Rear longitudinal beam assembly and vehicle

Abstract

A rear longitudinal beam assembly (10) and a vehicle. One end of a first longitudinal beam section (100) is connected to a 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) that faces away from the first longitudinal beam section (100) is connected to a back panel (30), the first longitudinal beam section (100) is obliquely arranged relative to the sill beam (20), the second longitudinal beam section (200) is parallel to the sill beam (100) and the second longitudinal beam section (200) is closer to the top of a vehicle body than the sill beam (20), the side of the second longitudinal beam section (200) that faces the top of the vehicle body is a first side wall (210), one end of a first induction structure (300) is connected to the first side wall (210), the other end of the first induction structure (300) is connected to the back panel (30), and the first induction structure (300) is configured to inhibit the second longitudinal beam section (200) from lifting towards the top of the vehicle body. The rear longitudinal beam assembly (10) of such a configuration can improve the effect of transmitting impact force from the rear longitudinal beam assembly (10) to the sill beam (20), and improve the impact resistance of the rear longitudinal beam assembly (10), the strength of the vehicle, and the riding safety of a user.

Description

Rear longitudinal beam assembly and vehicle

[0001] This disclosure claims priority to Chinese patent application number 202311143706.9, filed with the Chinese Patent Office on September 5, 2023, entitled “Rear Longitudinal Beam Assembly and Vehicle,” the entire contents of which are incorporated herein by reference;

[0002] This disclosure claims priority to a Chinese patent application filed with the Patent Office of China on September 5, 2023, with application number 202311143645.6 and application name “Automobile rear longitudinal beam assembly and vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present application relates to the technical field of vehicle equipment, and in particular to a rear longitudinal beam assembly and a vehicle. Background Art

[0004] A vehicle's rear longitudinal beam is a crucial protective structure within the vehicle's structure, protecting it from rear-end collisions. Extending along the length of the vehicle, its front-facing end connects to the vehicle's door sills, while its rear-facing end connects to the rear quarter panel. When the rear of the vehicle is struck, the resulting impact force is transferred through the quarter panel to the rear longitudinal beam. The rear longitudinal beam absorbs the impact force through deformation and transfers any remaining force to other vehicle structures, allowing them to absorb the remaining force.

[0005] However, the rear longitudinal beam in the above-mentioned related art has poor impact resistance, which reduces the strength of the vehicle and the riding safety of the user.

[0006] Summary of the Invention

[0007] The embodiments of the present application provide a rear longitudinal beam assembly and a vehicle, which are used to solve the technical problem in the above-mentioned related art that the rear longitudinal beam has poor impact resistance, reduces the strength of the vehicle and reduces the safety of users.

[0008] In order to achieve the above objectives, the embodiments of the present application provide the following technical solutions:

[0009] A first aspect of an embodiment of the present application provides a rear longitudinal beam assembly, which includes a first longitudinal beam segment, a second longitudinal beam segment, and a first induction structure;

[0010] One end of the first longitudinal beam section is used to connect to the door 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 facing away from the first longitudinal beam section is used to connect to the rear panel of the vehicle body;

[0011] The first longitudinal beam section is inclined relative to the sill beam, the second longitudinal beam section is parallel to the sill beam, and the second longitudinal beam section is closer to the top of the vehicle body relative to the sill beam;

[0012] The side of the second longitudinal beam section facing the top of the vehicle body is a first side wall, one end of the first induction structure is connected to the first side wall, and the other end of the first induction structure is connected to the rear panel. The first induction structure is used to suppress the second longitudinal beam section from lifting toward the top of the vehicle body.

[0013] Based on the above technical solution, this application can also be improved as follows.

[0014] In a possible implementation, the first inducing structure includes a first connecting plate and a second connecting plate connected to each other;

[0015] 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 panel.

[0016] In a possible implementation, the rear longitudinal beam assembly further includes a second induction structure;

[0017] The second longitudinal beam segment further includes a second side wall opposite to the first side wall, and a third side wall, wherein the first side wall and the second side wall are connected by the third side wall;

[0018] The second induction structure includes a first connecting structure and a second connecting structure, with 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 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 panel.

[0019] In a possible implementation, the first connecting structure includes a third connecting plate and a fourth connecting plate, the third connecting plate is detachably connected to the second side wall, and the fourth connecting plate is detachably connected to the rear panel;

[0020] The second connecting structure includes a fifth connecting plate and a sixth connecting plate. The fifth connecting plate is detachably connected to the third side wall, and the sixth connecting plate is detachably connected to the rear panel.

[0021] In a possible implementation, the second inducing structure further includes a first connecting segment, the first connecting segment is disposed in the first interval, and the third connecting plate and the fifth connecting plate are connected via the first connecting segment;

[0022] The first connecting section, the third connecting plate and the fifth connecting plate together form a first notch, and the first notch faces the rear panel.

[0023] In a possible implementation, the second longitudinal beam segment further includes a fourth side wall disposed opposite to the third side wall;

[0024] The second inducing structure further includes a third connecting structure, 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 panel, so that the fourth side wall is connected to the rear panel through the third connecting structure;

[0025] A second interval is provided between the third connection structure and the first connection structure.

[0026] In a possible implementation, the third connection structure includes a seventh connection plate and an eighth connection plate, the seventh connection plate is detachably connected to the fourth side wall, and the eighth connection plate is detachably connected to the rear panel.

[0027] In a possible implementation, the second inducing 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;

[0028] The second connecting section, the third connecting plate and the seventh connecting plate together form a second notch, and the second notch faces the rear panel.

[0029] In a possible implementation, a first recess is provided on the second side wall of the second longitudinal beam segment. The first recess extends along the width direction of the second side wall and is provided toward the rear panel.

[0030] In a possible implementation, a second recess is provided on the third side wall of the second longitudinal beam segment, the second recess extends along the width direction of the third side wall, and the second recess is provided toward the rear panel;

[0031] And / or, a third recess is provided on the fourth side wall of the second longitudinal beam section, the third recess extends along the width direction of the fourth side wall, and the third recess is provided toward the rear panel.

[0032] In a possible implementation, the first longitudinal beam segment includes a first sub-beam and a second sub-beam arranged in the longitudinal direction of the vehicle body;

[0033] The first sub-beam comprises a first channel, a plurality of spacer ribs arranged at intervals, and a plurality of reinforcing structures, wherein the plurality of spacer ribs are arranged in the first channel to divide the first channel into a plurality of energy-absorbing cavities arranged along the height direction of the vehicle body, and each of the reinforcing structures is arranged in one of the energy-absorbing cavities;

[0034] The second sub-beam is connected to the energy absorbing cavity facing the top of the vehicle body, and the second sub-beam faces the rear of the vehicle body.

[0035] In a possible implementation, the plurality of partition ribs include a first partition rib and a second partition rib arranged in a height direction of the vehicle body, the first partition rib facing the top of the vehicle body, and the first partition rib and the second partition rib are used to separate the first trough into a first energy absorbing cavity, a second energy absorbing cavity, and a third energy absorbing cavity;

[0036] The multiple reinforcement structures include a first reinforcement structure, a second reinforcement structure and a third reinforcement structure. The first reinforcement structure is arranged in the first energy absorption cavity, the second reinforcement structure is arranged in the second energy absorption cavity, and the third reinforcement structure is arranged in the third energy absorption cavity. The first energy absorption cavity faces the top of the vehicle body, and the third energy absorption cavity faces the bottom of the vehicle body. The second energy absorption cavity is located between the first energy absorption cavity and the third energy absorption cavity, and the first energy absorption cavity is connected to the second sub-beam.

[0037] In a possible implementation, the first reinforcement structure includes a first rib plate and a second rib plate;

[0038] The first energy absorbing cavity has a first wall surface opposite to the first partition rib, and the first wall surface faces away from the second energy absorbing cavity;

[0039] One end of the first rib plate and the second rib plate are both connected to the first wall surface, and the other end of the first rib plate and the second rib plate are both connected to the first partition rib, and the first rib plate and the second rib plate are arranged to cross each other.

[0040] In a possible implementation, the first reinforcement structure further includes a third rib, and the third rib is located on a side of the first rib facing away from the second sub-beam;

[0041] One end of the third rib is connected to the first partition rib, and the other end of the third rib extends away from the second sub-beam and is connected to the first wall surface.

[0042] In a possible implementation, the second reinforcement structure includes a fourth stiffener;

[0043] The second energy absorbing cavity includes a first partition rib and a second partition rib that are arranged opposite to each other;

[0044] One end of the fourth rib is connected to one end of the second partition rib facing toward the second sub-beam, and the other end of the fourth rib is connected to one end of the first partition rib facing away from the second sub-beam.

[0045] In a possible implementation, the second reinforcement structure further includes a fifth rib;

[0046] The second energy absorbing cavity further includes a second wall surface, one end of the second wall surface is connected to an end of the first partition rib facing away from the second sub-beam, and the other end of the second wall surface is connected to an end of the second partition rib facing away from the second sub-beam;

[0047] One end of the fifth rib is connected to the second partition rib, and the other end of the fifth rib is connected to the second wall surface.

[0048] In a possible implementation, the third reinforcement structure includes a sixth rib plate and a seventh rib plate;

[0049] The third energy absorbing cavity includes a third wall surface disposed opposite to the second partition rib; one end of the sixth rib plate is connected to the second partition rib, and the other end of the sixth rib plate extends away from the second sub-beam and is connected to the third wall surface;

[0050] One end of the seventh rib is connected to one end of the sixth rib connected to the second partition rib, and the other end of the seventh rib extends toward the second sub-beam and is connected to the third wall.

[0051] In a possible implementation, the second sub-beam includes a fourth energy absorbing cavity and a fourth reinforcement structure;

[0052] The fourth energy absorbing cavity is connected to the energy absorbing cavity facing the top of the vehicle body among the multiple energy absorbing cavities of the first sub-beam, the fourth reinforcement structure is arranged in the fourth energy absorbing cavity, and the side walls of the fourth energy absorbing cavity are connected through the fourth reinforcement structure.

[0053] In a possible implementation, the fourth reinforcement structure includes a first support segment and a second support segment;

[0054] The fourth energy absorbing cavity has a fourth wall surface and a fifth wall surface that are arranged opposite to each other in the height direction of the vehicle body, and the fourth wall surface faces the top of the vehicle body;

[0055] One end of the first support segment is connected to the fourth wall, 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.

[0056] In a possible implementation, the fourth reinforcement structure further includes a third supporting segment, a fourth supporting segment, and a third connecting segment;

[0057] One end of the third connecting segment is connected to the connection between the first supporting segment and the second supporting segment, the other end of the third connecting segment extends back to the rear of the vehicle body and connects one end of the third supporting segment and one end of the fourth supporting segment, the other end of the third supporting segment extends back to the rear of the vehicle body and connects the fourth wall, and the other end of the fourth supporting segment extends back to the rear of the vehicle body and connects the fifth wall.

[0058] A second aspect of an embodiment of the present application provides a vehicle, comprising a vehicle body, and the above-described rear longitudinal beam assembly arranged on the vehicle body.

[0059] The embodiment of the present application provides a rear longitudinal beam assembly and a vehicle, wherein the rear longitudinal beam assembly includes a first longitudinal beam section, a second longitudinal beam section and a first induction structure, one end of the first longitudinal beam section is used to be connected to the door 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 facing away from the first longitudinal beam section is used to be connected to the rear panel of the vehicle body, the first longitudinal beam section is inclined relative to the door sill beam, the second longitudinal beam section is parallel to the door sill beam, and the second longitudinal beam section is close to the top of the vehicle body relative to the door sill beam, the side of the second longitudinal beam section facing the top of the vehicle body is a first side wall, one end of the first induction structure is connected to the first side wall, and the other end of the first induction structure is connected to the rear panel, so that the first longitudinal beam section The connection strength between the side wall and the rear panel is greater than the connection strength between the other side of the second longitudinal beam section opposite to the first side wall and the rear panel. Therefore, when the second longitudinal beam section is hit by a rear-end collision, the first induction structure can induce the second longitudinal beam section to deviate toward the side with lower connection strength, that is, induce the second longitudinal beam section to deviate toward the bottom of the vehicle body, thereby suppressing the rear longitudinal beam from lifting upward, so that when the impact force is transmitted from the first longitudinal beam section to the rocker beam, the component of the impact force in the extension direction of the rocker beam can be increased, thereby improving the effect of the impact force being transmitted from the rear longitudinal beam assembly to the rocker beam, and improving the impact resistance of the rear longitudinal beam assembly, thereby improving the strength of the vehicle and the safety of the user.

[0060] Furthermore, the rear longitudinal beam assembly includes a first sub-beam and a second sub-beam arranged along the length of the vehicle body, with the second sub-beam facing the rear of the vehicle body. This allows the second sub-beam to deform and absorb energy first, followed by the first sub-beam, when the vehicle is hit by a rear-end collision. The first sub-beam comprises a first trough, a plurality of spaced-apart ribs, and a plurality of reinforcing structures. The ribs are disposed within the first trough to divide the first trough into a plurality of energy-absorbing cavities arranged along the height of the vehicle body, with each reinforcing structure disposed within an energy-absorbing cavity. The second sub-beam is connected to the energy-absorbing cavities facing the top of the vehicle body. This improves the overall strength of the first sub-beam, reduces the probability of deformation of the first sub-beam, and thus 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 passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0062] FIG1 is a schematic structural diagram of a rear longitudinal beam assembly provided in an embodiment of the present application;

[0063] FIG2 is a schematic structural diagram of a second longitudinal beam section provided by an embodiment of the present application that deflects downward when struck by a rear-end collision;

[0064] FIG3 is a schematic structural diagram of a second longitudinal beam section provided in an embodiment of the present application;

[0065] FIG4 is a schematic structural diagram of a second longitudinal beam section at another angle provided by an embodiment of the present application;

[0066] FIG5 is a schematic structural diagram of a second rear beam assembly provided in an embodiment of the present application;

[0067] FIG6 is a schematic structural diagram of the second sub-beam of the rear longitudinal beam assembly in FIG5 .

[0068] Explanation of Reference Numerals: 10 - rear longitudinal beam assembly; 20 - door sill beam; 30 - rear apron; 100 - first longitudinal beam section; 100a - first sub-beam; 110a - first channel; 120a - first spacer rib; 130 - second spacer rib; 140 - first reinforcement structure; 150 - second reinforcement structure; 160 - third reinforcement structure; 111a - first energy absorption cavity; 112a - second energy absorption cavity; 113 - third energy absorption cavity; 1111 - first wall; 1121 - second wall; 1131 - third wall; 141 - first rib plate; 142 - second rib plate; 143 - third rib plate; 151 - fourth rib plate; 152 - fifth rib plate; 161 - sixth rib plate; 162 - seventh rib plate; 100b - second sub-beam; 110b - fourth energy-absorbing cavity; 120b - fourth reinforcement structure; 111b - fourth wall; 112b - fifth wall; 121 - first support segment; 122 - second support segment; 123 - third support segment; 124 - fourth support segment; 125 - third connecting segment; 200 - second longitudinal beam segment; 210 - first side wall; 220 - second side wall; 230 - third side wall; 240 - fourth side wall; 250 - first overlap structure; 260 - second overlap structure; 221 - first recess; 231 - second recess; 241 - third recess; 300 - first induction structure; 310 - first connecting plate; 320 - second connecting plate; 400 - second induction structure; 410 - first connecting structure; 420 - second connecting structure; 430 - third connecting structure; 440 - first spacer; 450 - second spacer; 411 - third connecting plate; 412 - fourth connecting plate; 413 - first connecting section; 414 - second connecting section; 421 - fifth connecting plate; 422 - sixth connecting plate; 431 - seventh connecting plate; 432 - eighth connecting plate. DETAILED DESCRIPTION

[0069] As described in the background, conventional rear longitudinal beams tend to lift upward in the event of a rear-end collision, reducing the ability to transmit the impact force from the beam to the sill rail. This problem arises because the beam consists of an inclined section and a horizontal section. The inclined section connects to the front of the vehicle, one end of the inclined section connects to the sill rail, and the end of the inclined section facing the rear of the vehicle connects to the horizontal section, which faces the rear of the vehicle. The horizontal section faces the top of the vehicle relative to the sill rail, and there is a height difference between the horizontal section and the sill rail.

[0070] When the rear end of the vehicle is hit, the impact force will first be transmitted to the horizontal section, and then to the inclined section. Since the inclined section is inclined relative to the sill beam, the impact force on the inclined section has two components when it is transmitted to the sill beam. One of the components is transmitted along the height direction of the vehicle body toward the bottom of the vehicle body, and the other component is transmitted along the extension direction of the sill beam. The greater the component of the impact force in the extension direction of the sill beam, the more conducive it is to transmitting the impact force of the rear longitudinal beam to the sill beam.

[0071] In the prior art, the horizontal section's end toward the rear of the vehicle connects to the rear quarter panel, and there's a chance the horizontal section will rise toward the top of the vehicle. When this happens in response to a rear impact, the inclined section will tend to tilt further relative to the sill, reducing the impact force's component along the sill's length, and thus, the transfer of the impact force from the rear longitudinal beam to the sill.

[0072] Furthermore, the existing rear longitudinal beams have low strength and are prone to overall deformation, which can cause deformation of the vehicle, impacting the overall strength of the vehicle and the safety of passengers. This problem arises because the rear longitudinal beams in the related art are welded together from two sheet metal parts extending along the length of the vehicle body. The rear longitudinal beams are hollow along the length of the vehicle body and lack internal reinforcement structures or segmented reinforcements. Therefore, when the vehicle body is hit by a rear-end collision, the energy is absorbed by the two welded sheet metal parts, causing the rear longitudinal beam to easily deform in the event of a rear-end collision, which in turn causes deformation of the vehicle body, impacting the safety of passengers.

[0073] In response to the above technical problems, an embodiment of the present application provides a rear longitudinal beam assembly and a vehicle, wherein the rear longitudinal beam assembly includes a first longitudinal beam section, a second longitudinal beam section and a first induction structure, one end of the first longitudinal beam section is used to be connected to the door 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 facing away from the first longitudinal beam section is used to be connected to the rear panel of the vehicle body, the first longitudinal beam section is inclined relative to the door sill beam, the second longitudinal beam section is parallel to the door sill beam, and the second longitudinal beam section is close to the top of the vehicle body relative to the door sill beam, the side of the second longitudinal beam section facing the top of the vehicle body is a first side wall, one end of the first induction structure is connected to the first side wall, and the other end of the first induction structure is connected to the rear panel The plate makes the connection strength between the first side wall and the rear panel greater than the connection strength between the other side of the second longitudinal beam section opposite to the first side wall and the rear panel, so that when the second longitudinal beam section is hit by a rear-end collision, the first induction structure can induce the second longitudinal beam section to deviate toward the side with lower connection strength, that is, induce the second longitudinal beam section to deviate toward the bottom of the vehicle body, and suppress the rear longitudinal beam from lifting upward, so that when the impact force is transmitted from the first longitudinal beam section to the rocker beam, the component of the impact force in the length extension direction of the rocker beam can be increased, thereby improving the effect of the impact force being transmitted from the rear longitudinal beam assembly to the rocker beam, and improving the impact resistance of the rear longitudinal beam assembly, thereby improving the strength of the vehicle and the safety of the user.

[0074] Furthermore, the rear longitudinal beam assembly includes a first sub-beam and a second sub-beam arranged along the length of the vehicle body, with the second sub-beam facing the rear of the vehicle body. This allows the second sub-beam to deform and absorb energy first, followed by the first sub-beam, when the vehicle is hit by a rear-end collision. The first sub-beam comprises a first trough, a plurality of spaced-apart ribs, and a plurality of reinforcing structures. The ribs are disposed within the first trough to divide the first trough into a plurality of energy-absorbing cavities arranged along the height of the vehicle body, with each reinforcing structure disposed within an energy-absorbing cavity. The second sub-beam is connected to the energy-absorbing cavities facing the top of the vehicle body, thereby increasing the overall strength of the first sub-beam, reducing the likelihood of deformation of the first sub-beam, and thus the vehicle body, thereby improving vehicle strength and passenger safety.

[0075] In order to make the above-mentioned purposes, features and advantages of the embodiments of the present application more obvious and easy to understand, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0076] With reference to Figures 1 to 3, an embodiment of the present application provides a rear longitudinal beam assembly 10, comprising a first longitudinal beam segment 100, a second longitudinal beam segment 200, and a first inducing structure 300. The first longitudinal beam segment 100 can be integrally formed with the rear floor of the vehicle. For example, the first longitudinal beam segment 100 and the rear floor can be integrally die-cast from an aluminum alloy, thereby improving the overall strength of the first longitudinal beam segment 100 and the rear floor, and enhancing the impact resistance of the first longitudinal beam segment 100.

[0077] In some embodiments, the first longitudinal beam section 100 and the second longitudinal beam section 200 can be connected in a detachable manner, for example, the first longitudinal beam section 100 and the second longitudinal beam section 200 can be connected by riveting. In some embodiments, the end of the first longitudinal beam section 100 facing the rear of the vehicle body has a mounting groove, and the end of the second longitudinal beam section 200 facing away from the rear of the vehicle body is inserted into the mounting groove. The wall of the second longitudinal beam section 200 and the wall of the mounting groove are detachably connected by rivets, so that the second longitudinal beam section 200 can be limited by the groove wall of the mounting groove, reducing the probability of the second longitudinal beam section 200 shifting relative to the first longitudinal beam section 100 when subjected to a rear-end impact.

[0078] Referring to Figure 1, in a specific implementation, one end of the first longitudinal beam section 100 facing the head of the vehicle body is used to be connected to the door sill beam 20 of the vehicle body, the other end of the first longitudinal beam section 100 facing the rear of the vehicle body is connected to the second longitudinal beam section 200, and the end of the second longitudinal beam section 200 facing away from the first longitudinal beam section 100 is used to be connected to the rear panel 30 at the rear of the vehicle body.

[0079] Referring to Figures 1 and 2 , a first longitudinal beam section 100 can be disposed at the rear wheel arch of the vehicle body, and can be arranged along the outer edge of the rear wheel arch toward the bottom of the vehicle body. The first longitudinal beam section 100 is tilted relative to the sill beam 20, such that an angle is formed between the extension direction of the first longitudinal beam section 100 and the sill beam 20 (as indicated by angle α in Figure 2 ). The end of the first longitudinal beam section 100 facing away from the sill beam 20 extends upward and obliquely toward the rear of the vehicle body and connects to the second longitudinal beam section 200. The second longitudinal beam section 200 is parallel to the sill beam 20 and closer to the top of the vehicle body relative to the sill beam 20. There is a height difference between the second longitudinal beam section 200 and the sill beam 20 (as indicated by H in Figure 2 ).

[0080] Referring to FIG. 2 , it should be noted that when an impact force applied to the first longitudinal beam section 100 is transmitted to the sill beam 20, at least two impact force components are present. One impact force component (indicated by X in FIG. 2 ) is transmitted along the height of the vehicle body toward the bottom of the vehicle body and cannot be transmitted to the sill beam 20. The other impact force component (indicated by Y in FIG. 2 ) is transmitted along the length of the sill beam 20. The larger the impact force component Y, the greater the impact force transmitted to the sill beam 20, which facilitates the transmission of the impact force from the first longitudinal beam section 100 to the sill beam 20, thereby improving the transmission of the impact force by the rear longitudinal beam assembly 10. It is understood that the angle α is directly proportional to the impact force component. For example, the smaller the angle α, the greater the impact force component Y, thus increasing the impact force transmitted to the sill beam 20 and facilitating the transmission of the impact force to the rear longitudinal beam assembly 10.

[0081] In some embodiments, if the second longitudinal beam section 200 rises toward the top of the vehicle body when subjected to a rear-end collision, the second longitudinal beam section 200 will apply downward pressure toward the bottom of the vehicle body to the first longitudinal beam section 100, causing the angle α between the first longitudinal beam section 100 and the rocker beam 20 to tend to increase, thereby increasing the impact force component X and reducing the impact force component Y, reducing the impact force transmitted from the first longitudinal beam section 100 to the rocker beam 20, and further reducing the impact force transmission effect of the rear longitudinal beam assembly 10.

[0082] Referring to FIG3 , the side of the second longitudinal beam section 200 facing the top of the vehicle body is the first side wall 210. One end of the first induction structure 300 is connected to the first side wall 210, and the other end of the first induction structure 300 is connected to the rear panel 30. The first induction structure 300 is used to inhibit the second longitudinal beam section 200 from lifting toward the top of the vehicle body, so that the connection strength between the first side wall 210 and the rear panel 30 is greater than the connection strength between the other side opposite to the first side wall 210 and the rear panel 30, so that the second longitudinal beam section 200 can be supported by the rear end when it is hit by a rear-end collision. The first inducing structure 300 induces the second longitudinal beam section 200 to deviate toward the side with lower connection strength, that is, induces the second longitudinal beam section 200 to deviate downward toward the bottom of the vehicle body, thereby suppressing the rear longitudinal beam from lifting upward. As a result, when the impact force is transmitted from the first longitudinal beam section 100 to the sill beam 20, the component of the impact force in the extension direction of the sill beam 20 is increased, thereby improving the effect of the impact force transmitted from the rear longitudinal beam assembly 10 to the sill beam 20, and improving the impact resistance of the rear longitudinal beam assembly 10, thereby improving the strength of the vehicle and the safety of the user.

[0083] 3 , in one possible implementation, the first inducing structure 300 may include a first connecting plate 310 and a second connecting plate 320 that are connected to each other. The first connecting plate 310 is detachably connected to the first side wall 210 of the second longitudinal beam section 200 , and the second connecting plate 320 is detachably connected to the rear panel 30 , thereby enabling the first surface of the second longitudinal beam section 200 facing the top of the vehicle body to be connected to the rear panel 30 , thereby improving the connection strength between the side of the second longitudinal beam section 200 facing the top of the vehicle body and the rear panel 30 .

[0084] The first connecting plate 310 and the second connecting plate 320 can be stamped sheet metal parts. The first connecting plate 310 and the first side wall 210 of the second longitudinal beam section 200 are detachably connected by rivets. The first connecting plate 310 is connected to the portion of the first side wall 210 near the rear panel 30. The second connecting plate 320 can be detachably connected to the rear panel 30 by rivets, or the second connecting plate 320 and the rear panel 30 can be connected by welding. The connection between the first connecting plate 310 and the first side wall 210 is the same as the connection between the second connecting plate 320 and the rear panel 30. The second connecting plate 320 and the rear panel 30 can also be detachably connected by bolts and nuts.

[0085] Continuing with FIG3 , in some embodiments, a first lap joint structure 250 and a second lap joint structure 260 are provided on the first side wall 210 of the second longitudinal beam section 200. The first lap joint structure 250 is provided at a first edge of the first side wall 210 extending in the longitudinal direction of the vehicle body. The first edge is the junction between the first side wall 210 and the third side wall 230. The first lap joint structure 250 extends away from the first edge in the width direction of the vehicle body. The first lap joint structure 250 is configured for detachable connection to the vehicle body, thereby improving the connection strength between the first side wall 210 and the vehicle body, thereby improving the connection strength between the side of the second longitudinal beam section 200 facing the top of the vehicle body and the vehicle body.

[0086] The first side wall 210 further has a second edge disposed opposite the first edge. A second lapped edge structure 260 is disposed opposite and spaced apart from the first lapped edge structure 250. The second lapped edge structure 260 is disposed at the second edge, which is the connection between the first side wall 210 and the fourth side wall 240. The second lapped edge structure 260 extends away from the first edge in the width direction of the vehicle body. The second lapped edge structure 260 is configured for detachable connection to the vehicle body. The second lapped edge structure 260 can further enhance the connection strength between the side of the second longitudinal beam section 200 facing the top of the vehicle body and the vehicle body, thereby ensuring that the connection strength between the side of the second longitudinal beam section 200 facing the top of the vehicle body and the vehicle body is further greater than the connection strength between the side of the second longitudinal beam section 200 facing the bottom of the vehicle body and the vehicle body.

[0087] Referring to FIG4 , the rear longitudinal beam assembly 10 may further include a second inducing structure 400, which may include a first connecting structure 410 and a second connecting structure 420. The second longitudinal beam segment 200 may further include a second sidewall 220, which is opposite the first sidewall 210, and a third sidewall 230, with the first sidewall 210 and the second sidewall 220 connected via the third sidewall 230. A first gap 440 is defined between the first connecting structure 410 and the second connecting structure 420. One end of the first connecting structure 410 is connected to the second sidewall 220, and the other end is connected to the rear panel 30. The provision of the first connecting structure 410 enhances the connection strength between the second sidewall 220 and the rear panel 30, thereby improving the stability of the connection between the second longitudinal beam segment 200 and the rear 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 panel 30 , thereby reducing the offset of the second longitudinal beam section 200 in the width direction of the vehicle body, which is beneficial for transmitting the impact force of the rear end of the vehicle body to the second longitudinal beam section 200 .

[0088] In a specific implementation, a first gap 440 is defined between the first connecting structure 410 and the second connecting structure 420. This first gap 440 is located at the junction of the second sidewall 220 and the third sidewall 230. The portion of the second longitudinal beam section 200 corresponding to the first gap 440 is not connected to the rear panel 30, thereby reducing the connection strength between the second longitudinal beam section 200 and the rear panel 30 corresponding to the first gap 440. When the second longitudinal beam section 200 is impacted by the rear end of the vehicle, the first gap 440 preferentially deforms and absorbs energy due to the weaker connection between the second longitudinal beam section 200 and the rear panel 30. This induces the second longitudinal beam section 200 to deflect downward toward the bottom of the vehicle, reducing the likelihood of the second longitudinal beam section 200 lifting upward.

[0089] Referring to FIG. 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 is detachably connected to the second sidewall 220, and the fourth connecting plate 412 is detachably connected to the rear panel 30. The third connecting plate 411 may be detachably connected to the second sidewall 220 via rivets, and the fourth connecting plate 412 may also be detachably connected to the rear panel 30 via rivets. The second connecting structure 420 may include a fifth connecting plate 421 and a sixth connecting plate 422. The fifth connecting plate 421 is detachably connected to the third sidewall 230, and the sixth connecting plate 422 is detachably connected to the rear panel 30. The connection between the fifth connecting plate 421 and the third sidewall 230 may be similar to the connection between the third connecting plate 411 and the second sidewall 220, and the connection between the sixth connecting plate 422 and the rear panel 30 may be similar to the connection between the fourth connecting plate 412 and the rear panel 30.

[0090] Referring to Figure 4, in one possible implementation, the first connecting structure 410 and the second connecting structure 420 can be an integral structure, and the second induction structure 400 can also include a first connecting segment 413, the first connecting segment 413 is arranged in the first interval 440, and the third connecting plate 411 and the fifth connecting plate 421 are connected through the first connecting segment 413, so that the first connecting structure 410 and the second connecting structure 420 are connected through the first connecting segment 413.

[0091] The first connecting section 413, the third connecting plate 411, and the fifth connecting plate 421 together form a first notch, which faces the rear panel 30. The connection strength between the portion of the second longitudinal beam section 200 corresponding to the first notch and the rear panel 30 is lower than the connection strength between the portion of the second longitudinal beam section 200 corresponding to the first connecting structure 410 and the rear panel 30, and lower than the connection strength between the portion of the second longitudinal beam section 200 corresponding to the second connecting structure 420 and the rear panel 30. Therefore, when the second longitudinal beam section 200 is struck by a rear-end collision, the second longitudinal beam section 200 corresponding to the first notch preferentially deforms to absorb energy, thereby inducing downward deflection of the second longitudinal beam section 200 and reducing the likelihood of it lifting upward.

[0092] 3 and 4 , in one possible implementation, the second longitudinal beam section 200 may further include a fourth side wall 240 disposed opposite to the third side wall 230 , and the fourth side wall 240 and the first side wall 210 , the second side wall 220 , and the third side wall 230 together form the outer side wall of the second longitudinal beam section 200 .

[0093] The second inducing structure 400 may further include a third connecting structure 430. One end of the third connecting structure 430 is connected to the fourth side wall 240, and the other end of the third connecting structure 430 is connected to the rear panel 30. This connects the fourth side wall 240 to the rear panel 30 via the third connecting structure 430, thereby further reducing the likelihood of the second longitudinal beam section 200 shifting in the vehicle width direction. A second spacer 450 is located between the third connecting structure 430 and the first connecting structure 410. The second spacer 450 is opposite to the first spacer 440 and is symmetrically arranged about the second side wall 220. The second spacer 450 has the same function as the first spacer 440 and also reduces the connection strength between the second longitudinal beam section 200 and the rear panel 30 at the corresponding location of the second spacer 450. When the second longitudinal beam section 200 is hit by a rear-end collision, the connection strength between the area corresponding to the second gap 450 on the second longitudinal beam section 200 and the rear panel 30 is relatively weak, and the second gap 450 deforms and absorbs energy first, thereby inducing the second longitudinal beam section 200 to deflect downward toward the bottom of the vehicle body, reducing the probability of the second longitudinal beam section 200 lifting upward.

[0094] 3 , in one possible implementation, the third connecting structure 430 may include a seventh connecting plate 431 and an eighth connecting plate 432. The seventh connecting plate 431 is detachably connected to the fourth side wall 240, and the eighth connecting plate 432 is detachably connected to the rear panel 30. The connection method between the seventh connecting plate 431 and the fourth side wall 240 may refer to the connection method between the third connecting plate 411 and the second side wall 220, and the connection method between the eighth connecting plate 432 and the rear panel 30 may refer to the connection method between the fourth connecting plate 412 and the rear panel 30.

[0095] Referring to Figure 3, in one possible implementation, the third connecting structure 430 and the first connecting structure 410 can be an integrally molded structure, and the second induction structure 400 can also include a second connecting segment 414, the second connecting segment 414 is arranged in the second interval 450, and the third connecting plate 411 and the seventh connecting plate 431 are connected through the second connecting segment 414, so that the third connecting structure 430 is connected to the first connecting structure 410 through the second connecting segment 414.

[0096] The second connecting section 414, the third connecting plate 411, and the seventh connecting plate 431 together form a second notch, which faces the rear panel 30. The second notch has the same effect as the first notch. When the second longitudinal beam section 200 is hit by a rear-end collision, the portion of the second longitudinal beam section 200 corresponding to the second notch preferentially deforms and absorbs energy, thereby inducing the second longitudinal beam section 200 to deflect downward and reducing the chance of the second longitudinal beam section 200 lifting upward.

[0097] Referring to Figure 4 , in one possible implementation, a first depression 221 is provided on the second sidewall 220 of the second longitudinal beam section 200. The first depression 221 may be dot-shaped, and the inner surface of the first depression 221 may be hemispherical. Alternatively, the first depression 221 may be strip-shaped, extending along the width of the second sidewall 220 and positioned toward the rear panel 30. By providing the first depression 221 on the second sidewall 220 facing the vehicle bottom, the first depression 221 is less strong, making it more susceptible to deformation when the second longitudinal beam section 200 is impacted. This allows the second sidewall 220 to deform more easily than the other sidewalls of the second longitudinal beam section 200, thereby inducing the second longitudinal beam section 200 to deflect toward the vehicle bottom and reducing the likelihood of the second longitudinal beam section 200 lifting upward. In some embodiments, a plurality of first recesses 221 may be provided on the second side wall 220 , and the plurality of first recesses 221 are arranged at intervals in the longitudinal extension direction of the second longitudinal beam segment 200 .

[0098] Referring to Figure 4 , in one possible implementation, a second recess 231 is provided on the third side wall 230 of the second longitudinal beam section 200. The second recess 231 extends along the width of the third side wall 230 and faces the rear panel 30. A third recess 241 is provided on the fourth side wall 240 of the second longitudinal beam section 200. The third recess 241 extends along the width of the fourth side wall 240 and faces the rear panel 30. The provision of the second and third recesses 231, 241 further reduces the strength of the third and fourth side walls 230, 240. When the second longitudinal beam section 200 is impacted, the side walls other than the first side wall 210 are preferentially deformed to absorb energy. This further induces the second longitudinal beam section 200 to deflect toward the vehicle bottom, preventing it from lifting upward.

[0099] It is understandable that there may be multiple second recesses 231 and third recesses 241, for example, multiple second recesses 231 may be arranged at intervals along the length of the second longitudinal beam segment 200. The second recesses 231 and third recesses 241 may also have the same shape as the first recess 221.

[0100] 5 , in some embodiments, the first longitudinal beam segment 100 may include a first sub-beam 100 a and a second sub-beam 100 b arranged in the longitudinal direction of the vehicle body (as indicated by the arrow X in FIG5 ). The second sub-beam 100 b is closer to the rear of the vehicle body than the first sub-beam 100 a. When the rear of the vehicle body is impacted, the second sub-beam 100 b absorbs the impact energy first, and then the first sub-beam 100 a absorbs the impact energy.

[0101] The first and second sub-beams 100a, 100b can be integrally die-cast with the vehicle body, eliminating welding steps and significantly improving strength compared to conventional welding methods. In some embodiments, the first and second sub-beams 100a, 100b are located in the rear wheel arch area of ​​the vehicle body. The first sub-beam 100a corresponds to the rear seat position within the vehicle body. The increased strength of the first and second sub-beams 100a, 100b reduces the risk of deformation in the rear wheel arch and the rear floor area corresponding to the rear wheel arch, thereby improving rear-seat passenger safety.

[0102] Referring to Figure 5 , the first sub-beam 100a comprises a first trough 110a, a plurality of spaced-apart ribs, and a plurality of reinforcing structures. The ribs are disposed within the first trough 110a to divide the first trough 110a into a plurality of energy-absorbing cavities arranged along the height direction of the vehicle body (as indicated by the arrow Y in Figure 5 ). For example, the trough 110a may be divided into two, three, four, five, or even more energy-absorbing cavities. Each reinforcing structure is disposed within an energy-absorbing cavity. The second sub-beam 100b is connected to the energy-absorbing cavity facing the top of the vehicle body, and the second sub-beam 100b faces the rear of the vehicle body.

[0103] Multiple partition ribs can be arranged at intervals in the height direction of the vehicle body, and the partition ribs can be extended in the length direction of the vehicle body. The partition ribs can absorb the impact energy from the rear of the vehicle body, and can improve the impact resistance of the first trough body 110a in the length direction of the vehicle body, and reduce the probability of deformation of the first sub-beam 100a. Further, a reinforcement structure is provided in each energy absorption cavity, which can further strengthen the impact resistance of each energy absorption cavity, improve the overall strength of the first sub-beam 100a, and realize the segmented energy absorption of the first sub-beam 100a.

[0104] In some embodiments, the plurality of ribs, the plurality of reinforcement structures, and the first trough 110a may all be integrally die-cast structures. The first sub-beam 100a and the second sub-beam 100b may be integrally die-cast aluminum alloy structures, thereby increasing the strength of the rear longitudinal beam assembly while reducing its weight, thereby reducing the weight of the vehicle body.

[0105] Referring to Figure 5, in a possible implementation, the plurality of partition ribs may include a first partition rib 120a and a second partition rib 130 arranged in the height direction of the vehicle body, the first partition rib 120a is toward the top of the vehicle body relative to the second partition rib 130, the first partition rib 120a and the second partition rib 130 are used to separate the first trough body 110a into a first energy absorption cavity 111a, a second energy absorption cavity 112a and a third energy absorption cavity 113, the first energy absorption cavity 111a is toward the top of the vehicle body, the third energy absorption cavity 113 is toward the bottom of the vehicle body, the second energy absorption cavity 112a is located between the first energy absorption cavity 111a and the third energy absorption cavity 113, and the first energy absorption cavity 111a is connected to the second sub-beam 100b. The plurality of reinforcing structures may include a first reinforcing structure 140 , a second reinforcing structure 150 and a third reinforcing structure 160 . The first reinforcing structure 140 is disposed in the first energy absorbing cavity 111 a , the second reinforcing structure 150 is disposed in the second energy absorbing cavity 112 a , and the third reinforcing structure 160 is disposed in the third energy absorbing cavity 113 .

[0106] In some embodiments, the projections of the first energy absorbing cavity 111a, the second energy absorbing cavity 112a and the third energy absorbing cavity 113 in the height direction of the vehicle body partially overlap. For example, the first energy absorbing cavity 111a partially overlaps with the second energy absorbing cavity 112a, and the orthographic projection of the part of the first energy absorbing cavity 111a facing the rear of the vehicle body in the height direction of the vehicle body falls outside the second energy absorbing cavity 112a. The second energy absorbing cavity 112a partially overlaps with the third energy absorbing cavity 113, and the orthographic projection of the part of the third energy absorbing cavity 113 facing the head of the vehicle body in the height direction of the vehicle body falls outside the second energy absorbing cavity 112a. The end of the third energy absorbing cavity 113 facing the head of the vehicle body is used to be connected to the door sill beam of the vehicle body.

[0107] 5 , in some embodiments, the first reinforcement structure 140 may include a first rib 141 and a second rib 142. The first energy-absorbing cavity 111a has a first wall 1111 opposite the first barrier rib 120a. The first wall 1111 faces away from the second energy-absorbing cavity 112a. One end of each of the first rib 141 and the second rib 142 is connected to the first wall 1111, and the other end of each of the first rib 141 and the second rib 142 is connected to the first barrier rib 120a. The first rib 141 and the second rib 142 are arranged crosswise. By using the crosswise arrangement of the first rib 141 and the second rib 142, when the vehicle body is hit by a rear-end collision, the first rib 141 and the second rib 142 can not only absorb the impact energy, but also disperse the impact energy to the first wall 1111 and the first barrier rib 120a for energy absorption, so that the first energy-absorbing cavity 111a can fully absorb the impact energy.

[0108] In some embodiments, a cross-combination structure of a plurality of first ribs 141 and second ribs 142 may be provided in the first energy absorbing cavity 111 a to further improve the energy absorbing effect and impact resistance.

[0109] Referring to Figure 5, the first reinforcement structure 140 can also include a third rib 143, which is located on the side of the first rib 141 facing away from the second sub-beam 100b, one end of the third rib 143 is connected to the first partition 120a, and the other end of the third rib 143 extends away from the second sub-beam 100b and is connected to the first wall 1111, thereby further improving the strength and energy absorption effect of the first energy absorption cavity 111a.

[0110] In some embodiments, the end of the first rib 141 connected to the first partition rib 120a is further away from the second sub-beam 100b than the end of the second rib 142 connected to the first partition rib 120a. One end of the third rib 143 is connected to the first partition rib 120a and can also be connected to the end of the first rib 141 connected to the first partition rib 120a. The other end of the third rib 143 can be connected to the end of the first wall 1111 away from the second sub-beam 100b.

[0111] Referring to Figure 5 , the second reinforcement structure 150 may include a fourth rib 151. The second energy-absorbing cavity 112a may have first and second ribs 120a and 130 disposed opposite each other. One end of the fourth rib 151 connects to the end of the second rib 130 facing the second sub-beam 100b, and the other end of the fourth rib 151 connects to the end of the first rib 120a facing away from the second sub-beam 100b. The fourth rib 151 and the first rib 120a form an angle, such that the fourth rib 151 is tilted relative to the first and second ribs 120a and 130. The second energy absorption cavity 112a can also have two side walls arranged opposite to each other, one of which is close to the second sub-beam 100b, and the first partition rib 120a, the second partition rib 130 and the two side walls together form the second energy absorption cavity 112a. The end of the fourth rib 151 connected to the second partition rib 130 can be connected to the connection between the second partition rib 130 and the side wall close to the second sub-beam 100b, and the end of the fourth rib 151 connected to the first partition rib 120a can be connected to the connection between the first partition rib 120a and the side wall facing away from the second sub-beam 100b, so that the fourth rib 151 abuts against the two opposite corners of the second energy absorption cavity 112a, thereby further improving the strength and energy absorption effect of the second energy absorption cavity 112a.

[0112] Referring to Figure 5, the second reinforcement structure 150 may further include a fifth rib 152, and the second energy absorption cavity 112a may further include a second wall 1121. One end of the second wall 1121 is connected to the end of the first partition rib 120a facing away from the second sub-beam 100b, and the other end of the second wall 1121 is connected to the end of the second partition rib 130 facing away from the second sub-beam 100b, that is, the second wall 1121 is the side wall facing away from the second sub-beam 100b. One end of the fifth rib 152 is connected to the second partition rib 130, and the other end of the fifth rib 152 is connected to the second wall 1121. By providing the fifth rib 152, the impact resistance of the second energy absorption cavity 112a can be further improved. It is understandable that the fifth rib 152 and the side wall of the second energy absorption cavity 112a can be an integral die-cast structure.

[0113] Referring to Figure 5 , the third reinforcement structure 160 may include a sixth rib 161 and a seventh rib 162. The sidewall of the third energy-absorbing cavity 113 may include a third wall 1131 disposed opposite the second partition rib 130. One end of the sixth rib 161 is connected to the second partition rib 130, and the other end of the sixth rib 161 extends away from the second sub-beam 100b and connects to the third wall 1131. One end of the seventh rib 162 is connected to the end of the sixth rib 161 connected to the second partition rib 130, and the other end of the seventh rib 162 extends toward the second sub-beam 100b and connects to the third wall 1131. The provision of the sixth and seventh ribs 161, 162 can improve the strength of the third energy-absorbing cavity 113, thereby improving the overall strength of the first sub-beam 100a. In some embodiments, the sixth and seventh ribs 161, 162, and the sidewall of the third energy-absorbing cavity 113 may also be integrally die-cast. The third energy absorbing cavity 113 faces the bottom of the vehicle body, and the side of the third energy absorbing cavity 113 facing away from the second sub-beam 100 b is used to connect to the sill beam at the bottom of the vehicle body.

[0114] Referring to Figures 5 and 6, in one possible implementation, the second sub-beam 100b may include a fourth energy-absorbing cavity 110b and a fourth reinforcement structure 120b. The sidewalls of the fourth energy-absorbing cavity 110b connect to the energy-absorbing cavities of the first sub-beam 100a that face the top of the vehicle body. For example, the fourth energy-absorbing cavity 110b can connect to the first energy-absorbing cavity 111a of the first sub-beam 100a. The fourth reinforcement structure 120b is disposed within the fourth energy-absorbing cavity 110b, and the sidewalls of the fourth energy-absorbing cavity 110b are connected via the fourth reinforcement structure 120b. The fourth energy-absorbing cavity 110b extends in the longitudinal direction of the vehicle body (as indicated by the arrow X in Figure 6), and the fourth reinforcement structure 120b and the sidewalls of the fourth energy-absorbing cavity 110b are integrally die-cast. By disposing the fourth reinforcement structure 120b within the fourth energy-absorbing cavity 110b and connecting it to the sidewalls of the fourth energy-absorbing cavity 110b, the fourth reinforcement structure 120b is formed.

[0115] 6 , in one possible implementation, the fourth reinforcing structure 120b may include a first support segment 121 and a second support segment 122, and the fourth energy absorbing cavity 110b has a fourth wall 111b and a fifth wall 112b that are relatively arranged in the vehicle body height direction (as shown in the direction of arrow Y in FIG6 ), and the fourth wall 111b is closer to the top of the vehicle body than the fifth wall 112b.

[0116] One end of the first support segment 121 is connected to the fourth wall 111b. The other end of the first support segment 121 extends away from the rear of the vehicle and connects to one end of the second support segment 122, forming an angle between the first support segment 121 and the fourth wall 111b. The other end of the second support segment 122 extends toward the rear of the vehicle and connects to the fifth wall 112b, forming an angle between the second support segment 122 and the fifth wall 112b. When the rear of the vehicle is impacted, the first support segment 121 and the second support segment 122 can disperse the impact energy to the fourth wall 111b and the fifth wall 112b, allowing the fourth wall 111b and the fifth wall 112b of the fourth energy absorption cavity 110b to fully deform and absorb the energy. This improves the energy absorption efficiency of the second sub-beam 100b, reduces the impact energy transmitted to the first sub-beam 100a, and reduces the probability of deformation of the first sub-beam 100a.

[0117] Referring to Figure 6, in some embodiments, the fourth reinforcement structure 120b may further include a third support segment 123, a fourth support segment 124, and a third connecting segment 125. One end of the third connecting segment 125 is connected to the junction of the first support segment 121 and the second support segment 122. The other end of the third connecting segment 125 extends away from the rear of the vehicle body and connects one end of the third support segment 123 and one end of the fourth support segment 124. The other end of the third support segment 123 extends away from the rear of the vehicle body and connects to the fourth wall 111b. The other end of the fourth support segment 124 extends away from the rear of the vehicle body and connects to the fifth wall 112b. The provision of the third connecting segment 125, the third support segment 123, and the fourth support segment 124 improves the impact resistance of the first support segment 121 and the second support segment 122 to the impact energy of the rear of the vehicle body, thereby increasing the strength of the second sub-beam 100b and improving its deformation resistance.

[0118] In a specific implementation, the fourth energy absorbing cavity 110b may further include two opposing side walls. The fourth wall 111b, the fifth wall 112b, and the two opposing side walls collectively enclose the fourth energy absorbing cavity 110b. One of the two side walls can be connected to the first energy absorbing cavity 111a, while the other side wall faces the rear of the vehicle body. The end of the third support segment 123 facing away from the third connecting segment 125 can connect to the connection between the fourth wall 111b and the side wall facing the first energy absorbing cavity 111a. The end of the fourth support segment 124 facing away from the third connecting segment 125 can connect to the connection between the fifth wall 112b and the side wall facing the first energy absorbing cavity 111a. This creates a stable "triangle" structure with the third support segment 123, the fourth support segment 124, and the side wall facing the first energy absorbing cavity 111a, thereby further enhancing the strength of the second sub-beam 100b.

[0119] The present application also provides a vehicle, which may include a vehicle body and a rear longitudinal beam assembly 10 disposed on the vehicle body. The vehicle may have two rear longitudinal beam assemblies 10, which are spaced apart in the width direction of the vehicle body. The second longitudinal beam sections 200 of the two rear longitudinal beam assemblies 10 are connected by a rear panel 30. By using the above-described rear longitudinal beam assembly 10, the vehicle body can improve its ability to transmit rear impact forces, allowing the vehicle body to fully absorb the impact force, thereby improving vehicle safety.

[0120] The various embodiments or implementation methods in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the various embodiments can be referenced to each other.

[0121] It should be noted that phrases such as "in a specific implementation," "in some embodiments," "in this embodiment," and "exemplarily" mentioned in the specification indicate that the described embodiment may include a particular feature, structure, or characteristic, but not every embodiment necessarily includes that particular feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Furthermore, when a particular feature, structure, or characteristic is described in conjunction with an embodiment, it is within the knowledge of those skilled in the art to implement such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not.

[0122] Generally speaking, terms should be understood, at least in part, based on the context in which they are used. For example, as used herein, the term "one or more" can be used to describe any feature, structure, or characteristic in the singular sense, or can be used to describe a combination of features, structures, or characteristics in the plural sense, depending at least in part on the context. Similarly, terms such as "a," "an," or "the" can also be understood to convey either singular or plural usage, depending at least in part on the context.

[0123] It should be readily understood that “on,” “above,” and “over” in this disclosure should be interpreted in the broadest manner, such that “on” means not only “directly on something,” but also includes “on something” with intervening features or layers therebetween, and “above” or “over” includes not only the meaning of “above” or “over,” but also includes “above” or “over” with no intervening features or layers therebetween (i.e., directly on something).

[0124] Additionally, spatially relative terms, such as "below," "beneath," "beneath," "above," and the like, may be used herein for ease of description to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. The device may be in other orientations (rotated 90 degrees or at other orientations), and the spatially relative descriptors used herein should be interpreted accordingly.

[0125] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A rear longitudinal beam assembly, characterized in that: It includes a first longitudinal beam section, a second longitudinal beam section and a first induction structure; One end of the first longitudinal beam section is used to be connected to the door 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 facing away from the first longitudinal beam section is used to be connected to the rear panel of the vehicle body; The first longitudinal beam section is inclined relative to the sill beam, the second longitudinal beam section is parallel to the sill beam, and the second longitudinal beam section is closer to the top of the vehicle body relative to the sill beam; The side of the second longitudinal beam section facing the top of the vehicle body is a first side wall, one end of the first induction structure is connected to the first side wall, and the other end of the first induction structure is connected to the rear panel, and the first induction structure is used to suppress the second longitudinal beam section from lifting toward the top of the vehicle body.

2. The rear longitudinal beam assembly according to claim 1, characterized in that: The first inducing 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 longitudinal beam section, and the second connecting plate is detachably connected to the rear panel.

3. The rear longitudinal beam assembly according to claim 2, characterized in that: The rear longitudinal beam assembly also includes a second induction structure; The second longitudinal beam section further includes a second side wall opposite to the first side wall, and a third side wall, the first side wall and the second side wall being connected by the third side wall; The second induction structure includes a first connecting structure and a second connecting structure, with a first interval 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 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 panel.

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

5. The rear longitudinal beam assembly according to claim 4, characterized in that: The second inducing structure further includes a first connecting section, the first connecting section is arranged at the first interval, and the third connecting plate and the fifth connecting plate are connected via the first connecting section; The first connecting section, the third connecting plate and the fifth connecting plate together form a first notch, and the first notch faces the rear panel.

6. The rear longitudinal beam assembly according to any one of claims 4 to 5, characterized in that: The second longitudinal beam section further includes a fourth side wall disposed opposite to the third side wall; The second inducing structure further includes a third connecting structure, 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 panel, so that the fourth side wall is connected to the rear panel through the third connecting structure; A second interval is provided between the third connection structure and the first connection structure.

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

8. The rear longitudinal beam assembly according to claim 7, characterized in that: The second inducing structure further includes a second connecting segment, the second connecting segment is arranged at the second interval, and the third connecting plate and the seventh connecting plate are connected via the second connecting segment; The second connecting section, the third connecting plate and the seventh connecting plate together form a second notch, and the second notch faces the rear panel.

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

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

11. The rear longitudinal beam assembly according to claim 1, characterized in that: The first longitudinal beam section includes a first sub-beam and a second sub-beam arranged in the length direction of the vehicle body; The first sub-beam comprises a first slot body, a plurality of spacer ribs arranged at intervals, and a plurality of reinforcing structures, wherein the plurality of spacer ribs are arranged in the first slot body to divide the first slot body into a plurality of energy absorbing cavities arranged along the height direction of the vehicle body, and each of the reinforcing structures is arranged in one of the energy absorbing cavities; The second sub-beam is connected to the energy absorbing cavity facing the top of the vehicle body, and the second sub-beam faces the rear of the vehicle body.

12. The rear longitudinal beam assembly according to claim 11, characterized in that: The plurality of partition ribs include a first partition rib and a second partition rib arranged in the height direction of the vehicle body, the first partition rib faces the top of the vehicle body, and the first partition rib and the second partition rib are used to separate the first trough into a first energy absorbing cavity, a second energy absorbing cavity and a third energy absorbing cavity; The multiple reinforcement structures include a first reinforcement structure, a second reinforcement structure and a third reinforcement structure. The first reinforcement structure is arranged in the first energy absorption cavity, the second reinforcement structure is arranged in the second energy absorption cavity, and the third reinforcement structure is arranged in the third energy absorption cavity. The first energy absorption cavity faces the top of the vehicle body, and the third energy absorption cavity faces the bottom of the vehicle body. The second energy absorption cavity is located between the first energy absorption cavity and the third energy absorption cavity, and the first energy absorption cavity is connected to the second sub-beam.

13. The rear longitudinal beam assembly according to claim 12, characterized in that: The first reinforcement structure includes a first rib plate and a second rib plate; The first energy absorbing cavity has a first wall surface opposite to the first partition rib, and the first wall surface faces away from the second energy absorbing cavity; One end of the first rib plate and the second rib plate are both connected to the first wall surface, and the other ends of the first rib plate and the second rib plate are both connected to the first partition rib, and the first rib plate and the second rib plate are arranged to cross each other.

14. The rear longitudinal beam assembly according to claim 13, characterized in that: The first reinforcement structure further includes a third rib plate, and the third rib plate is located on a side of the first rib plate facing away from the second sub-beam; One end of the third rib is connected to the first partition rib, and the other end of the third rib extends away from the second sub-beam and is connected to the first wall surface.

15. The rear longitudinal beam assembly according to claim 13, characterized in that: The second reinforcement structure includes a fourth stiffener; The second energy absorbing cavity comprises a first partition rib and a second partition rib which are arranged opposite to each other; One end of the fourth rib is connected to one end of the second partition rib facing toward the second sub-beam, and the other end of the fourth rib is connected to one end of the first partition rib facing away from the second sub-beam.

16. The rear longitudinal beam assembly according to claim 15, characterized in that: The second reinforcement structure further includes a fifth stiffener; The second energy absorbing cavity further comprises a second wall surface, one end of the second wall surface is connected to an end of the first partition rib facing away from the second sub-beam, and the other end of the second wall surface is connected to an end of the second partition rib facing away from the second sub-beam; One end of the fifth rib is connected to the second partition rib, and the other end of the fifth rib is connected to the second wall surface.

17. The rear longitudinal beam assembly according to claim 16, characterized in that: The third reinforcement structure includes a sixth rib plate and a seventh rib plate; The third energy absorbing cavity comprises a third wall surface arranged opposite to the second partition rib; one end of the sixth rib plate is connected to the second partition rib, and the other end of the sixth rib plate extends away from the second sub-beam and is connected to the third wall surface; One end of the seventh rib is connected to one end of the sixth rib connected to the second partition rib, and the other end of the seventh rib extends toward the second sub-beam and is connected to the third wall surface.

18. The rear longitudinal beam assembly according to any one of claims 11 to 17, characterized in that: The second sub-beam includes a fourth energy absorbing cavity and a fourth strengthening structure; The fourth energy absorbing cavity connects the energy absorbing cavity facing the top of the vehicle body among the multiple energy absorbing cavities of the first sub-beam, the fourth reinforcement structure is arranged in the fourth energy absorbing cavity, and the side walls of the fourth energy absorbing cavity are connected through the fourth reinforcement structure.

19. The rear longitudinal beam assembly according to claim 18, characterized in that: The fourth reinforcement structure includes a first support segment and a second support segment; The fourth energy absorbing cavity has a fourth wall surface and a fifth wall surface which are arranged opposite to each other in the height direction of the vehicle body, and the fourth wall surface faces the top of the vehicle body; One end of the first support section is connected to the fourth wall, and the other end of the first support section extends away from the rear of the vehicle body. The first support portion of the second support section extends to and is connected to one end of the second support section, and the other end of the second support section extends toward the rear of the vehicle body and is connected to the fifth wall.

20. The rear longitudinal beam assembly according to claim 19, characterized in that: The fourth reinforcement 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 between the first supporting segment and the second supporting segment, the other end of the third connecting segment extends away from the rear of the vehicle body and connects one end of the third supporting segment and one end of the fourth supporting segment, the other end of the third supporting segment extends away from the rear of the vehicle body and connects the fourth wall, and the other end of the fourth supporting segment extends away from the rear of the vehicle body and connects the fifth wall.

21. A vehicle, characterized in that: The invention comprises a vehicle body, and a rear longitudinal beam assembly as claimed in any one of claims 1 to 20 arranged on the vehicle body.

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