CN113942575B - A rear longitudinal beam structure of an automobile - Google Patents

Abstract

The invention discloses a rear longitudinal beam structure of an automobile, which relates to the technical field of automobile equipment manufacturing, and comprises a front section assembly, a middle section assembly and a rear section assembly, and is characterized in that the rear section assembly comprises: the tail end of the rear assembly body is connected with the first connecting structure of the rear anti-collision beam assembly; the rear section reinforcing plate is arranged on the rear section assembly, the rear section reinforcing plate is flush with the tail end of the rear section assembly body, and the shape and the position of the rear section reinforcing plate correspond to those of the first connecting structure. According to the invention, the reinforcing plate structure corresponding to the connecting structure of the rear anti-collision beam is arranged on the longitudinal beam structure, so that higher strength and collision force resistance are provided for the rear longitudinal beam structure on the premise of not increasing excessive weight. The rear longitudinal beam assembly is divided into three sections, the middle section is not changed in design, the front end and the rear end are adjusted according to the vehicle type bandwidth, and a design platform is provided for the rear main longitudinal beam.

Description

A rear longitudinal beam structure of an automobile

technical field

The invention relates to the technical field of automobile equipment manufacturing, in particular to a rear longitudinal beam structure.

Background technique

With the development of the automobile industry, the safety of passenger vehicles has attracted more and more attention from designers and users, especially in the absence of safety system configuration, the safety performance of the vehicle structure is particularly important. my country has a complete crash star rating system and strong inspection regulations, which require a body structure with excellent structural strength to protect the safety of the occupants. Furthermore, a body structure with simple structure and process, low cost, and good occupant protection effect will also effectively improve the competitive position of the vehicle.

The rear longitudinal beam of a car is an important part of the car body structure. It extends from the rear door opening to the rear part of the car, and is combined with the crossbeam and frame. The rear longitudinal beam is the main force of the car in the event of a rear collision. One of the components, its own strength and the combined strength with other body structures are an important part of providing safety for the car. However, in the existing body structure, when a car collides, not only the rear longitudinal beam itself bears the impact force, but also the rear longitudinal beam itself has the function of conducting the impact force, and transmits the impact force backward to the floor and even the entire body frame. Therefore, the rear side member is easily deformed after receiving a collision. However, since each part of the longitudinal beam is affected by collisions in different sizes, simply increasing the strength of the rear longitudinal beam structure body will add unnecessary load to the vehicle. Therefore, it is extremely important to develop a rear longitudinal beam structure with suitable strength and good force transmission performance.

Contents of the invention

In view of the defects existing in the prior art, in order to achieve the above purpose, the technical solution adopted by the present invention is to provide a rear longitudinal beam structure of an automobile, which includes a front section assembly, a middle section assembly and a rear section assembly, and the rear section Assembly includes:

The main body of the rear section assembly, the end of which is connected to the first connecting structure of the rear anti-collision beam assembly;

The rear reinforcement plate is arranged on the rear assembly, and the rear reinforcement plate is flush with the end of the rear assembly body, and the shape of the rear reinforcement plate is The positions all correspond to the first connection structure.

In some embodiments, the rear reinforcement plate is a ring structure.

In some embodiments, the rear overall body is a cavity structure, the outer contour of the rear reinforcing plate is consistent with the inner contour of the rear overall body, and the rear reinforcing plate is fixedly arranged on The rear section is assembled on the inner wall surface of the end of the body.

In some embodiments, the total body of the latter stage includes:

The upper plate of the rear section; the lower plate of the rear section, which is connected with the upper plate of the rear section to form a zigzag cavity structure.

In some embodiments, the rear section assembly also includes:

rear anti-collision beam mounting plate, which is arranged between the first connection structure and the rear section of the main body;

The rear section support is attached to the outer wall surface of the end of the rear section assembly body, and the rear section support is supported on the rear anti-collision beam mounting plate.

In some embodiments, the front section assembly includes:

The main body of the front section, which is connected with the threshold assembly;

The front reinforcement plate is arranged on the front assembly body, and the front assembly body corresponds to the position of the door sill assembly in the X direction.

In some embodiments, the front reinforcement plate is a zigzag cavity structure, and the opening of the front reinforcement plate is arranged in the Y direction.

In some embodiments, the midsection assembly includes:

middle upper plate;

The lower plate of the middle section is connected with the upper plate of the middle section to form a zigzag cavity structure.

In some embodiments, the middle lower plate is a thermoformed plate with uneven thickness.

In some embodiments, the middle lower plate is divided into four middle regions with uneven thickness, and the middle regions are the first region, the second region, the third region and the fourth region in sequence from front to back, and the four The order of the thickness of the middle section area from large to small is the second area, the first area, the third area and the fourth area.

Compared with the prior art, the present invention has the advantages of:

(1) The rear longitudinal beam structure in the embodiment of the present invention solves the problem of the rear end of the rear longitudinal beam structure due to the Insufficient strength of the assembly and poor ability to transmit collision force lead to deformation of the rear longitudinal beam structure. The new structure provides higher strength and collision resistance for the rear longitudinal beam structure without adding too much weight .

(2) The rear longitudinal beam structure in the embodiment of the present invention is provided with a support plate and a rear anti-collision beam installation plate at the end of the rear section assembly. The combination of the two can not only make the installation and fixing of the rear section assembly and the rear anti-collision beam more firm, but also provide the necessary support function for the rear longitudinal beam structure.

(3) In the embodiment of the present invention, a reinforcement plate is also provided in the front section assembly for connecting with the door sill assembly, and the position of the reinforcement plate corresponds to the door sill assembly. The reinforcement plate on the front section assembly can effectively improve the strength of the front section assembly and avoid its deformation when the threshold assembly is subjected to collision force.

(4) The reinforcing plate in the front section assembly in the embodiment of the present invention is a several-shaped cavity structure, and the opening direction of the reinforcing plate is consistent with the direction in which the door sill assembly is subjected to the main collision force, so that the structure has Better resistance to collisions.

(5) In the embodiment of the present invention, the rear longitudinal beam is divided into three sections: front, middle and rear. design platform.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings that need to be used in the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application. For those skilled in the art, other drawings can also be obtained based on these drawings without creative effort.

Fig. 1 is a structural schematic diagram of the unspliced state of the rear longitudinal beam structure in the embodiment of the present invention;

Fig. 2 is a structural schematic diagram of the front section assembly of the rear longitudinal beam structure in the embodiment of the present invention;

Fig. 3 is a structural schematic diagram of the middle assembly of the rear longitudinal beam structure in the embodiment of the present invention;

Fig. 4 is a structural schematic diagram of the rear section assembly of the rear longitudinal beam structure in the embodiment of the present invention;

Fig. 5 is a structural schematic diagram of the assembled state of the front section assembly and the threshold assembly in the embodiment of the present invention;

Fig. 6 is a structural schematic diagram of the rear section assembly of the rear longitudinal beam structure in the embodiment of the present invention;

Fig. 7 is a structural schematic diagram of the assembly state of the rear section assembly of the rear longitudinal beam structure and the rear anti-collision beam assembly in the embodiment of the present invention;

Fig. 8 is a structural schematic diagram of the assembled state of the rear longitudinal beam structure and the rear wheel house in the embodiment of the present invention;

Fig. 9 is a structural schematic diagram of the assembled state of the rear longitudinal beam structure and the rear floor panel assembly in the embodiment of the present invention.

In the figure: 1. Front section assembly; 10. Front section overall cost body; 11. Front section reinforcement plate; 2. Middle section assembly; 21. Middle section upper plate; 22. Middle section lower plate; 23. First support plate; 24. The second support plate; 25. The third support plate; 26. The fourth support plate; 27. The rear sub-frame reinforcement plate; 3. The rear section assembly; 30. The rear section total body; 301. Rear section upper plate; 302, rear section lower plate; 31, rear section reinforcement plate; 32, rear section support piece; 33, rear anti-collision beam installation plate; 4, rear anti-collision beam assembly; 41, first Connection structure; 5. Threshold assembly; 6. Rear wheel cover; 7. Rear floor panel assembly.

Detailed ways

In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, 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 It is a part of the embodiments of this application, but not all of them. Based on the embodiments in the present application, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the protection scope of the present application.

Embodiments of the present invention will be described in further detail below in conjunction with the accompanying drawings. Referring to FIG. 1 , FIG. 2 and FIG. 3 , the present invention provides a rear longitudinal beam structure of an automobile, which includes: a front section assembly 1 , a middle section assembly 2 and a rear section assembly 3 . Wherein the rear section assembly 3 includes: the rear section assembly main body 30, the end of which is connected to the first connection structure 41 of the rear anti-collision beam assembly 4; the rear section reinforcement plate 31, which is arranged on the rear section assembly 3, and the rear reinforcing plate 31 is flush with the end of the rear overall body 30, and the shape of the rear reinforcing plate 31 corresponds to the first connection structure 41.

It can be understood that the rear reinforcement plate 31 in the rear assembly 3 in the above scheme is flush with the end of the rear overall body 30, and the effect of such a flush setting is equivalent to using a multi-layer sheet The gold structure is used to resist the energy brought by the rear impact, so as to ensure that the rear section assembly 3 of the rear longitudinal beam is not deformed. If the rear reinforcement plate 31 is moved forward so that it loses its flush structure, since the back collision occurs at the end of the rear assembly, the end bears the greatest force. If it is not set flush, it may cause the rear assembly 3 deformation. Therefore, the rear reinforcing plate 31 must be close to the collision end, so as to ensure that the rear assembly 3 is not deformed.

In addition, the first connection structure 41 of the rear anti-collision beam assembly 4 in the present invention is used to connect with the rear section assembly 3. Generally speaking, when a rear collision occurs, the impact force will pass through the rear anti-collision beam assembly 4 through the first The connection structure 41 is transferred to the rear section assembly 3 .

It can be understood that, in the design of the rear section assembly 3 of the rear longitudinal beam of the automobile, it is first necessary to ensure that the strength of the material for the rear longitudinal beam assembly 3 cannot be too high. For example, if a thermoformed part is used as the material for the rear assembly 1, its strength will be too high. When the rear assembly of the thermoformed part is in response to a high-speed collision, although the rear end assembly 3 is not easily deformed due to its high strength, a relatively large force will be transmitted to the front of the body, causing damage to the battery pack or fuel tank. Therefore, this situation should be considered during design, and the rear section assembly 3 generally adopts common high-strength steel materials. This type of rear assembly 3 can absorb energy when dealing with high-speed collisions. However, in such a setting, when encountering a low-speed collision, the rear section assembly 3 is prone to plastic deformation, and its maintenance is relatively frequent and difficult, which increases the maintenance cost. Therefore, in this solution, an annular reinforcement plate (ie, the rear section reinforcement plate 31 ) and a support plate (ie, the rear section support piece 32 ) are provided on the rear section assembly 1 . When encountering a low-speed collision, due to the arrangement of multi-layer boards, no large plastic deformation will occur, so that the rear section assembly 1 will not transmit the force to the front section due to excessive strength during high-speed collisions. The front-end equipment is damaged, and it will not be deformed due to insufficient strength when it is hit by a low-speed collision.

It is worth noting that the rear overall body 30 is a cavity structure, the outer contour of the rear reinforcing plate 31 is consistent with the inner contour of the rear overall body 30, and the rear reinforcing plate The piece 31 is fixedly arranged on the inner wall surface of the end of the main body 30 of the rear section assembly.

Preferably, as shown in FIG. 7, since the first connecting structure 41 is generally a zigzag-shaped energy-absorbing box structure, the rear reinforcing plate 31 in this solution is also correspondingly designed as a hollow ring structure, Its area is consistent with the first connection structure 41 , and its position corresponds to the first connection structure 41 .

Specifically, the rear assembly body 30 is a cavity structure, and the rear reinforcement plate 31 is attached to the inner wall surface of the end of the rear assembly body 30 .

It can be understood that the cavity structure provided on the rear overall main body 30 can better decompose and transmit the collision force.

Preferably, the rear-section assembly body 30 includes: a rear-section upper plate 301 ; a rear-section lower plate 302 , which is connected with the rear-section upper plate 301 to form a zigzag cavity structure. This design is based on the convenience of stamping and forming.

Specifically, in the rear section assembly 3 of the rear longitudinal beam, the materials of the rear section upper panel 301 and the rear section lower panel 302 are both HC550/980DP.

Preferably, when selecting materials for the rear upper plate 301 and the rear lower plate 302, its strength can be reduced compared with the materials for the front assembly 1 and the middle assembly 2, so that the rear overall body 30 The strength of is slightly lower than that of front section assembly 1 and middle section assembly 2. Such setting is to better absorb energy during a rear collision and ensure that the mid-section assembly 2 is not deformed.

It is worth noting that the rear section assembly 3 also includes: a rear anti-collision beam mounting plate 33, which is arranged between the first connection structure 41 and the rear section assembly body 30; the rear section support member 32 , which is attached to the outer wall surface of the end of the rear section assembly body 30 , and the rear section support member 32 is supported on the rear anti-collision beam mounting plate 33 .

The above-mentioned rear anti-collision beam installation plate 33 provides multiple installation and fixing points for the rear anti-collision beam assembly 4 , and also needs a plane for the rear section assembly 3 to play a supporting role. As shown in FIG. 6 and FIG. 7 , the rear anti-collision beam mounting plate 33 is connected and fixed to the first connection structure 41 by four screws.

Thus, the rear section assembly 3 is provided with the above-mentioned rear section reinforcement plate 31 and the said rear section support piece 32 in its rear section assembly body 30 , and the above-mentioned two are passed through the rear anti-collision beam installation plate 33 and The rear anti-collision beam assembly 4 is connected and fixed to form a complete collision path.

In order to verify the practicability, the applicant made a CAE analysis on the structure of the rear section assembly 3 in this proposal. In the CAE analysis report, the intrusion of the rear longitudinal beam in the structure of the traditional rear section assembly 3 (that is, without the proposed structure) exceeds 10mm, which does not meet the design requirements. However, after adopting the above-mentioned rear total cost body 30, rear reinforcing plate 31 and rear support 32, the intrusion of the rear longitudinal beam is 1.71 mm, and the intrusion is less than the standard value of 3 mm, meeting the design requirements.

It is worth noting that, as shown in Figure 1, the front section assembly 1, the middle section assembly 2 and the rear section assembly 3 can be assembled parts for the purpose of general development, and each part can be individually adjusted for the vehicle model . The front section assembly 1, the middle section assembly 2 and the rear section assembly 3 can be connected together by welding.

In some embodiments, the above-mentioned front section assembly 1 includes: a front section total cost body 10, which is connected with the door sill assembly 5; a front section reinforcement plate 11, which is arranged on the front section total cost body 10, and the The front assembly body 10 overlaps with the door sill assembly 5 correspondingly in the X direction.

It can be understood that the X direction and the Y direction in this solution are shown in Fig. 5 and Fig. 2 . The X direction generally refers to the longitudinal direction of the vehicle, and the Y direction generally refers to the horizontal direction of the vehicle. Therefore, when the door sill assembly 5 collides, the force direction of the door sill assembly 5 is generally the collision force in the Y direction (that is, the vehicle transverse direction, left and right directions). Because its two sides are respectively connected and fixed with the left and right sides of the front section assembly 1, but because the front section reinforcement plate 11 in the front section assembly 1 coincides with the position of the door sill assembly 5 in the X direction. Therefore, when the front reinforcing plate 11 is subjected to a force in the Y direction, the collision force will be transmitted to the front reinforcing plate 11 instead of being only borne by the body of the front end assembly 1 . Thereby, the strength of the front end assembly 1 is improved. Therefore, in this solution, the opening of the front reinforcing plate 11 can be oriented in both positive and negative Y directions. It only needs to be consistent with the force direction of the opening on the threshold assembly 5 . This setting strengthens the strength of the front section assembly 1 to cope with the collision force in the X direction and the Y direction, and the structural setting of the above-mentioned front section reinforcement plate 11 makes the front section assembly 1 better in response to the collision force in the Y direction

Preferably, the front reinforcement plate 11 is a zigzag cavity structure, and the opening of the front reinforcement plate 11 is arranged in the Y direction. As shown in Figure 2, the direction of the opening is consistent with the direction in which the door sill assembly 5 is subjected to the collision force. The direction is the same, and the force can be transmitted better to prevent the deformation of the front assembly 1 . Compared with the traditional design, this structure has better force transmission effect and stronger ability to resist collision.

It is worth noting that the front assembly 1 is also supported by thermoformed parts, and its compressive strength can withstand large collision forces without deformation when its compressive strength reaches 1500MPa, so as to ensure the safety of the battery pack or fuel tank.

In some embodiments, the middle section assembly 2 includes: a middle section upper plate 21 and a middle section lower plate 22 . The upper plate 21 of the middle section is connected with the lower plate 22 of the middle section to form a zigzag cavity structure. In addition to strengthening the strength of the middle section assembly 2 with the cavity structure, such a design is also for the convenience of stamping and forming.

It can be understood that the middle section lower plate 22 and the middle section upper plate of the rear longitudinal beam structure also adopt thermoformed parts. However, the difference is that the lower plate 22 of the middle section of the rear longitudinal beam in this scheme adopts a thermoformed plate (TRB) of unequal material thickness. Because of its unequal thickness, its thickness can be designed according to the difference in the force transmission path of the collision and the installation function.

Preferably, this solution provides a design example of the middle lower plate 22, which divides the middle lower plate 22 into 4 regions with uneven thicknesses (first region, second region, third region and fourth region) from front to back. The material thicknesses of the first region, the second region, the third region and the fourth region are 1.8mm/2.0mm/1.6mm/1.4mm in sequence.

As shown in FIG. 3 , the middle lower plate 22 in this solution is a cavity structure, so a support plate or a reinforcement plate can be provided inside it to strengthen the strength to meet the requirements of the vehicle model. For example, in FIG. 3 , the rear end of the middle section assembly 1 is provided with a rear subframe reinforcing plate 27 to ensure sufficient strength at the connection point where the subframe is installed with the rear suspension. Further, in order to better transmit the bearing force at the rear suspension to other areas, a first support plate 23, a second support plate 24, and a third support plate are arranged inside the cavity of the middle section assembly 2. Part 25, the fourth support plate part 26. In the development process of platform models, the number of support plates above can be appropriately reduced according to the positioning of the model and the weight of the vehicle to achieve the effect of weight reduction.

In some embodiments, as shown in FIG. 8 , the rear longitudinal beam structure in this solution is connected to the rear wheel house 6 in a welded form. As shown in FIG. 9 , in this solution, the rear longitudinal beam structure is connected to the rear floor panel assembly 7 in the form of welding.

On the other hand, the present application provides an automobile, which includes: an automobile body and a rear longitudinal beam structure. The rear longitudinal beam structure includes: a front section assembly 1 , a middle section assembly 2 and a rear section assembly 3 . Wherein the rear section assembly 3 includes: the rear section assembly main body 30, the end of which is connected to the first connection structure 41 of the rear anti-collision beam assembly 4; the rear section reinforcement plate 31, which is arranged on the rear section assembly 3, and the rear reinforcing plate 31 is flush with the end of the rear overall body 30, and the shape of the rear reinforcing plate 31 corresponds to the first connection structure 41.

Preferably, as shown in FIG. 7, since the first connecting structure 41 is generally a zigzag-shaped energy-absorbing box structure, the rear reinforcing plate 31 in this solution is also correspondingly designed as a hollow ring structure, Its area is consistent with the first connection structure 41 , and its position corresponds to the first connection structure 41 .

Specifically, the rear assembly body 30 is a cavity structure, and the rear reinforcement plate 31 is attached to the inner wall surface of the end of the rear assembly body 30 .

It can be understood that the cavity structure provided on the rear overall main body 30 can better decompose and transmit the collision force.

Preferably, the rear-section assembly body 30 includes: a rear-section upper plate 301 ; a rear-section lower plate 302 , which is connected with the rear-section upper plate 301 to form a zigzag cavity structure. This design is based on the convenience of stamping and forming.

Specifically, in the rear section assembly 3 of the rear longitudinal beam, the materials of the rear section upper panel 301 and the rear section lower panel 302 are both HC550/980DP.

Preferably, when selecting materials for the rear upper plate 301 and the rear lower plate 302, its strength can be reduced compared with the materials for the front assembly 1 and the middle assembly 2, so that the rear overall body 30 The strength of is slightly lower than that of front section assembly 1 and middle section assembly 2. Such setting is to better absorb energy during a rear collision and ensure that the mid-section assembly 2 is not deformed.

It is worth noting that the rear section assembly 3 also includes: a rear anti-collision beam mounting plate 33, which is arranged between the first connection structure 41 and the rear section assembly body 30; the rear section support member 32 , which is attached to the outer wall surface of the end of the rear section assembly body 30 , and the rear section support member 32 is supported on the rear anti-collision beam mounting plate 33 .

It is worth noting that, as shown in Figure 1, the front section assembly 1, the middle section assembly 2 and the rear section assembly 3 can be assembled parts for the purpose of general development, and each part can be individually adjusted for the vehicle model . The front section assembly 1, the middle section assembly 2 and the rear section assembly 3 can be connected together by welding.

In some embodiments, the above-mentioned front section assembly 1 includes: a front section total cost body 10, which is connected with the door sill assembly 5; a front section reinforcement plate 11, which is arranged on the front section total cost body 10, and the The length of the front assembly body 10 in the Y direction corresponds to that of the door sill assembly 5 .

It can be understood that the X direction and the Y direction in this solution are shown in Fig. 5 and Fig. 2 . The X direction generally refers to the longitudinal direction of the vehicle, and the Y direction generally refers to the horizontal direction of the vehicle. Therefore, when the door sill assembly 5 collides, the force direction of the door sill assembly 5 is generally the collision force in the Y direction (that is, the vehicle transverse direction, left and right directions). Because its two sides are respectively connected and fixed with the left and right sides of the front section assembly 1, because the front section reinforcement plate 11 in the front section assembly 1 corresponds to the position of the door sill assembly 5 in the X direction, basically overlaps. Therefore, when the front reinforcing plate 11 is subjected to forces in the X direction and the Y direction (especially in the Y direction), the collision force will be transmitted to the front reinforcing plate 11, not only by the body of the front end assembly 1 bear. As a result, the strength of the front end assembly 1 is improved so that no deformation occurs.

Preferably, the front reinforcement plate 11 is a zigzag cavity structure, and the opening of the front reinforcement plate 11 is arranged in the Y direction. As shown in Figure 2, the opening direction is consistent with the direction of the impact force of the door sill assembly 5, and the two ends of the opening of the front reinforcement plate 11 are supported by the front assembly 1. The direction of the force is consistent, which can better transmit the force to prevent the deformation of the front assembly 1 . Compared with the traditional design, this structure has better force transmission effect and stronger ability to resist collision.

It is worth noting that the front assembly 1 is also supported by thermoformed parts, and its compressive strength can withstand large collision forces without deformation when its compressive strength reaches 1500MPa, so as to ensure the safety of the battery pack or fuel tank.

In some embodiments, the middle section assembly 2 includes: a middle section upper plate 21 and a middle section lower plate 22 . The upper plate 21 of the middle section is connected with the lower plate 22 of the middle section to form a zigzag cavity structure. In addition to strengthening the strength of the middle section assembly 2 with the cavity structure, such a design is also for the convenience of stamping and forming.

It can be understood that the middle section lower plate 22 and the middle section upper plate of the rear longitudinal beam structure also adopt thermoformed parts. However, the difference is that the lower plate 22 of the middle section of the rear longitudinal beam in this scheme adopts a thermoformed plate (TRB) of unequal material thickness. Because of its unequal thickness, its thickness can be designed according to the difference in the force transmission path of the collision and the installation function.

Preferably, this solution provides a design example of the middle lower plate 22, which divides the middle lower plate 22 into four regions with uneven thickness from front to back. Preferably, the thickness of the material is 1.8mm/2.0mm/1.6mm/1.4mm in sequence.

As shown in FIG. 3 , the middle lower plate 22 in this solution is a cavity structure, so a support plate or a reinforcement plate can be provided inside it to strengthen the strength to meet the requirements of the vehicle model. For example, in FIG. 3 , the rear end of the middle section assembly 1 is provided with a rear subframe reinforcing plate 27 to ensure sufficient strength at the connection point where the subframe is installed with the rear suspension. Further, in order to better transmit the bearing force at the rear suspension to other areas, a first support plate 23, a second support plate 24, and a third support plate are arranged inside the cavity of the middle section assembly 2. Part 25, the fourth support plate part 26. In the development process of platform models, the number of support plates above can be appropriately reduced according to the positioning of the model and the weight of the vehicle to achieve the effect of weight reduction.

In some embodiments, the rear longitudinal beam structure in this solution is connected to the rear wheel house 6 in a welded form. In this solution, the rear longitudinal beam structure is connected with the rear floor panel assembly 7 in the form of welding.

To sum up, the rear longitudinal beam structure in the embodiment of the present invention solves the problem caused by the rear longitudinal beam structure when the rear end of the car collides by providing a reinforcing plate for the longitudinal beam structure corresponding to the position of the connection structure of the rear anti-collision beam. The rear section assembly 3 has insufficient strength and poor ability to transmit collision force, which leads to the deformation of the rear longitudinal beam structure. The new structure provides higher strength and collision protection for the rear longitudinal beam structure without adding too much weight. force resistance. In the rear longitudinal beam structure in the embodiment of the present invention, a rear section support member 32 and a rear anti-collision beam installation plate 33 are provided at the end of the rear section assembly 3 . The cooperation of the two can not only make the installation and fixing of the rear section assembly 1 and the rear anti-collision beam assembly 4 more firm, but also provide the necessary support function for the rear longitudinal beam structure. In the embodiment of the present invention, a reinforcement plate is also provided in the front section assembly for connecting with the door sill assembly, and the position of the reinforcement plate is also overlapped with the door sill assembly 5 . The reinforcement plate on the front section assembly can effectively improve the strength of the front section assembly and avoid its deformation when the threshold assembly is subjected to collision force. The reinforcing plate in the front section assembly in the embodiment of the present invention is a several-shaped cavity structure, and the opening direction of the reinforcing plate is consistent with the direction of the collision force of the door sill assembly, so that the structure has better resistance The ability to collide.

In the description of the present application, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower" and so on is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description. It is not intended to indicate or imply that the device or element referred to must have a particular orientation, be constructed, or operate in a particular orientation, and thus should not be construed as limiting the application. Unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" should be interpreted in a broad sense, for example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection, It can also be an electrical connection; it can be a direct connection, or an indirect connection through an intermediary, or an internal communication between two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in this application according to specific situations. In the embodiment of the present invention, the rear longitudinal beam assembly is divided into three sections, the middle section is not changed in the design, and the front and rear ends are adjusted according to the width of the vehicle type, so as to provide a design platform for the rear longitudinal beam assembly.

It should be noted that in this application, relative terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply There is no such actual relationship or order between these entities or operations. Furthermore, the term "comprises", "comprises" or any other variation thereof is intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus comprising a set of elements includes not only those elements, but also includes elements not expressly listed. other elements of or also include elements inherent in such a process, method, article, or device. Without further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article or apparatus comprising said element.

The above descriptions are only specific implementation manners of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the application. Therefore, the present application will not be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims (7)

1. a rear longitudinal beam structure of an automobile, comprising a front section assembly (1), a middle section assembly (2) and a rear section assembly (3), characterized in that: The front section assembly (1) includes: a front section assembly body (10) connected to the door sill assembly (5) and a front reinforcement plate (11), the front section assembly body (10) and the door sill assembly (5) corresponds to the position in the X direction, the front reinforcement plate (11) is arranged on the front overall body (10), and the front reinforcement plate (11) is a several-shaped cavity structure , the opening of the front reinforcing plate (11) is set in the Y direction; The rear section assembly (3) includes: the rear section assembly body (30) and the rear section reinforcement plate (31), the end of the rear section assembly body (30) is connected with the rear anti-collision beam assembly ( 4) The first connection structure (41) in the shape of a square is connected, and the strength of the rear assembly body (30) is lower than that of the front assembly (1) and the middle assembly (2), the The rear reinforcement plate (31) is arranged on the rear assembly (3), and the rear reinforcement plate (31) is flush with the end of the rear assembly body (30), so The shape and position of the rear reinforcing plate (31) correspond to the first connecting structure (41), and the rear reinforcing plate (31) is a ring structure. 2. The rear longitudinal beam structure according to claim 1, characterized in that: The rear overall body (30) is a cavity structure, the outer contour of the rear reinforcement plate (31) is consistent with the inner contour of the rear overall body (30), and the rear reinforcement The plate (31) is fixedly arranged on the inner wall surface of the end of the rear section of the main body (30). 3. The rear longitudinal beam structure according to claim 2, characterized in that, the rear section total body (30) comprises: Rear upper plate (301); The rear lower plate (302) is connected with the rear upper plate (301) to form a zigzag cavity structure. 4. The rear longitudinal beam structure according to claim 2, characterized in that, the rear section assembly (3) further comprises: A rear anti-collision beam mounting plate (33), which is arranged between the first connecting structure (41) and the rear overall body (30); The rear section support (32), which is attached to the outer wall surface of the end of the rear section assembly body (30), and the rear section support (32) is supported on the rear anti-collision beam installation plate (33 )superior. 5. The rear longitudinal beam structure of an automobile as claimed in claim 1, characterized in that, the middle section assembly (2) comprises: middle upper plate (21); The lower plate (22) of the middle section is connected with the upper plate (21) of the middle section to form a zigzag cavity structure. 6. The rear longitudinal beam structure of an automobile as claimed in claim 5, characterized in that: The middle lower plate (22) is a thermoformed plate with uneven thickness. 7. The rear longitudinal beam structure of an automobile as claimed in claim 6, characterized in that: The middle lower plate (22) is divided into 4 middle regions with uneven thickness, the middle regions are the first region, the second region, the third region and the fourth region from front to back, and the four middle regions The order of thickness from large to small is the second area, the first area, the third area and the fourth area.

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