorption chamber. The first energy absorption chamber is located toward the top of the vehicle body. The third energy absorption chamber is located toward the bottom of the vehicle body. The second energy absorption chamber is located between the first energy absorption chamber and the third energy absorption chamber. The first energy absorption chamber is connected to the second sub-beam.

[0019] In one possible implementation, the first reinforcing structure includes a first rib plate and a second rib plate. The first energy absorption chamber has a first wall surface facing the first spaced rib. The first wall surface is located opposite to the second energy absorption chamber. One ends of the first rib plate and the second rib plate are both connected to the first wall surface. The other ends of the first rib plate and the second rib plate are both connected to the first spaced rib. The first rib plate and the second rib plate are provided to intersect with each other.

[0020] In one possible implementation, the first reinforcing structure further includes a third rib plate. The third rib plate is located on a side of the first rib plate opposite to the second sub-beam. One end of the third rib plate is connected to the first spaced rib. The other end of the third rib plate extends opposite to the second sub-beam and is connected to the first wall surface.

[0021] In one possible implementation, the second reinforcing structure includes a fourth rib plate. The second energy absorption chamber includes a first spaced rib and a second spaced rib provided opposite to each other. One end of the fourth rib plate is connected to one end of the second spaced rib facing the second sub-beam. The other end of the fourth rib plate is connected to one end of the first spaced rib opposite to the second sub-beam.

[0022] In one possible implementation, the second reinforcing structure further includes a fifth rib plate. The second energy absorption chamber further includes a second wall surface. One end of the second wall surface is connected to one end of the second sub-beam of the first separation rib that is opposite to the second sub-beam, and the other end of the second wall surface is connected to one end of the second sub-beam of the second separation rib that is opposite to the second sub-beam. One end of the fifth rib plate is connected to the second separation rib, and the other end of the fifth rib plate is connected to the second wall surface.

[0023] In one possible implementation form, the third reinforcement structure includes a sixth rib plate and a seventh rib plate. The third energy absorption chamber includes a third wall surface provided opposite to the second separation rib. One end of the sixth rib plate is connected to the second separation rib, and the other end of the sixth rib plate extends opposite to the second sub-beam and is connected to the third wall surface. One end of the seventh rib plate is connected to one end of the sixth rib plate that is connected to the second separation rib on the sixth rib plate, and the other end of the seventh rib plate extends toward the second sub-beam and is connected to the third wall surface.

[0024] In one possible implementation form, the second sub-beam includes a fourth energy absorption chamber and a fourth reinforcement structure. The fourth energy absorption chamber is connected to the energy absorption chamber that faces the top of the vehicle body among the plurality of energy absorption chambers of the first sub-beam. The fourth reinforcement structure is provided in the fourth energy absorption chamber, and the side walls of the fourth energy absorption chamber are connected via the fourth reinforcement structure.

[0025] In one possible implementation form, the fourth reinforcement structure includes a first support segment and a second support segment. The fourth energy absorption chamber has a fourth wall surface and a fifth wall surface provided opposite to each other in the height direction of the vehicle body. The fourth wall surface is located toward the top of the vehicle body. One end of the first support segment is connected to the fourth wall surface, the other end of the first support segment extends away from the rear of the vehicle body and is connected to one end of the second support segment, and the other end of the second support segment extends toward the rear of the vehicle body and is connected to the fifth wall surface.

[0026] In one possible embodiment, the fourth reinforcing structure further includes a third support segment, a fourth support segment, and a third connecting segment. One end of the third connecting segment is connected to the connection point between the first support segment and the second support segment; the other end of the third connecting segment extends away from the rear of the vehicle body and is connected to one end of the third support segment and one end of the fourth support segment; the other end of the third support segment extends away from the rear of the vehicle body and is connected to the fourth wall surface; and the other end of the fourth support segment extends away from the rear of the vehicle body and is connected to the fifth wall surface.

[0027] A second embodiment of the present invention provides a vehicle comprising a vehicle body and a rear longitudinal beam assembly as described above provided on the vehicle body. [Effects of the Invention]

[0028] Embodiments of the present application provide a rear longitudinal beam assembly and a vehicle, the rear longitudinal beam assembly comprising a first longitudinal beam section, a second longitudinal beam section and a first guide structure, one end of the first longitudinal beam section used for connection to a side sill beam of the vehicle body, the other end of the first longitudinal beam section connected to the second longitudinal beam section, the other end of the second longitudinal beam section opposite to the first longitudinal beam section used for connection to the rear end panel of the vehicle body, the first longitudinal beam section is provided to be inclined with respect to the side sill beam, the second longitudinal beam section is parallel to the side sill beam and is located closer to the top of the vehicle body than the side sill beam, the surface of the second longitudinal beam section facing the top of the vehicle body becomes a first side wall, one end of the first guide structure is connected to the first side wall and the other end of the first guide structure is connected to the rear end panel, As a result, the connection strength between the first side wall and the rear end panel becomes greater than the connection strength between the other surface on the second longitudinal beam section facing the first side wall and the rear end panel. This guides the second longitudinal beam section to shift toward the side with lower connection strength via the first guide structure when the second longitudinal beam section is subjected to a rear collision, that is, it guides the second longitudinal beam section to shift toward the bottom of the vehicle body, thereby suppressing the rear longitudinal beam from being lifted upward. When the impact force is transmitted from the first longitudinal beam section to the side sill beam, the component of the impact force in the direction of extension of the side sill beam can be increased, the effect of transmitting the impact force from the rear longitudinal beam assembly to the side sill beam can be improved, and the impact resistance performance of the rear longitudinal beam assembly can be improved, thereby increasing the strength of the vehicle and the safety of the occupants.

[0029] Furthermore, the rear longitudinal beam assembly includes a first sub-beam and a second sub-beam arranged in the longitudinal direction of the vehicle body, and the second sub-beam is positioned toward the rear of the vehicle body. As a result, when the vehicle is subjected to a rear-end collision, energy is first absorbed by the deformation of the second sub-beam, and then by the deformation of the first sub-beam. The first sub-beam has a first groove, a plurality of spaced separation ribs, and a plurality of reinforcing structures. The plurality of separation ribs are provided within the first groove so as to divide the first groove into a plurality of energy absorption chambers arranged along the height direction of the vehicle body. Each of the reinforcing structures is provided within one energy absorption chamber, and the second sub-beam is connected to an energy absorption chamber toward the top of the vehicle body. This increases the overall strength of the first sub-beam and reduces the probability of deformation of the first sub-beam. This reduces the probability of deformation of the vehicle body, improves the impact resistance of the rear longitudinal beam assembly, and further enhances the strength of the vehicle and the safety of the occupants. [Brief explanation of the drawing]

[0030] To more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art are briefly described below. Needless to say, the drawings in the following description are some embodiments of the present application, and those skilled in the art can obtain other drawings based on these without requiring any creative effort. [Figure 1] This is a schematic diagram of the structure of the rear longitudinal beam assembly provided in the embodiment of the present application. [Figure 2] This is a schematic diagram of the structure in which the second longitudinal beam section provided in the embodiment of the present application is displaced downward when subjected to a rear collision. [Figure 3] This is a schematic diagram of the structure of the second longitudinal beam section provided in the embodiment of the present application. [Figure 4] This is a schematic diagram of the structure of the second longitudinal beam section from a different angle, as provided in the embodiment of the present application. [Figure 5] This is a schematic diagram of the structure of a second type rear longitudinal beam assembly provided in the embodiment of the present application. [Figure 6] Figure 5 is a schematic diagram of the structure of the second sub-beam of the rear longitudinal beam assembly. [Modes for carrying out the invention]

[0031] As described in the background technology section, in conventional technology, the rear longitudinal beam is easily lifted upward when subjected to a rear-end collision, reducing the effectiveness of transmitting impact force from the rear longitudinal beam to the side sill beam. The reason this problem occurs is that the rear longitudinal beam includes an inclined section and a parallel section, the inclined section is connected to the front side closer to the vehicle body, one end of the inclined section is connected to the side sill beam, the other end of the inclined section towards the rear of the vehicle body is connected to the parallel section, the parallel section is located toward the rear of the vehicle body, the parallel section is located toward the top of the vehicle body than the side sill beam, and there is a height difference between the parallel section and the side sill beam.

[0032] When the rear of the vehicle is struck, the impact force is first transmitted to the parallel section, then to the inclined section, and since the inclined section is positioned to be inclined with respect to the side sill beam, when the impact force acting on the inclined section is transmitted to the side sill beam, there are two components of impact force: one component transmitted along the height direction of the vehicle towards the bottom of the vehicle, and another component transmitted along the extension direction of the side sill beam. The larger the component of impact force acting along the extension direction of the side sill beam, the more advantageous it is for the transmission of the impact force acting on the rear longitudinal beam to the side sill beam.

[0033] In conventional technology, one end of the parallel section extending toward the rear of the vehicle body is connected to the rear end panel of the vehicle body, and the parallel section may be lifted toward the top of the vehicle body. When the parallel section is lifted toward the top of the vehicle body due to the rear impact force, the inclined section tends to tilt further toward the side sill beam, which reduces the component of the impact force in the direction of the extension of the side sill beam, and thus reduces the effect of the impact force acting on the rear longitudinal beam on the side sill beam.

[0034] Furthermore, conventional rear longitudinal beams have low strength and are prone to overall deformation, causing deformation of the vehicle and affecting the overall strength of the vehicle and the safety of the occupants. The reason this problem occurs is that conventional rear longitudinal beams are constructed by welding together two sheet metal parts that extend along the length of the vehicle body, and the interior of the rear longitudinal beam along the length of the vehicle body is hollow, with no reinforcing structure designed inside, nor is there any segmented reinforcement design for the rear longitudinal beam. As a result, when the vehicle body is subjected to a rear collision, the energy is absorbed by the two welded sheet metal parts, making the rear longitudinal beam more prone to deformation during the rear collision, resulting in deformation of the vehicle body and affecting the safety of the occupants.

[0035] To address the above technical problems, embodiments of the present application provide a rear longitudinal beam assembly and a vehicle, the rear longitudinal beam assembly comprising a first longitudinal beam section, a second longitudinal beam section and a first guide structure, one end of the first longitudinal beam section used for connection to the side sill beam of the vehicle body, the other end of the first longitudinal beam section used for connection to the second longitudinal beam section, the end of the second longitudinal beam section opposite to the first longitudinal beam section used for connection to the rear end panel of the vehicle body, the first longitudinal beam section is provided to be inclined with respect to the side sill beam, the second longitudinal beam section is parallel to the side sill beam and is located closer to the top of the vehicle body than the side sill beam, the surface of the second longitudinal beam section facing the top of the vehicle body becomes a first side wall, one end of the first guide structure is connected to the first side wall and the other end of the first guide structure is connected to the rear end panel By being connected, the connection strength between the first side wall and the rear end panel becomes greater than the connection strength between the other surface on the second longitudinal beam section facing the first side wall and the rear end panel. This guides the second longitudinal beam section to shift toward the side with lower connection strength when the second longitudinal beam section is subjected to a rear collision, through the first guide structure, that is, it guides the second longitudinal beam section to shift toward the bottom of the vehicle body, thereby suppressing the rear longitudinal beam from being lifted upward. When the impact force is transmitted from the first longitudinal beam section to the side sill beam, the component of the impact force in the direction of the extension of the side sill beam can be increased, improving the effect of transmitting the impact force from the rear longitudinal beam assembly to the side sill beam, thereby enhancing the impact resistance of the rear longitudinal beam assembly, the strength of the vehicle, and the safety of the occupants.

[0036] Furthermore, the rear longitudinal beam assembly includes a first sub-beam and a second sub-beam arranged in the longitudinal direction of the vehicle body, and the second sub-beam is positioned toward the rear of the vehicle body. This allows the vehicle to absorb energy first through the deformation of the second sub-beam, and then through the deformation of the first sub-beam, when subjected to a rear-end collision. The first sub-beam has a first groove, a plurality of spaced separation ribs, and a plurality of reinforcing structures. The separation ribs are provided within the first groove so as to divide the first groove into a plurality of energy absorption chambers arranged along the height direction of the vehicle body. Each of the reinforcing structures is provided within one energy absorption chamber. The second sub-beam is connected to an energy absorption chamber toward the top of the vehicle body. This improves the overall strength of the first sub-beam and reduces the probability of deformation of the first sub-beam, thereby reducing the probability of deformation of the vehicle body and improving the strength of the vehicle body and the safety of the occupants.

[0037] To make the above-mentioned objectives, features, and advantages of the embodiments of this application clearer and easier to understand, the technical solutions in the embodiments of this application will be described clearly and completely below with reference to the drawings of the embodiments. Clearly, the embodiments described are only a selection of the embodiments of this application, not all of them. All other embodiments that can be obtained by a person skilled in the art without creative work based on the embodiments of this application are included in the scope of protection of this application.

[0038] Referring to Figures 1 to 3, an embodiment of the present invention provides a rear longitudinal beam assembly 10, which includes a first longitudinal beam section 100, a second longitudinal beam section 200, and a first guide structure 300. The first longitudinal beam section 100 can be integrally molded with the rear floor of the vehicle. For example, the first longitudinal beam section 100 and the rear floor can be integrally die-cast molded from an aluminum alloy, thereby increasing the overall strength of the first longitudinal beam section 100 and the rear floor, and improving the impact resistance of the first longitudinal beam section 100.

[0039] In some embodiments, the first longitudinal beam section 100 and the second longitudinal beam section 200 can be connected by a detachable connection method, for example, the first longitudinal beam section 100 and the second longitudinal beam section 200 can be riveted together with a rivet-connecting member. In some embodiments, the first longitudinal beam section 100 is connected to the vehicle body 1 One end facing the rear has a mounting groove, and the second longitudinal beam section 200 is attached to the vehicle body. 1 The end opposite the rear is inserted into the mounting groove, and the wall surface of the second longitudinal beam section 200 and the wall surface of the mounting groove are detachably connected via a rivet connecting member. As a result, the position of the second longitudinal beam section 200 is restricted by the groove wall of the mounting groove, and the probability of the second longitudinal beam section 200 shifting relative to the first longitudinal beam section 100 when it is subjected to a rear collision is reduced.

[0040] Referring to Figure 1, in a specific implementation, the vehicle body of the first longitudinal beam section 100 1 One end facing the front is the vehicle body 1 Used to connect to the side sill beam 20 and the body of the first longitudinal beam section 100 1 The other end, which faces the rear, is connected to the second longitudinal beam section 200, and the end of the second longitudinal beam section 200 opposite to the first longitudinal beam section 100 is connected to the vehicle body 1 It is used to connect to the rear end panel 30 at the rear of the vehicle.

[0041] Referring to Figures 1 and 2, the first longitudinal beam section 100 is located on the vehicle body. 1 It can be installed in the rear wheel arch, and the first longitudinal beam section 100 is the rear wheel arch of the vehicle body 1 It can be provided along the outer edge toward the bottom. The first longitudinal beam portion 100 is provided so as to be inclined with respect to the side sill beam 20 such that it forms an angle (shown as angle α in Figure 2) between the extending direction of the first longitudinal beam portion 100 and the side sill beam 20, and the end of the first longitudinal beam portion 100 opposite to the side sill beam 20 is attached to the vehicle body 1It extends upward while sloping toward the rear and is connected to the second longitudinal beam section 200, the second longitudinal beam section 200 is parallel to the side sill beam 20 and the second longitudinal beam section 200 is further from the side sill beam 20 to the vehicle body 1 It is located near the top, and there is a height difference between the second vertical beam section 200 and the side sill beam 20 (shown as H in Figure 2).

[0042] Refer to Figure 2, and note that when the impact force received by the first longitudinal beam section 100 is transmitted to the side sill beam 20, the vehicle body 1 Along the height direction of the vehicle body 1 There are at least two impact force components: an impact force component X (shown as X in Figure 2) that is transmitted toward the bottom but not transmitted to the side sill beam 20, and an impact force component Y (shown as Y in Figure 2) that is transmitted along the lengthwise direction of the side sill beam 20. The larger the impact force component Y, the greater the impact force transmitted to the side sill beam 20, which is advantageous for transmitting the impact force acting on the first longitudinal beam section 100 to the side sill beam 20, and as a result, it is advantageous for improving the impact force transmission effect of the rear longitudinal beam assembly 10. There is a direct proportional relationship between angle α and the impact force component; for example, the smaller the angle α, the larger the impact force component Y becomes, the greater the impact force transmitted toward the side sill beam 20, which is advantageous for transmitting the impact force acting on the rear longitudinal beam assembly 10.

[0043] In some embodiments, when the second longitudinal beam section 200 is subjected to a rear collision, the vehicle body 1 If a situation occurs where the vehicle is lifted to the top, the second vertical beam section 200 will move relative to the first vertical beam section 100. 1 By applying downward pressure toward the bottom, the angle α between the first longitudinal beam section 100 and the side sill beam 20 tends to increase, which increases the impact force component X and decreases the impact force component Y. As a result, the impact force transmitted from the first longitudinal beam section 100 to the side sill beam 20 is reduced, and the impact force transmission effect of the rear longitudinal beam assembly 10 is decreased.

[0044] Referring to Figure 3, the vehicle body of the second longitudinal beam section 200 1 The surface toward the top becomes the first side wall 210, one end of the first guide structure 300 is connected to the first side wall 210, the other end of the first guide structure 300 is connected to the rear end panel 30, and the second longitudinal beam section 200 of the first guide structure 300 is connected to the vehicle body 1 The first guide structure 300 is used to suppress upward movement toward the top of the second longitudinal beam section 200 and to make the connection strength between the first side wall 210 and the rear end panel 30 greater than the connection strength between the other side facing the first side wall 210 and the rear end panel 30. This guides the second longitudinal beam section 200 to shift toward the side with lower connection strength when it is subjected to a rear collision, i.e., the second longitudinal beam section 200 shifts toward the side with lower connection strength. 1 By guiding the rear longitudinal beam to shift downward toward the bottom and suppressing upward lifting of the rear longitudinal beam, the component of the impact force in the extension direction of the side sill beam 20 can be increased when the impact force is transmitted from the first longitudinal beam section 100 to the side sill beam 20. This improves the effect of transmitting the impact force from the rear longitudinal beam assembly 10 to the side sill beam 20, improving the impact resistance of the rear longitudinal beam assembly 10 and enhancing the strength of the vehicle and the safety of the occupants.

[0045] Referring to Figure 3, in one possible embodiment, the first guide structure 300 may include a first connecting plate 310 and a second connecting plate 320 connected to each other, the first connecting plate 310 being detachably connected to the first side wall 210 of the second longitudinal beam section 200, and the second connecting plate 320 being detachably connected to the rear end panel 30, thereby connecting the second longitudinal beam section 200 to the vehicle body 1 The connection between the first surface towards the top and the rear end panel 30 can now be implemented, and the second vertical beam section 200 of the vehicle body 1 The connection strength between the side facing the top and the rear end panel 30 is increased.

[0046] The first connecting plate 310 and the second connecting plate 320 may be press-formed sheet metal parts. The first connecting plate 310 can be detachably connected to the first side wall 210 of the second longitudinal beam section 200 via a rivet-connecting member, and the first connecting plate 310 is connected to the portion of the first side wall 210 closest to the rear end panel 30. The second connecting plate 320 can be detachably connected to the rear end panel 30 via a rivet-connecting member, or the second connecting plate 320 can be connected to the rear end panel 30 by welding. The connecting means between the first connecting plate 310 and the first side wall 210 is the same as the connecting means between the second connecting plate 320 and the rear end panel 30. The second connecting plate 320 can further be detachably connected to the rear end panel 30 via bolts and nuts.

[0047] Continuing with Figure 3, in some embodiments, the first side wall 210 of the second longitudinal beam section 200 is provided with a first overhang structure 250 and a second overhang structure 260, and the first overhang structure 250 is the vehicle body 1 The first overhang structure 250 is provided on the first edge of the first side wall 210 which extends in the longitudinal direction, and the first edge is the connection point between the first side wall 210 and the third side wall 230. 1 The first overhang structure 250 extends in the width direction opposite to the first edge, and the vehicle body 1 Used to be detachably connected to the first side wall 210 and the vehicle body 1 This increases the connection strength between the second longitudinal beam section 200 and the vehicle body. 1 The side towards the top and the body 1 This can increase the strength of the connection between them.

[0048] The first side wall 210 further has a second edge portion provided opposite to the first edge portion, the second overhang structure 260 is provided at a distance opposite to the first overhang structure 250, the second overhang structure 260 is provided on the second edge portion, the second edge portion is the connection point between the first side wall 210 and the fourth side wall 240. The second overhang structure 260 is the vehicle body 1 The second overhang structure 260 extends in the width direction opposite to the first edge, and the vehicle body 1Used to be detachably connected to the vehicle body of the second longitudinal beam section 200 by the second overhang structure 260 1 The side towards the top and the body 1 To increase the connection strength between the second longitudinal beam section 200 and the vehicle body 1 The side towards the top and the body 1 The connection strength between the second longitudinal beam section 200 and the vehicle body 1 The side facing the bottom and the body 1 It can be made to be even greater than the connection strength between them.

[0049] Referring to Figure 4, the rear longitudinal beam assembly 10 may further include a second guide structure 400, which may include a first connecting structure 410 and a second connecting structure 420. The second longitudinal beam section 200 may further include a second side wall 220 facing the first side wall 210, and a third side wall 230, with the first side wall 210 and the second side wall 220 being connected via the third side wall 230. There is a first gap 440 between the first connecting structure 410 and the second connecting structure 420, with one end of the first connecting structure 410 connected to the second side wall 220 and the other end of the first connecting structure 410 connected to the rear end panel 30. By providing the first connecting structure 410, the connection strength between the second side wall 220 and the rear end panel 30 can be increased, improving the connection stability between the second longitudinal beam section 200 and the rear end panel 30. One end of the second connecting structure 420 is connected to the third side wall 230, and the other end of the second connecting structure 420 is connected to the rear end panel 30, thereby connecting the second longitudinal beam section 200 to the vehicle body. 1 This can reduce the deviation in the width direction of the vehicle body 1 This is advantageous for transmitting the rear impact force to the second longitudinal beam section 200.

[0050] In the specific implementation, there is a first gap 440 between the first connecting structure 410 and the second connecting structure 420, and this first gap 440 is located at the connection point between the second side wall 220 and the third side wall 230, and a part of the second longitudinal beam section 200 corresponding to the first gap 440 is not connected to the rear end panel 30, so the connection strength between the second longitudinal beam section 200 corresponding to the first gap 440 and the rear end panel 30 can be reduced. The second longitudinal beam section 200 is the vehicle body 1 When the rear of the vehicle is struck, the connection strength with the rear end panel 30 is low at the first interval 440, and deformation occurs first at the first interval 440, absorbing energy, so the second longitudinal beam section 200 is affected by the vehicle body. 1 This allows the second vertical beam section 200 to be guided to shift downward toward the bottom, reducing the probability that it will be lifted upward.

[0051] Referring to Figure 4, in some embodiments, the first connecting structure 410 may include a third connecting plate 411 and a fourth connecting plate 412, the third connecting plate 411 being detachably connected to the second side wall 220 and the fourth connecting plate 412 being detachably connected to the rear end panel 30. The third connecting plate 411 can be detachably connected to the second side wall 220 via a rivet connecting member, and the fourth connecting plate 412 can also be detachably connected to the rear end panel 30 via a rivet connecting member. The second connecting structure 420 may include a fifth connecting plate 421 and a sixth connecting plate 422, the fifth connecting plate 421 being detachably connected to the third side wall 230 and the sixth connecting plate 422 being detachably connected to the rear end panel 30. The connecting means between the fifth connecting plate 421 and the third side wall 230 can refer to the connecting means between the third connecting plate 411 and the second side wall 220, and the connecting means between the sixth connecting plate 422 and the rear end panel 30 can refer to the connecting means between the fourth connecting plate 412 and the rear end panel 30.

[0052] Referring to Figure 4, in one possible embodiment, the first connecting structure 410 and the second connecting structure 420 may be an integrated structure, and the second guide structure 400 may further include the first connecting segment 413, which is provided in the first interval 440, and the third connecting plate 411 and the fifth connecting plate 421 are connected via the first connecting segment 413 so that the first connecting structure 410 and the second connecting structure 420 are connected via the first connecting segment 413.

[0053] The first connecting segment 413, the third connecting plate 411, and the fifth connecting plate 421 jointly form the first opening. 441 It forms the first opening. 441 It is configured to face the rear end panel 30. First cutout 441 The connection strength between a portion of the second longitudinal beam section 200 corresponding to the first connection structure 410 and the rear end panel 30 is smaller than the connection strength between the second longitudinal beam section 200 corresponding to the first connection structure 410 and the rear end panel 30, and also smaller than the connection strength between the second longitudinal beam section 200 corresponding to the second connection structure 420 and the rear end panel 30. Therefore, when the rear of the second longitudinal beam section 200 is subjected to an impact, the first cutout 441 In the corresponding second longitudinal beam section 200, deformation occurs first and energy is absorbed, which induces the second longitudinal beam section 200 to shift downward, reducing the probability that the second longitudinal beam section 200 will be lifted upward.

[0054] Referring to Figures 3 and 4, in one possible implementation, the second longitudinal beam section 200 may further include a fourth side wall 240 provided opposite the third side wall 230, and the fourth side wall 240 jointly with the first side wall 210, the second side wall 220, and the third side wall 230 to form the outer wall of the second longitudinal beam section 200.

[0055] The second guide structure 400 may further include a third connecting structure 430, one end of the third connecting structure 430 being connected to the fourth side wall 240 and the other end of the third connecting structure 430 being connected to the rear end panel 30, so that the fourth side wall 240 is connected to the rear end panel 30 via the third connecting structure 430, thereby connecting the second longitudinal beam section 200 to the vehicle body 1 The probability of displacement in the width direction can be reduced. There is a second gap 450 between the third connecting structure 430 and the first connecting structure 410, and the second gap 450 is provided symmetrically with respect to the second side wall 220 opposite to the first gap 440, and the second gap 450 has the same effect as the first gap 440, and the second gap 450 can also reduce the connection strength between the second longitudinal beam section 200 and the rear end panel 30 corresponding to the second gap 450. When the rear of the second longitudinal beam section 200 is subjected to an impact, the connection strength between the region of the second longitudinal beam section 200 corresponding to the second gap 450 and the rear end panel 30 is small, so deformation occurs first in the second gap 450 and energy is absorbed, and as a result the second longitudinal beam section 200 becomes the vehicle body 1 This allows the second vertical beam section 200 to be guided to shift downward toward the bottom, reducing the probability that it will be lifted upward.

[0056] Referring to Figure 3, in one possible embodiment, the third connecting structure 430 may include a seventh connecting plate 431 and an eighth connecting plate 432, the seventh connecting plate 431 being detachably connected to the fourth side wall 240, and the eighth connecting plate 432 being detachably connected to the rear end panel 30. The connecting means between the seventh connecting plate 431 and the fourth side wall 240 may refer to the connecting means between the third connecting plate 411 and the second side wall 220, and the connecting means between the eighth connecting plate 432 and the rear end panel 30 may refer to the connecting means between the fourth connecting plate 412 and the rear end panel 30.

[0057] Referring to Figure 3, in one possible embodiment, the third connecting structure 430 can be integrally molded with the first connecting structure 410, and the second guide structure 400 may further include a second connecting segment 414, the second connecting segment 414 provided at a second interval 450, and the third connecting plate 411 and the seventh connecting plate 431 are connected via the second connecting segment 414 such that the third connecting structure 430 is connected to the first connecting structure 410 via the second connecting segment 414.

[0058] The second connecting segment 414, the third connecting plate 411, and the seventh connecting plate 431 jointly form a second cutout. 442 It forms a second opening. 442 It is configured to face the rear end panel 30. Second cutout 442 This is the first vacancy. 441 It has a similar effect, and when the rear of the second longitudinal beam section 200 is subjected to an impact, the second opening 442 In a portion of the corresponding second vertical beam section 200, deformation occurs first and energy is absorbed, so the second vertical beam section 200 can be guided to shift downward, reducing the probability that the second vertical beam section 200 will be lifted upward.

[0059] Referring to Figure 4, in one possible implementation, a first recess 221 is provided in the second side wall 220 of the second longitudinal beam section 200, and the first recess 221 can be dot-shaped, with the inner surface of the first recess 221 being hemispherical. Alternatively, the first recess 221 can be rod-shaped, and the rod-shaped first recess 221 can extend along the width direction of the second side wall 220, and the first recess 221 is provided toward the rear end panel 30. 1 By providing a first recess 221 in the second side wall 220 facing the bottom, the strength at the first recess 221 is low, and when the second longitudinal beam section 200 is subjected to impact, the first recess 221 deforms even more easily. As a result, the second side wall 220 deforms more easily than the other side walls on the second longitudinal beam section 200, and this causes the second longitudinal beam section 200 to deform more easily than the vehicle body. 1This allows the second longitudinal beam section 200 to be guided to shift toward the bottom, reducing the probability that it will be lifted upward. In some embodiments, the second side wall 220 may be provided with a plurality of first recesses 221, which are spaced apart in the longitudinal direction of the second longitudinal beam section 200.

[0060] Referring to Figure 4, in one possible implementation, a second recess 231 is provided in the third side wall 230 of the second longitudinal beam section 200, the second recess 231 extends along the width direction of the third side wall 230 and is positioned toward the rear end panel 30. A third recess 241 is provided in the fourth side wall 240 of the second longitudinal beam section 200, the third recess 241 extends along the width direction of the fourth side wall 240 and is positioned toward the rear end panel 30. By providing the second recess 231 and the third recess 241, the strength of the third side wall 230 and the fourth side wall 240 can be further reduced, and when the second longitudinal beam section 200 is subjected to a collision, deformation occurs first in the side walls other than the first side wall 210, allowing energy to be absorbed, and the second longitudinal beam section 200 can withstand impacts on the vehicle body 1 This allows for further guidance to cause displacement towards the bottom, thus avoiding the second longitudinal beam section 200 being lifted upward.

[0061] It can be understood that both the second recess 231 and the third recess 241 may be multiple, for example, multiple second recesses 231 may be arranged at intervals in the lengthwise direction of the second longitudinal beam section 200. The second recess 231 and the third recess 241 may also have a shape similar to that of the first recess 221.

[0062] Referring to Figure 5, in some embodiments, the first longitudinal beam section 100 is located on the vehicle body. 1 It may include a first sub-beam 100a and a second sub-beam 100b arranged in the longitudinal direction (indicated by the arrow X direction in Figure 5), wherein the second sub-beam 100b is more oriented than the first sub-beam 100a within the vehicle body. 1 It is located near the rear of the vehicle body 1When the rear of the vehicle is struck, the impact energy is first absorbed by the second subbeam 100b, and then absorbed by the first subbeam 100a.

[0063] The first subbeam 100a and the second subbeam 100b are located on the vehicle body. 1 It can be integrally die-cast, and compared to welding methods used in conventional technology, it eliminates welding time and clearly improves strength. In some embodiments, the first sub-beam 100a and the second sub-beam 100b are attached to the vehicle body 1 Located in the rear wheel arch area, the first sub-beam 100a is located within the vehicle body 1 By increasing the strength of the first sub-beam 100a and the second sub-beam 100b in accordance with the position of the rear seats inside, the vehicle body 1 This reduces the probability of deformation occurring in the rear wheel arch and the rear floor area corresponding to the rear wheel arch, thereby improving the safety of rear-seat passengers.

[0064] Referring to Figure 5, the first subbeam 100a has a first groove 110a, a plurality of spaced separation ribs and a plurality of reinforcing structures, and the plurality of separation ribs connect the first groove 110a to the vehicle body 1 The first groove body 110a is provided to divide the vehicle into multiple energy absorption chambers arranged along the height direction (indicated by the arrow Y in Figure 5), and can be divided into, for example, two, three, four, or five energy absorption chambers, or even more energy absorption chambers. Each of the reinforcing structures is provided within one energy absorption chamber, and the second sub-beam 100b is located within the vehicle body 1 It is connected to an energy absorption chamber that extends towards the top, and the second sub-beam 100b is connected to the vehicle body 1 It is located towards the rear.

[0065] Multiple separation ribs are on the vehicle body 1 They can be arranged with spacing in the height direction, and the separation ribs are on the vehicle body 1 They can be arranged extending in the longitudinal direction, and the separation ribs are on the vehicle body 1 The vehicle body of the first groove 110a can absorb the impact energy from the rear. 1The impact resistance in the longitudinal direction can be improved, the deformation probability of the first subbeam 100a can be reduced, and by further providing reinforcing structures in each energy absorption chamber, the impact resistance of each energy absorption chamber can be further strengthened, the overall strength of the first subbeam 100a can be increased, and at the same time, energy fractional absorption in the first subbeam 100a can be achieved.

[0066] In some embodiments, the multiple separation ribs, multiple reinforcing structures, and the first groove 110a can all be integral die-cast structures. The first subbeam 100a and the second subbeam 100b can be integral die-cast aluminum alloy structures, thereby increasing the strength of the rear longitudinal beam assembly while simultaneously reducing the weight of the rear longitudinal beam assembly, and the vehicle body 1 This can reduce the weight.

[0067] Referring to Figure 5, in one possible implementation, multiple separation ribs are located on the vehicle body. 1 It may include a first separation rib 120a and a second separation rib 130 arranged in the height direction, the first separation rib 120a being greater than the second separation rib 130 1 Located toward the top, the first separation rib 120a and the second separation rib 130 are used to divide the first groove body 110a into a first energy absorption chamber 111a, a second energy absorption chamber 112a, and a third energy absorption chamber 113, and the first energy absorption chamber 111a is located in the vehicle body 1 Located towards the top, the third energy absorption chamber 113 is located within the vehicle body 1 Located toward the bottom, the second energy absorption chamber 112a is situated between the first energy absorption chamber 111a and the third energy absorption chamber 113, with the first energy absorption chamber 111a being connected to the second subbeam 100b. The multiple reinforcing structures may include a first reinforcing structure 140, a second reinforcing structure 150, and a third reinforcing structure 160, where the first reinforcing structure 140 is located within the first energy absorption chamber 111a, the second reinforcing structure 150 is located within the second energy absorption chamber 112a, and the third reinforcing structure 160 is located within the third energy absorption chamber 113.

[0068] In some embodiments, the vehicle body of the first energy absorption chamber 111a, the second energy absorption chamber 112a, and the third energy absorption chamber 113 1 The projections in the height direction partially overlap, for example, the first energy absorption chamber 111a and the second energy absorption chamber 112a projection The two partially overlap, and the body of the first energy absorption chamber 111a 1 The rear section of the vehicle body 1 The orthographic projection in the height direction is outside the second energy absorption chamber 112a, and the second energy absorption chamber 112a and the third energy absorption chamber 113 projection The two partially overlap, and the body of the third energy absorption chamber 113 1 The front part of the car body 1 The orthographic projection in the height direction is outside the second energy absorption chamber 112a, and the vehicle body of the third energy absorption chamber 113. 1 One end facing the front is the vehicle body 1 It is used to connect to the side sill beam.

[0069] Referring to Figure 5, in some embodiments, the first reinforcing structure 140 may include a first rib plate 141 and a second rib plate 142, the first energy absorption chamber 111a has a first wall surface 1111 facing the first separation rib 120a, the first wall surface 1111 is provided opposite to the second energy absorption chamber 112a, one end of both the first rib plate 141 and the second rib plate 142 is connected to the first wall surface 1111, the other ends of both the first rib plate 141 and the second rib plate 142 are connected to the first separation rib 120a, and the first rib plate 141 and the second rib plate 142 are provided intersecting each other. By utilizing the intersecting first rib plate 141 and the second rib plate 142, the vehicle body 1 When the vehicle is subjected to a rear collision, the first rib plate 141 and the second rib plate 142 can not only absorb the impact energy, but can also disperse the impact energy to the first wall surface 1111 and the first separation rib 120a for energy absorption, so that the first energy absorption chamber 111a can sufficiently absorb the impact energy.

[0070] In some embodiments, a cross-combination structure of multiple first rib plates 141 and second rib plates 142 can be provided within the first energy absorption chamber 111a to further improve the energy absorption effect and impact resistance performance.

[0071] Referring to Figure 5, the first reinforcing structure 140 may further include a third rib plate 143, the third rib plate 143 located on the side of the first rib plate 141 opposite to the second subbeam 100b, one end of the third rib plate 143 connected to the first separation rib 120a, and the other end of the third rib plate 143 extending opposite to the second subbeam 100b and connected to the first wall surface 1111, thereby further improving the strength and energy absorption effect of the first energy absorption chamber 111a.

[0072] In some embodiments, one end of the first rib plate 141 connected to the first separation rib 120a is further from the second subbeam 100b than the other end of the second rib plate 142 connected to the first separation rib 120a. One end of the third rib plate 143 is connected to the first separation rib 120a and can also be connected to the end of the first rib plate 141 connected to the first separation rib 120a, and the other end of the third rib plate 143 can be connected to the end of the first wall surface 1111 that is far from the second subbeam 100b.

[0073] Referring to Figure 5, the second reinforcing structure 150 may include a fourth rib plate 151, and the second energy absorption chamber 112a may have a first separation rib 120a and a second separation rib 130 that are opposite each other, with one end of the fourth rib plate 151 connected to one end of the second separation rib 130 facing the second subbeam 100b, and the other end of the fourth rib plate 151 connected to the end of the first separation rib 120a opposite to the second subbeam 100b. A corner is formed between the fourth rib plate 151 and the first separation rib 120a such that the fourth rib plate 151 is positioned at an angle with respect to the first separation rib 120a and the second separation rib 130. The second energy absorption chamber 112a may further have two opposing side walls, one of which is located near the second subbeam 100b, and the first separation rib 120a, the second separation rib 130, and the two side walls jointly surround the second energy absorption chamber 112a. One end of the fourth rib plate 151 connected to the second separation rib 130 can be connected to the connection point between the second separation rib 130 and the side wall near the second subbeam 100b, and the other end of the fourth rib plate 151 connected to the first separation rib 120a can be connected to the connection point between the first separation rib 120a and the side wall opposite the second subbeam 100b, so that the fourth rib plate 151 abuts against two opposing bends of the second energy absorption chamber 112a, and as a result the strength and energy absorption effect of the second energy absorption chamber 112a can be further improved.

[0074] Referring to Figure 5, the second reinforcing structure 150 may further include a fifth rib plate 152, and the second energy absorption chamber 112a may further include a second wall surface 1121, one end of which is connected to the end of the first separation rib 120a opposite to the second subbeam 100b, and the other end of which is connected to the end of the second separation rib 130 opposite to the second subbeam 100b, i.e., the second wall surface 1121 becomes the side wall opposite to the second subbeam 100b. One end of the fifth rib plate 152 is connected to the second separation rib 130, and the other end of which is connected to the second wall surface 1121. By providing the fifth rib plate 152, the impact resistance strength of the second energy absorption chamber 112a can be further improved. It can be understood that the fifth rib plate 152 can be integrated with the side wall of the second energy absorption chamber 112a into a die-cast structure.

[0075] Referring to Figure 5, the third reinforcing structure 160 may include a sixth rib plate 161 and a seventh rib plate 162, the side wall of the third energy absorption chamber 113 may include a third wall surface 1131 provided opposite the second separation rib 130, one end of the sixth rib plate 161 is connected to the second separation rib 130, the other end of the sixth rib plate 161 extends opposite the second subbeam 100b and is connected to the third wall surface 1131, one end of the seventh rib plate 162 is connected to the end of the sixth rib plate 161 that is connected to the second separation rib 130, and the other end of the seventh rib plate 162 extends toward the second subbeam 100b and is connected to the third wall surface 1131. By providing the sixth rib plate 161 and the seventh rib plate 162, the strength of the third energy absorption chamber 113 can be improved, and as a result, the overall strength of the first subbeam 100a can be improved. In some embodiments, the sixth rib plate 161 and the seventh rib plate 162 can be integrally die-cast structures together with the side walls of the third energy absorption chamber 113. The third energy absorption chamber 113 is located in the vehicle body 1 It is located toward the bottom and the side of the third energy absorption chamber 113 opposite the second sub-beam 100b is the vehicle body 1 It is used to connect to the side sill beam at the bottom.

[0076] Referring to Figures 5 and 6, in one possible implementation, the second subbeam 100b can include a fourth energy absorption chamber 110b and a fourth reinforcing structure 120b. The side walls of the fourth energy absorption chamber 110b are among the multiple energy absorption chambers of the first subbeam 100a, which are located in the vehicle body. 1 Energy absorption chambers are connected toward the top of the structure, and for example, the fourth energy absorption chamber 110b can be connected to the first energy absorption chamber 111a of the first sub-beam 100a. The fourth reinforcing structure 120b is provided inside the fourth energy absorption chamber 110b, and the side walls of the fourth energy absorption chamber 110b are connected via the fourth reinforcing structure 120b. The fourth energy absorption chamber 110b is located within the vehicle body. 1 The fourth reinforcing structure 120b extends in the longitudinal direction (indicated by the arrow X in Figure 6), and the fourth reinforcing structure 120b can be integrally die-cast molded together with the side wall of the fourth energy absorption chamber 110b. The fourth reinforcing structure 120b is provided inside the fourth energy absorption chamber 110b, and the fourth reinforcing structure 120b is connected to the side wall of the fourth energy absorption chamber 110b. This allows for an improvement in the intensity of the second subbeam 100b.

[0077] Referring to Figure 6, in one possible embodiment, the fourth reinforcing structure 120b may include the first support segment 121, the second support segment 122, and the fourth energy absorption chamber 110b is the vehicle body 1 The structure has a fourth wall surface 111b and a fifth wall surface 112b that are opposite each other in the height direction (indicated by the arrow Y direction in Figure 6), and the fourth wall surface 111b is wider than the fifth wall surface 112b 1 It is located near the top of the mountain.

[0078] One end of the first support segment 121 is connected to the fourth wall surface 111b, and the other end of the first support segment 121 is connected to the vehicle body so as to form an angle between the first support segment 121 and the fourth wall surface 111b. 1 It extends in the opposite direction from the rear and is connected to one end of the second support segment 122, and the other end of the second support segment 122 is on the vehicle body such that it forms an angle between the second support segment 122 and the fifth wall surface 112b. 1 It extends toward the rear and is connected to the fifth wall surface 112b. 1When the rear of the vehicle is struck, the impact energy is dispersed by the first support segment 121 and the second support segment 122 to the fourth wall surface 111b and the fifth wall surface 112b of the fourth energy absorption chamber 110b so that they deform sufficiently to absorb the energy. This improves the energy absorption effect of the second subbeam 100b, reduces the impact energy transmitted to the first subbeam 100a, and lowers the deformation probability of the first subbeam 100a.

[0079] Referring to Figure 6, in some embodiments, the fourth reinforcing structure 120b may further include a third support segment 123, a fourth support segment 124, and a third connecting segment 125, one end of which is connected to the connection point between the first support segment 121 and the second support segment 122, and the other end of which is connected to the vehicle body. 1 It extends in opposition to the rear and is connected to one end of the third support segment 123 and one end of the fourth support segment 124, with the other end of the third support segment 123 being the vehicle body 1 It extends in the opposite direction from the rear and is connected to the fourth wall surface 111b, and the other end of the fourth support segment 124 is connected to the vehicle body 1 It extends in the opposite direction from the rear and is connected to the fifth wall surface 112b. By providing the third connecting segment 125, the third support segment 123 and the fourth support segment 124, the body of the first support segment 121 and the second support segment 122 1 This improves the impact resistance against rear impact energy, which in turn improves the strength of the second sub-beam 100b and enhances its deformation resistance.

[0080] In a specific implementation, the fourth energy absorption chamber 110 may further include two opposing side walls, and the fourth wall surface 111b, the fifth wall surface 112b, and the two opposing side walls jointly surround the fourth energy absorption chamber 110b. One of the two side walls can be connected to the first energy absorption chamber 111a, and the other side wall is connected to the vehicle body. 1Located toward the rear, one end of the third support segment 123 opposite to the third connecting segment 125 is connected to the connection point between the fourth wall surface 111b and the side wall facing the first energy absorption chamber 111a, and the other end of the fourth support segment 124 opposite to the third connecting segment 125 can be connected to the connection point between the fifth wall surface 112b and the side wall facing the first energy absorption chamber 111a so that the third support segment 123 and the fourth support segment 124 form a stable "triangular" structure with the side wall facing the first energy absorption chamber 111a, thereby further improving the intensity of the second subbeam 100b.

[0081] Embodiments of the present application further provide a vehicle, the vehicle being a body 1 , and the vehicle body 1 The vehicle may be equipped with a rear longitudinal beam assembly 10 provided on the vehicle body. The vehicle may have two rear longitudinal beam assemblies 10, and the two rear longitudinal beam assemblies 10 are located on the vehicle body. 1 The two rear longitudinal beam assemblies 10 are spaced apart in the width direction, and the second longitudinal beam section 200 of the two rear longitudinal beam assemblies 10 is connected via the rear end panel 30. The above rear longitudinal beam assembly 10 is used to support the vehicle body 1 The transmission effect against rear impact force can be improved, and the vehicle body 1 This allows the vehicle to absorb impact force effectively, improving its safety during use.

[0082] In this specification, each example or embodiment is described progressively, with emphasis on the differences between each example and the others, and any identical or similar parts between each example are to be referenced to one another.

[0083] In the specification, phrases such as "in specific implementations," "in some embodiments," "in this embodiment," and "exemplaryly" indicate that the described embodiments may include certain features, structures, or properties, but it should be noted that not all embodiments necessarily include such features, structures, or properties. Furthermore, such phrases do not necessarily refer to the same embodiment. In addition, if certain features, structures, or properties are described in relation to an embodiment, it is within the knowledge of those skilled in the art that such features, structures, or properties may be implemented in relation to other embodiments, whether explicitly described or not.

[0084] In general, terms should be understood at least in part by their contextual use. For example, at least in part depending on the context, the terms “one or more” as used herein may be used to describe any feature, structure, or characteristic of a singular meaning, or to describe a combination of features, structures, or characteristics of a plural meaning. Similarly, at least in part, depending on the context, terms such as “one” or “the said” may be understood to convey either a singular or plural use.

[0085] It should be easily understood that "on...", "on...", or "on..." in this disclosure should be interpreted in the broadest possible sense, just as "on..." does not only mean "directly on top of something" but also includes the meaning of being "on something" but with an intermediate feature or layer in between, and just as "above..." or "on top of..." does not only mean "above something" or "on top of something" but also includes the meaning of being "above something" or "on top of something" but without an intermediate feature or layer in between (i.e., "directly on top of something").

[0086] For the sake of clarity, spatially relative terms such as “below,” “below,” “downward,” “above,” and “upward” may be used in this specification to describe the illustrated relationship between one component or feature and another component or feature. Spatially relative terms are intended to include different orientations of the device in use or operation, other than those shown in the drawings. The device may have other orientations (such as being rotated 90 degrees or positioned in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0087] Finally, it should be noted that the above embodiments are intended to illustrate, and not limit, the technical solutions of the present application, but will be described in detail with reference to the above embodiments. Those skilled in the art will still be able to modify the technical solutions described in the above embodiments or make equivalent substitutions to some or all of their technical features, and these modifications or substitutions should be understood not to deviate from the essence of the corresponding technical solutions within the scope of the technical solutions of the embodiments of the present application. [Cross-reference of related applications]

[0088] This disclosure claims priority to the Chinese patent application filed with the China National Patent Office on September 5, 2023, with application number 202311143706.9 and title "Rear longitudinal beam assembly and vehicle," all of which are incorporated herein by reference. This disclosure claims priority to the Chinese patent application filed with the China National Patent Office on September 5, 2023, with application number 202311143645.6 and title "Automotive Rear Longitudinal Beam Assembly and Vehicle," all of which are incorporated herein by reference. [Explanation of Symbols]

[0089] 1. Vehicle body, 10. Rear longitudinal beam assembly, 20. Side sill beam, 30. Rear end panel, 100, First longitudinal beam section, 100a, 1st sub-beam, 110a, first groove body, 120a, first separation rib, 130, second separation rib, 140, First reinforcing structure, 150, Second reinforcing structure, 160, Third reinforcing structure, 111a, First energy absorption chamber, 112a, Second energy absorption chamber, 113, Third energy absorption chamber, 1111, First wall, 1121, Second wall, 1131, Third wall, 141, 1st rib plate, 142, 2nd rib plate, 143, 3rd rib plate, 151, 4th rib plate, 152, 5th rib plate, 161, 6th rib plate, 162, 7th rib plate, 100b, second sub-beam, 110b, 4th energy absorption chamber, 120b, 4th reinforcing structure, 111b, 4th wall, 112b, 5th wall, 121, 1st support segment, 122, second support segment, 123, third support segment, 124, fourth support segment, 125, Third Consolidated Segment, 200, Second vertical beam section, 210, first side wall, 220, second side wall, 230, third side wall, 240, fourth side wall, 250, First overhang structure, 260, Second overhang structure, 221, first depression, 231, second depression, 241, third depression, 300, first guiding structure; 310, first connecting plate, 320, second connecting plate, 400, second induction structure, 410, first connection structure, 420, second connection structure, 430, third connection structure, 440, 1st interval, 450, 2nd interval, 411, 3rd connecting plate, 412, 4th connecting plate, 413, 1st connecting segment, 414, Second Consolidated Segment, 421, 5th connecting plate, 422, 6th connecting plate, 431, 7th connecting plate, 432, 8th connecting plate 、 441, 1st notch, 442, 2nd notch.

Claims

1. A rear longitudinal beam assembly comprising a first longitudinal beam section, a second longitudinal beam section, and a first guide structure, One end of the first longitudinal beam section is used to connect to the side sill beam of the vehicle body, the other end of the first longitudinal beam section is connected to the second longitudinal beam section, and the end of the second longitudinal beam section opposite to the first longitudinal beam section is used to connect to the rear end panel of the vehicle body. The first longitudinal beam section is provided so as to be inclined with respect to the side sill beam, the second longitudinal beam section is parallel to the side sill beam, and the second longitudinal beam section is located closer to the top of the vehicle body than the side sill beam. A rear longitudinal beam assembly characterized in that the surface of the second longitudinal beam portion toward the top of the vehicle body becomes a first side wall, one end of the first guide structure is connected to the first side wall, the other end of the first guide structure is connected to the rear end panel, and the first guide structure is used to suppress the second longitudinal beam portion from being lifted toward the top of the vehicle body.

2. The first induction structure includes a first connecting plate and a second connecting plate connected to each other, The rear longitudinal beam assembly according to claim 1, characterized in that the first connecting plate is detachably connected to the first side wall of the second longitudinal beam section, and the second connecting plate is detachably connected to the rear end panel.

3. The rear longitudinal beam assembly further includes a second guidance structure, The second longitudinal beam portion further includes a second side wall and a third side wall facing the first side wall, and the first side wall and the second side wall are connected via the third side wall. The rear longitudinal beam assembly according to claim 2, characterized in that the second guide structure includes a first connecting structure and a second connecting structure, there is a first gap between the first connecting structure and the second connecting structure, one end of the first connecting structure is connected to the second side wall, the other end of the first connecting structure is connected to the rear end panel, one end of the second connecting structure is connected to the third side wall, and the other end of the second connecting structure is connected to the rear end panel.

4. The first connecting structure includes a third connecting plate and a fourth connecting plate, the third connecting plate being detachably connected to the second side wall, and the fourth connecting plate being detachably connected to the rear end panel. The rear longitudinal beam assembly according to claim 3, characterized in that the second connecting structure includes a fifth connecting plate and a sixth connecting plate, the fifth connecting plate being detachably connected to the third side wall, and the sixth connecting plate being detachably connected to the rear end panel.

5. The second guide structure further includes a first connecting segment, the first connecting segment is provided at the first interval, and the third connecting plate and the fifth connecting plate are connected via the first connecting segment. The rear longitudinal beam assembly according to claim 4, characterized in that the first connecting segment, the third connecting plate, and the fifth connecting plate jointly form a first cutout, and the first cutout is configured to face the rear end panel.

6. The second longitudinal beam portion further includes a fourth side wall provided opposite the third side wall, The second guide structure further includes a third connecting structure, wherein one end of the third connecting structure is connected to the fourth side wall and the other end of the third connecting structure is connected to the rear end panel, so that the fourth side wall is connected to the rear end panel via the third connecting structure. The rear longitudinal beam assembly according to any one of claims 4 to 5, characterized in that there is a second gap between the third connecting structure and the first connecting structure.

7. The rear longitudinal beam assembly according to claim 6, characterized in that the third connecting structure includes a seventh connecting plate and an eighth connecting plate, the seventh connecting plate being detachably connected to the fourth side wall, and the eighth connecting plate being detachably connected to the rear end panel.

8. The second guide structure further includes a second connecting segment, the second connecting segment is provided at the second interval, and the third connecting plate and the seventh connecting plate are connected via the second connecting segment. The rear longitudinal beam assembly according to claim 7, characterized in that the second connecting segment, the third connecting plate, and the seventh connecting plate jointly form a second cutout, and the second cutout is configured to face the rear end panel.

9. The rear longitudinal beam assembly according to claim 8, characterized in that a first recess is provided in the second side wall of the second longitudinal beam portion, the first recess extends along the width direction of the second side wall, and the first recess is provided toward the rear end panel.

10. A second recess is provided in the third side wall of the second longitudinal beam section, the second recess extends along the width direction of the third side wall, and the second recess is provided toward the rear end panel. The rear longitudinal beam assembly according to claim 9, characterized in that and / or, the fourth side wall of the second longitudinal beam portion is provided with a third recess, the third recess extends along the width direction of the fourth side wall, and the third recess is provided toward the rear end panel.

11. The first longitudinal beam section includes a first sub-beam and a second sub-beam arranged in the longitudinal direction of the vehicle body. The first subbeam has a first groove, a plurality of spaced separation ribs, and a plurality of reinforcing structures, the plurality of separation ribs are provided within the first groove so as to divide the first groove into a plurality of energy absorption chambers arranged along the height direction of the vehicle body, and each of the reinforcing structures is provided within one of the energy absorption chambers. The rear longitudinal beam assembly according to claim 1, characterized in that the second sub-beam is connected to an energy absorption chamber toward the top of the vehicle body, and the second sub-beam is located toward the rear of the vehicle body.

12. The plurality of separation ribs include a first separation rib and a second separation rib arranged in the height direction of the vehicle body, the first separation rib is located toward the top of the vehicle body, and the first and second separation ribs are used to divide the first groove into a first energy absorption chamber, a second energy absorption chamber, and a third energy absorption chamber. The rear longitudinal beam assembly according to claim 11, characterized in that the plurality of reinforcing structures include a first reinforcing structure, a second reinforcing structure and a third reinforcing structure, the first reinforcing structure is provided in the first energy absorption chamber, the second reinforcing structure is provided in the second energy absorption chamber, the third reinforcing structure is provided in the third energy absorption chamber, the first energy absorption chamber is located toward the top of the vehicle body, the third energy absorption chamber is located toward the bottom of the vehicle body, the second energy absorption chamber is located between the first energy absorption chamber and the third energy absorption chamber, and the first energy absorption chamber is connected to the second sub-beam.

13. The first reinforcing structure includes a first rib plate and a second rib plate, The first energy absorption chamber has a first wall surface facing the first separation rib, and the first wall surface is located opposite to the second energy absorption chamber. The rear longitudinal beam assembly according to claim 12, characterized in that one end of the first rib plate and one end of the second rib plate are both connected to the first wall surface, the other end of the first rib plate and the other end of the second rib plate are both connected to the first separation rib, and the first rib plate and the second rib plate are provided intersecting each other.

14. The first reinforcing structure further includes a third rib plate, the third rib plate located on the side of the first rib plate opposite to the second subbeam, The rear longitudinal beam assembly according to claim 13, characterized in that one end of the third rib plate is connected to the first separation rib, and the other end of the third rib plate extends opposite to the second subbeam and is connected to the first wall surface.

15. The second reinforcing structure includes a fourth rib plate, The second energy absorption chamber includes a first separation rib and a second separation rib provided opposite each other. The rear longitudinal beam assembly according to claim 13, characterized in that one end of the fourth rib plate is connected to one end of the second separation rib that faces the second sub-beam, and the other end of the fourth rib plate is connected to one end of the first separation rib that faces the second sub-beam.

16. The second reinforcing structure further includes a fifth rib plate, The second energy absorption chamber further includes a second wall, one end of which is connected to the end of the first separation rib opposite to the second sub-beam, and the other end of which is connected to the end of the second separation rib opposite to the second sub-beam. The rear longitudinal beam assembly according to claim 15, characterized in that one end of the fifth rib plate is connected to the second separation rib, and the other end of the fifth rib plate is connected to the second wall surface.

17. The third reinforcing structure includes a sixth rib plate and a seventh rib plate, The third energy absorption chamber includes a third wall surface provided opposite the second separation rib, one end of the sixth rib plate is connected to the second separation rib, and the other end of the sixth rib plate extends opposite the second sub-beam and is connected to the third wall surface. The rear longitudinal beam assembly according to claim 16, characterized in that one end of the seventh rib plate is connected to the end of the sixth rib plate that is connected to the second separation rib, and the other end of the seventh rib plate extends toward the second subbeam and is connected to the third wall surface.

18. The second sub-beam includes a fourth energy absorption chamber and a fourth reinforcing structure. The rear longitudinal beam assembly according to any one of claims 11 to 17, characterized in that the fourth energy absorption chamber is connected to the energy absorption chamber of the first subbeam that is directed toward the top of the vehicle body, the fourth reinforcing structure is provided inside the fourth energy absorption chamber, and the side walls of the fourth energy absorption chamber are connected via the fourth reinforcing structure.

19. The fourth reinforcing structure includes a first support segment and a second support segment. The fourth energy absorption chamber has a fourth wall surface and a fifth wall surface that are opposite to each other in the height direction of the vehicle body, the fourth wall surface is located toward the top of the vehicle body, The rear longitudinal beam assembly according to claim 18, characterized in that one end of the first support segment is connected to the fourth wall surface, the other end of the first support segment extends away from the rear of the vehicle body and is connected to one end of the second support segment, and the other end of the second support segment extends toward the rear of the vehicle body and is connected to the fifth wall surface.

20. The fourth reinforcing structure further includes a third support segment, a fourth support segment, and a third connecting segment. The rear longitudinal beam assembly according to claim 19, characterized in that one end of the third connecting segment is connected to the connection point between the first support segment and the second support segment, the other end of the third connecting segment extends away from the rear of the vehicle body and is connected to one end of the third support segment and one end of the fourth support segment, the other end of the third support segment extends away from the rear of the vehicle body and is connected to the fourth wall surface, and the other end of the fourth support segment extends away from the rear of the vehicle body and is connected to the fifth wall surface.

21. A vehicle characterized by comprising a vehicle body and a rear longitudinal beam assembly according to any one of claims 1 to 20 provided on the vehicle body.

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