CN117401039A - Rear wall plate assembly, vehicle and space adjusting method of vehicle - Google Patents

Abstract

The utility model provides a back coaming assembly and vehicle can extend the space of cargo hold, improves the flexibility of using. The back panel assembly includes a back panel including at least two bulkhead segments distributed in a vehicle width direction, each of the bulkhead segments being hinged with a body of the vehicle to turn over toward a front side or a rear side of the vehicle.

Description

Rear wall plate assembly, vehicle and space adjusting method of vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a back panel assembly, a vehicle and a space adjusting method of the vehicle.

Background

With the development of the market, pick-up trucks are not only used as pull goods, but also more and more pick-up trucks are used as home vehicles in the field of living. The existing pick-up truck body structure comprises a locomotive, a locomotive cockpit and a second row of passenger cabs positioned at the rear side of the locomotive, wherein the rear side of the locomotive is provided with a cargo cabin, the cockpit is communicated with the space of the second row of passenger cabs, and the cargo cabin is completely separated from the second row of passenger cabs through a back coaming assembly. The pick-up truck has fixed space allocation and is not flexible to use.

Disclosure of Invention

The utility model provides a back panel assembly, vehicle and space adjustment method of vehicle can extend the space of cargo hold, improves the flexibility of using.

The application provides a back panel assembly of vehicle, back panel assembly includes the back panel, the back panel includes two at least branch coamings that distribute along vehicle width direction, every branch coamings with the automobile body of vehicle articulates, in order to the front side or the back side of vehicle turn over.

Optionally, the back panel assembly further comprises a lifting glass, each of the sub panels is provided with a corresponding lifting glass, and a space is formed between the sub panel and the top of the vehicle body to form a window; the lifting glass is accommodated in the dividing plate in a first position state, and ascends in a second position state to seal the window.

Optionally, the back coaming assembly further comprises a stand column, wherein the stand column is used for being connected with the top of the vehicle body, and the stand column is positioned between two adjacent coamings; the two sides of the upright post are provided with guide rails corresponding to the lifting glass on the two sides, and the lifting glass can lift along the corresponding guide rails.

Optionally, one end of the upright is used for being rotatably connected to the top of the car body, and the upright can be rotated to the top of the car body or rotated to a vertical state, and in the vertical state, the lifting glass can be lifted along the corresponding guide rail.

Optionally, the stand is provided with link mechanism and electric drive portion, the stand pass through link mechanism with the top of automobile body is connected, electric drive portion drive link mechanism warp in order to drive the stand rotates.

Optionally, the back panel assembly includes a lock portion for locking the bulkhead to the vehicle body.

Optionally, the back panel assembly further comprises an interlocking part, wherein the interlocking part is used for locking two adjacent divided panels, and the interlocking part is independent of the locking part or integrated with the locking part.

Optionally, the lock part comprises a lock tongue, the back panel assembly further comprises a pulling part, the pulling part is a wire drawing or pulling rod, and the pulling part is used for pulling the corresponding lock tongue to extend out of the lock or retract to unlock.

Optionally, at least two of the bulkhead pieces have different widths.

The present application also provides a vehicle comprising a passenger compartment and a cargo compartment located on the rear side of the passenger compartment, further comprising a back panel assembly as claimed in any one of the preceding claims, the back panel of the back panel assembly being for separating the cargo compartment from the passenger compartment; the last row of seats of the passenger cabin may be turned or pushed over toward the front of the vehicle.

Optionally, each of the dividing plates corresponds to a last row of the seats.

The application also provides a space adjusting method of the vehicle, based on the vehicle, the space adjusting method comprises the following steps:

turning or pushing at least one of the last row of seats to the front side;

and turning the partition plate corresponding to the turned or pushed seat to the front side.

According to the rear coaming assembly, the coaming can be turned to the front side or the rear side, so that after the last row of seats of the vehicle are turned to the front side or pushed to the front side of the vehicle, the occupied space of the last row of seats is originally in a seating position state, the space of the vehicle can be adjusted, the space of the cargo hold can be expanded, the cargo hold is communicated with the rear side part of the passenger cabin, and when cargoes with the length longer than the cargo hold are transported, the cargoes can be stored conveniently, or when the cargo hold provides a place for rest of personnel, a larger space can be provided so as to improve the comfort level of rest. In addition, when personnel need move or get and put article between cargo hold and the cabin, also need not to walk around between cargo hold and the cabin, directly overturn open divide the bounding wall can, convenient operation.

In addition, the back panel assembly includes at least two sub-panels, and the last row of seats includes seats corresponding to each sub-panel. Therefore, when the space of the cargo hold is expanded, not every sub-coaming is overturned towards the front side, part of coamings can be overturned to meet the transportation of a relatively small amount of longer cargoes, or a small amount of people such as single rest is met, meanwhile, the non-overturned sub-coamings can still be positioned at the position of the baffle, and the seats corresponding to the sub-coamings in the last row of seats can be adjusted without further adjustment, so that riding is continuously provided, and the adjustment flexibility is realized.

Drawings

FIG. 1 is a schematic illustration of a vehicle in an embodiment of the present application;

FIG. 2 is a schematic view of FIG. 1 from the front to the rear looking from the interior of the passenger compartment;

FIG. 3 is a schematic view of another view of a vehicle in an embodiment of the present application;

FIG. 4 is an enlarged view of the bottom position of the bulkhead of FIG. 2;

FIG. 5 is a schematic view illustrating a process of turning the second seat forward in FIG. 3;

FIG. 6 is a schematic view of the second seat of FIG. 5 flipped over in place and the second bulkhead flipped over to the front side;

FIG. 7 is a schematic view of the second bulkhead of FIG. 6 flipped in place;

FIG. 8 is a schematic view of the first bulkhead of FIG. 1 with a lift glass;

FIG. 9 is a schematic view of the second bulkhead of FIG. 1 with a lift glass;

FIG. 10 is a schematic view of the column of FIG. 1;

FIG. 11 is a schematic illustration of the column inversion process of FIG. 10;

FIG. 12 is a cross-sectional view taken along the direction A-A in FIG. 1;

FIG. 13 is an enlarged view of the rail portion of FIG. 12;

FIG. 14 is an enlarged view of the detent position of FIG. 2;

FIG. 15 is a schematic view of a first latch and transducer of the first bulkhead of FIG. 2;

FIG. 16 is an enlarged view of the first latch portion of FIG. 15;

FIG. 17 is an enlarged view of the transducer of FIG. 15;

FIG. 18 is a schematic view of a locking portion of the second bulkhead of FIG. 2;

fig. 19 is an enlarged view of the K-way position of fig. 2.

The reference numerals in fig. 1-19 are illustrated as follows:

100-riding cabin; 101-top sheet metal assembly; 102-C column sheet metal assembly; 1021-locking; 103-floor sheet metal assembly; 1041-a first seat; 1042-a second seat;

200-cargo tanks;

1-stand columns; 11-a column body; 12-a linkage mechanism; 13-Nib tank; 111-guide rails; 112-a first locking hole; 113-a second locking hole;

2-a back panel; 21-a first coaming; 22-a second dividing plate; 221-a third lock hole;

31-a first lift glass; 32-a second lift glass;

41-a first locking portion; 411-first lock body; 412-a first locking bolt; 413-a first spring; 414-a second tongue; 415-a second spring; 416-first wiredrawing; 417-tie rod; 42-a second locking portion; 421-second lock; 422-third bolt; 423-a third spring; 424-second wiredrawing;

a 5-hinge;

61-a first limit lock; 62-a second limit lock;

71-a first lifter; 72-a second lifter;

an 8-converter; 81-driving wire drawing; 82-a drive plate; 83-square shaft; 84-slave plate.

Detailed Description

In order to make the technical solution of the present application better understood by those skilled in the art, the present application is further described in detail below with reference to the accompanying drawings and detailed description.

Referring to fig. 1 to 3, fig. 1 is a schematic view of a vehicle in an embodiment of the present application, mainly illustrating portions of a passenger compartment 100 and a cargo compartment 200; FIG. 2 is a schematic view of the interior of the passenger compartment 100 from the front to the rear in FIG. 1, primarily illustrating a portion of the vehicle body, the floor of the passenger compartment 100, and the back panel assembly; fig. 3 is a schematic view of another view of the vehicle illustrating a rear seat in a passenger compartment in an embodiment of the present application.

The vehicle in the present embodiment includes a passenger compartment 100 and a cargo compartment 200, the passenger compartment 100 is located on the front side of the vehicle, the cargo compartment 200 is located on the rear side of the passenger compartment 100, the front-rear direction in this application is the front-rear direction of the vehicle, that is, the X-direction of the vehicle, the width direction is the left-right direction of the vehicle, that is, the Y-direction of the vehicle, and the height direction of the vehicle is the Z-direction. The vehicle illustrated in fig. 1 is a pickup truck, the cargo space 200 is a box structure with an open top, and it is understood that the top of the cargo space 200 may be covered with a ceiling, a tarpaulin, etc., and the vehicle is not limited to the pickup truck, but may be another type, as long as the cargo space 200 is provided at the rear of the passenger compartment 100, for example, the vehicle may be a van, and the cargo space 200 is a cargo space. In addition, the cabin 100 in the present embodiment includes a cabin and an occupant compartment, the front-most side of the cabin 100 is the cabin, two seats may be provided, respectively a driver seat and a passenger seat, the occupant compartment at the rear side of the cabin may be provided with one or two or more rows of seats, and a row of seats is generally provided, and the row of seats is referred to as a rear row of seats, namely, the last row of seats of the passenger cabin 200, with respect to the driver seat and the passenger seat. It should be appreciated that the seating compartment 100 includes at least one seat per row, and typically there are two seats per row of the cabin and at least two seats per row of the cabin.

The vehicle in this embodiment includes a back panel assembly located between the passenger compartment 100 and the cargo compartment 200, the back panel assembly including a back panel 2, the back panel 2 separating the passenger compartment 100 and the cargo compartment 200. The last row of seats of the passenger compartment 100 is disposed adjacent to the back panel assembly, two last row seats being illustrated in fig. 3, defined as a first seat 1041 and a second seat 1042. It will be appreciated that when the passenger compartment 100 is provided with only one row of seats (i.e., includes only the cabin), then that row of seats is the last row of seats.

It is to be noted that the back panel 2 of the back panel assembly in the present embodiment includes at least two divided panels distributed in the vehicle width direction, that is, the back panel 2 is not a unitary structure but is formed by joining at least two divided panels in the width direction, and the back panel 2 in fig. 1 includes two divided panels, that is, a first divided panel 21 and a second divided panel 22, respectively. Each bulkhead is hinged to the body of the vehicle to pivot toward the front or rear side of the vehicle.

Specifically, in this embodiment, the vehicle body includes a floor assembly, which in this embodiment is a floor sheet metal assembly 103, and the bulkhead is hinged to the floor assembly, as shown in fig. 4, and fig. 4 is an enlarged view of the bottom position of the bulkhead in fig. 2. The coaming and the floor sheet metal assembly 103 are hinged through the hinge 5, the hinge 5 can be an integral hinge, namely, all coamings are hinged with the floor sheet metal assembly 103 through the hinge 5, the installation is convenient, the coaxiality can be guaranteed, and smooth feeling of opening and closing of the back coaming 2 is improved. But it is obvious that each sub-enclosure may be hinged to the floor panel assembly 103 by a separate hinge 5. Of course, besides the hinge 5, the coaming plates are connected to the floor sheet metal assembly 103 through pin shafts, but the connection of the hinge 5 is more convenient and reliable.

At this time, it can be understood with reference to fig. 3, and fig. 5 to 7, wherein fig. 3 illustrates that the first seat 1041 of the rear seat is turned over to the front side, fig. 5 illustrates that the second seat 1042 is turned over to the front side in fig. 3, and the position during the rotation of the second seat 1042 is illustrated by a broken line; FIG. 6 is a schematic view of the second seat 1042 in FIG. 5 flipped over in place and the second bulkhead 22 flipped over to the front; fig. 7 is a schematic view of the second bulkhead 22 of fig. 6 flipped in place with the cargo compartment 200 in communication with the passenger compartment 100.

It can be seen that the last row of seats (i.e., the first seat 1041 and the second seat 1042 in fig. 3) in this embodiment can be turned over to the front side of the vehicle to shift the space occupied by the last row of seats when they are originally in the seating position, and it can be seen that, if the space of the seating chamber 100 allows, the seats can be shifted forward to shift the space, so that the bulkhead on the rear side of the last row of seats can be turned over to the front side of the vehicle and turned over to the position occupied by the last row of seats, and when the bulkhead is turned over in place, the bulkhead can be turned over from the original substantially vertical state to the substantially horizontal state, or an included angle smaller than 90 ° can be formed between the bulkhead and the horizontal state, the purpose is to increase the space of the cargo space 200, and to connect a part of the space of the seating chamber 100 and the space of the cargo space 200 for use.

As shown in fig. 7, when both of the bulkhead are turned in place, the cargo compartment 200 communicates with the rear side portion of the passenger compartment 100, the space of the vehicle is adjusted, and the space of the cargo compartment 200 is expanded. In this way, when cargo having a length greater than that of the cargo hold 200 is transported, storage of the cargo is facilitated, or when the cargo hold 200 provides a place for personnel to rest, a larger space may be provided to promote comfort of rest. For example, the length of the cargo hold 200 of a typical pickup truck in the X-direction may not exceed 1.6m, and according to the arrangement manner of this embodiment, the cargo hold 200 length and the space expanded after the bulkhead is turned over may enable the space of the place for rest to reach 1.8m in the X-direction, for example, may reach 2.3m, and the person may lie completely flat during rest, where the scene may be rest during transportation or rest in a camping scene. In addition, when personnel need to act between the cargo compartment 200 and the passenger compartment 100 or take and put articles, the personnel do not need to bypass between the cargo compartment 200 and the passenger compartment 100, and the separating plate can be directly turned over and opened, so that the operation is convenient.

It should be appreciated that in the present embodiment the bulkhead is flipped over toward the front of the vehicle, and it is understood that this may be accomplished by flipping the bulkhead over toward the rear of the vehicle in order to eliminate the bulkhead from blocking the cargo compartment 200 and the passenger compartment 100. Of course, the bulkhead is turned forward to cover the position where the last row of seats is removed, and the position is usually provided with supporting parts of the seats, etc., so that people can rest directly, and the flatness of the bottom of the cargo compartment 200 is not affected. Furthermore, the bulkhead is not limited to be rotatably connected with the floor assembly of the vehicle, for example, can be rotatably connected with the top of the vehicle body of the vehicle, so that the bulkhead can be rotated upwards to eliminate the barrier to the cargo compartment 200 and the riding cabin 100, but is connected with the floor of the vehicle body, and can be kept in a turned position under the action of gravity, thereby being safer, more reliable and more convenient.

Further, the back panel assembly in this embodiment includes at least two bulkhead pieces, and the last row of seats includes seats corresponding to each bulkhead piece, i.e., the width of the seats and the width of the corresponding bulkhead piece are also substantially the same. Thus, when expanding the space of the cargo hold 200, not every bulkhead may be turned over to the front side, for example, only one bulkhead may be turned over to meet the transportation of a relatively small amount of longer cargo, or to meet the rest of a small amount of personnel such as a single person, while another bulkhead may still be in the blocking position, and the seats corresponding to the bulkhead in the last row of seats may not be adjusted to continue to provide a seat, as shown in fig. 5, the second seat 1042 may not be turned over, and only the first seat 1041 and the first bulkhead 21 may be turned over. It is known that, for the embodiment of more than two dividing plates, when the space adjustment is performed, at least one of the last row of seats can be turned over or pushed forward, and the corresponding dividing plate of the turned or pushed seat can be turned over and opened forward correspondingly.

On the basis, at least two sub-coamings of the back coaming assembly can be arranged to be different in width, so that the sub-coamings needing to be turned over can be selected according to actual needs. For example, in the present embodiment, the width of the first bulkhead 21 is larger than the width of the second bulkhead 22, and in detail, the width ratio of the first bulkhead 21 to the second bulkhead 22 is approximately 6:4. the first bulkhead 21 may be flipped over to leave a narrower second seat 1042 for seating when the expanded width demand is greater, and the second bulkhead 22 may be flipped over to leave a wider first seat 1041 for seating when the expanded width demand is less. In this way, the flexibility of adjustment is further increased.

With continued reference to fig. 1 and 2, and as will be understood with reference to fig. 8 to 9, fig. 8 is a schematic view of the first bulkhead 21 in fig. 1 with a lifting glass; fig. 9 is a schematic view of the second bulkhead 22 in fig. 1 provided with a lift glass.

In this embodiment, the back panel assembly further includes a lift glass, and each of the sub-panels is provided with a corresponding lift glass, wherein the lift glass provided by the first sub-panel 21 is defined as a first lift glass 31, and the lift glass provided by the second sub-panel 22 is defined as a second lift glass 32. At this time, there is a space between the bulkhead and the top of the vehicle body to form a window, the lifting glass has a first position state in which the lifting glass can be housed in the bulkhead, and a second position state in which the lifting glass is raised to seal the window, and the window is closed. So configured, the back panel assembly physically separates the cargo compartment 200 and the passenger compartment 100, but due to the provision of the window and the lift glass, the person can observe the cargo compartment 200 within the passenger compartment 100, with the window also being opened as needed to vent.

As shown in fig. 8 and 9, each of the lift glasses is further provided with a lift, which is a first lift 71 engaged with the first lift glass 31 and a second lift 72 engaged with the second lift glass 32, and the lift control is performed on the first lift glass 31 and the second lift glass 32 by the first lift 71 and the second lift 72 in an electrically controlled manner, and the structural principle of the lift is the same as that of the lift glass of a general vehicle, and will not be discussed here. The bulkhead may be provided with an inner plate and an outer plate, with an inner cavity formed between the inner plate and the outer plate to accommodate the corresponding lift glass when the window is opened.

With continued reference to fig. 10-12, fig. 10 is a schematic view of the pillar 1 in fig. 1; fig. 11 is a schematic diagram of the turning process of the column 1 in fig. 10; FIG. 12 is a cross-sectional view taken along the direction A-A in FIG. 1; fig. 13 is an enlarged view of the portion of the guide rail 111 in fig. 12.

The back panel assembly in this embodiment further includes a pillar 1, the pillar 1 is connected to the top of the vehicle body, the pillar 1 is located between two adjacent divided panels, as shown in fig. 1, the pillar 1 is provided between the first divided panel 21 and the second divided panel 22, it being understood that the pillar 1 may be provided between every two adjacent divided panels when the number of divided panels increases. At this time, the column 1 has two separate plates on both sides in the width direction and two lifting glasses correspondingly, and the column 1 is provided with guide rails 111 corresponding to the lifting glasses on both sides, the lifting glasses can be lifted along the corresponding guide rails 111, and a nylon groove formed of rubber material or the like can be provided in the guide rails 111 to be in sealing contact with the lifting glasses. As shown in fig. 13, the guide rails 111 are provided on both sides of the column 1, and the guide rail 111 on one side is engaged with the first lift glass 31, and the guide rail 111 on the other side is engaged with the second lift glass 32. It can be seen that, by providing the upright 1 in this embodiment, the guide rail 111 can be provided for the lifting glass, so that the lifting glass can be lifted more stably in the lifting process.

The upright 1 is in a vertical position when the rails 111 are provided, and the lifting glass can be lifted along the corresponding rails 111, i.e. in the position shown in fig. 1. Further, one end of the pillar 1 may be rotatably connected to the top of the vehicle body, specifically to the top sheet metal assembly 101, and since the pillar 1 is rotatably connected to the top of the vehicle body, the pillar 1 may be rotated around one end to the top of the vehicle body, i.e. close to the top of the vehicle body, or directly attached to the top of the vehicle body, i.e. the pillar 1 is rotated to a substantially horizontal state, so that when the bulkhead needs to be opened, the lift glass needs to be lowered, the pillar 1 does not need to provide the guide rail 111, and the pillar 1 is turned upwards to fold, so that the occupation of the pillar 1 to the position between the passenger compartment 100 and the cargo compartment 200 can be reduced as much as possible.

As shown in fig. 10 and 11, the upright 1 comprises a column body 11 and a link mechanism 12, a guide rail 111 is arranged at two sides of the column body 11, one end of the link mechanism 12 is connected with the upper end of the column body 11, the other end of the link mechanism 12 is connected with the top of the vehicle body, and the upright 1 is specifically connected to a top sheet metal assembly 101 of the vehicle body shown in fig. 11, and further comprises an electric driving part, the upright 1 is connected with the top of the vehicle body through the link mechanism 12, the electric driving part drives the link mechanism 12 to deform so as to drive the upright 1 to rotate, the upright can rotate by 90 degrees, the upright can rotate to a horizontal state attached to the top of the vehicle body, the link mechanism 12 can be kept in a required state by the electric driving part, and a locking part can be arranged at a corresponding state position. In order to open the guide rail 111, the upright 1 has a certain thickness, and is connected in a rotating way through the link mechanism 12, so that the rotation is easier to realize, the interference is not easy, and the connection is more reliable. Of course, the upright post 1 can also realize rotary connection and electric control rotation by means of a hinge combined air cylinder or an electric pull rod.

Specifically, the link mechanism 12 includes a first link 121 and a second link 122, two sets of the first link 121 and the second link 122 are provided for stability, and further includes a first connecting plate 123 and a second connecting plate 124, the first connecting plate 123 is fixed on the column body 11, the second connecting plate 124 is fixed to the top of the vehicle body, the two connecting plates are U-shaped plates, and each side wall of the U-shaped plate is used for being rotationally connected to one set of the first link 121 and the second link 122. The two ends of the first connecting rod 121 are respectively connected with the first connecting plate 123 and the second connecting plate 124 in a rotating way, and the two ends of the second connecting rod 122 are respectively connected with the first connecting plate 123 and the second connecting plate 124 in a rotating way, so that the two ends of the second connecting rod 122 are arranged in an L shape in order to be mutually non-interfered.

As can be appreciated with continued reference to fig. 2 in conjunction with fig. 14, fig. 14 is an enlarged view of the detent position of fig. 2.

The back panel assembly in this embodiment includes a lock portion for locking the bulkhead to the vehicle body, for example, to the top of the vehicle body or the side of the vehicle body, and the lock portion may lock the bulkhead to the floor of the vehicle body if the back panel 2 is hinged to the top of the vehicle body. Specifically, the lock portion in this embodiment includes a lock portion, and since a window is provided between the bulkhead and the top of the vehicle body, in order to facilitate the locking, the lock portion locks the bulkhead directly to the pillar 1, thereby indirectly to the vehicle body, and it is known that if a window is not provided, the bulkhead may be locked directly to the top of the vehicle body. Of course, the bulkhead may be locked only on the side of the vehicle body, such as the C pillar, and if the bulkhead is not connected to the side of the vehicle body, the bulkhead may be directly locked with the adjacent bulkhead, so long as the spliced rear bulkhead 2 is positioned when the bulkhead is blocked, and the practical form is diversified.

Specifically, referring to fig. 15 to 17, fig. 15 is a schematic view of the first locking portion 41 of the first bulkhead 21 and the converter 8 in fig. 2; fig. 16 is an enlarged view of the first locking portion 41 in fig. 15; fig. 17 is an enlarged view of the converter 8 in fig. 15.

As described above, the locking portion in this embodiment locks the bulkhead to the pillar 1, and the pillar 1 may be provided with a lock hole, specifically, a first lock hole 112 corresponding to the first bulkhead 21 and a second lock hole 113 corresponding to the second bulkhead 22 are provided at the bottom of the pillar 1, as can be understood with reference to fig. 14. Turning to fig. 15, fig. 15 illustrates a locking portion of the first bulkhead 21 and the converter 8, where the locking portion is defined as a first locking portion 41, and the first locking portion 41 specifically includes a first lock body 411, and a first lock tongue 412 and a first spring 413 disposed on the first lock body 411, where the first lock tongue 412 is a vertical lock tongue in fig. 16, and may extend and retract vertically, and when the first lock tongue 412 retracts, the first spring 413 compresses to provide a restoring force for extending the first lock tongue 412.

It should be noted that, the first locking portion 41 in this embodiment is a two-way lock, that is, the first locking portion 41 further includes a second lock tongue 414, where the second lock tongue 414 stretches and contracts in the lateral direction in fig. 16, and the second lock tongue 414 is used for locking with an adjacent second partition 22, and obviously, the second partition 22 is provided with a third lock hole 221 matched with the second lock tongue 414. Correspondingly, the first lock body 411 is further provided with a second spring 415, which is pressed when the second lock tongue 414 is retracted, so as to provide a restoring force for extending the second lock tongue 414.

In addition, the back panel assembly further comprises a converter 8, the converter 8 comprises a driving wire drawing 81, a driving plate 82, a driven plate 84 and a square shaft 83, the driving plate 82 and the driven plate 84 are connected with the square shaft 83, the back panel assembly further comprises a force transmission pulling part, the pulling part comprises a first wire drawing 416 and a pull rod 417, the first wire drawing 416 is matched with the first lock tongue 412, and the pull rod 417 is matched with the second lock tongue 414. As shown in fig. 15, the pull rod 417 engaged with the second lock tongue 414 directly extends in the transverse direction, and is set to be rigid, so that the pull rod 417 is pulled, the first wire drawing 416 engaged with the first lock tongue 412 is engaged with the first vertical lock tongue 412, and the direction difference is larger, so that the first wire drawing 416 is set to be deformable, thereby facilitating force transmission. It is understood that the pulling portion may be provided as the wire drawing or the tension rod 417 as long as the transmission can be pulled.

The procedure for the cooperation of the first locking portion 41 and the converter 8 in this embodiment is as follows:

electrically controlling the wire drawing 81 to enable the head hook of the wire drawing 81 to pull the driving plate 82;

when the driving plate 82 rotates, the square shaft 83 is rotated, and since both the driving plate 82 and the driven plate 84 are fixed to the square shaft 83, the driven plate 84 rotates simultaneously with the rotation of the square shaft 83;

the driven plate 84 has two pull points, the first wire 416 and the head hook of the pull rod are each connected to a corresponding pull point of the driven plate 84, and when the driven plate 84 rotates, the first wire 416 is pulled by the head hook of the first wire 416, and the pull rod 417 is pulled by the head hook of the pull rod 417, respectively;

the pull rod 417 pulls the second lock tongue 414 through the head hook at the other end and compresses the second spring 415, so that the second lock tongue 414 is retracted back to the first lock body 411, and the first wire drawing 416 pulls the first lock tongue 412 through the head hook at the other end and compresses the first spring 413 to retract back to the first lock body 411, so that the two lock tongues of the first locking part 41 are simultaneously separated from the first lock hole 112 on the upright post 1 and the third lock hole 221 on the second enclosing plate 22, and realize simultaneous unlocking, so that the first enclosing plate 21 can be turned forward to be opened.

As shown in fig. 18, fig. 18 is a schematic view of the locking portion of the second bulkhead 22 in fig. 2. The locking portion is defined as a second locking portion 42.

The second locking portion 42 is similar in structure to the first locking portion 41, but the second locking portion 42 is not of a double bolt structure, and the second locking portion 42 includes a second lock body 421. The second lock body 421 is provided with a third spring bolt 422, the third spring bolt 422 stretches out and draws back along the vertical, can stretch into the second lockhole 113 of the stand 1 and lock, also can retract the second lock body 421 and unlock, and set up third spring 423, compress third spring 423 when third spring 422 retracts, third spring 423 provides the restoring force that third spring bolt 422 stretches out. Similarly, the second locking portion 42 is also provided with a second wire 424, and the second wire 424 can be controlled to pull the third bolt 422 to stretch.

In the above embodiment, the first bulkhead 21, the second bulkhead 22 and the top of the vehicle body are directly or indirectly locked, and meanwhile, the adjacent first bulkhead 21 and second bulkhead 22 are also cooperatively locked through the second lock tongue 414 and the third lock hole 113, so that the locking is more reliable. Further, the second locking tongue 414 is integrated with the first locking portion 41, so that the structure can be simplified. It should be understood that the locking between two adjacent sub-panels may also be provided with an interlocking portion alone, i.e. the interlocking portion may be provided independently of the locking portion and the locking tongue of the interlocking portion may be provided to one sub-panel alone. The interlocking portion in the above embodiment corresponds to the first locking portion 41, and the locking bolt thereof is the second locking bolt 414.

In addition, the lock portion of the back panel assembly in this embodiment may further include a limit lock, as shown in fig. 19, and fig. 19 is an enlarged view of the K-direction position in fig. 2.

The limit lock is provided here for locking the bulkhead located at the outermost side in the width direction and the side portion of the vehicle body of the vehicle. Since only two bulkhead plates are provided in this embodiment, the first bulkhead plate 21 and the second bulkhead plate 22 are both outermost bulkhead plates, and are both connected to the side portion of the vehicle body through the limit lock, specifically, the C-pillar sheet metal assembly 102 as the side portion, the first bulkhead plate 21 is connected to the C-pillar sheet metal assembly 102 on one side through the first limit lock 61, and the second bulkhead plate 22 is connected to the C-pillar sheet metal assembly 102 on the other side through the second limit lock 62. The first limiting lock 61 is disposed on the first bulkhead 21, the first bulkhead 21 may have an inner cavity (in which the above-mentioned lifting glass may be accommodated), the first limiting lock 61 may be disposed in the inner cavity of the first bulkhead 21, the second limiting lock 62 may be disposed on the second bulkhead 22, the second bulkhead 22 may have an inner cavity (in which the above-mentioned lifting glass may be accommodated), and the second limiting lock 62 may be disposed in the inner cavity of the second bulkhead 22. The C-pillar metal plate assembly 102 is provided with a lock catch corresponding to the limit lock, the limit lock is provided with a corresponding lock hole, and it is known that the limit lock is provided with the lock catch, and the C-pillar metal plate assembly 102 is provided with the lock hole. The limit lock can also be an electric control lock, thereby being convenient for automatic control.

In the embodiment, the parts such as the lock part, the lifting glass and the like arranged on the back panel assembly are also conventional part systems of the vehicle, and the development cost is low.

The back panel assembly of the vehicle in this embodiment is closed and opened as follows:

1. closing step

The lower parts of the first sub-enclosing plate 21 and the second sub-enclosing plate 22 are connected to the floor sheet metal assembly 103 through a hinge 9; the two sides of the back coaming 2 are connected with the C-column sheet metal assemblies 102 on the two sides through the first limit lock 61 and the second limit lock 62; meanwhile, the first sub-enclosing plate 21 and the second sub-enclosing plate 22 are mutually connected and locked through the second lock tongue 414 of the first locking part 41, so that the overall rigidity of the rear enclosing plate 2 is improved; the middle upright post 1 is in an upright state; the first sub-coaming 21 is locked with the middle column 1 through a first lock tongue 412 of the first locking part 41; the second enclosing plate 22 is locked with the middle upright 1 through the second locking part 42; the lift glass of the first bulkhead 21 and the second bulkhead 22 is lifted from the guide rail 111 of the center pillar 1 to the top closing.

2. Opening step

The first lifting glass 31 of the first sub-enclosing plate 21 is automatically controlled to descend below the water cut, the first seat 1041 is turned over to the front side, the first locking part 41, the middle upright 1 and the second sub-enclosing plate 22 are simultaneously unlocked, and the first sub-enclosing plate 21 is turned over to the floor around the hinge 5 in a rotating way, so that the first sub-enclosing plate 21 is opened in an X positive rotation way along the axis of the hinge 5, and at the moment, the second seat 1042 can take a passenger; the second lifting glass 32 of the second back coaming 22 is automatically controlled to descend below the water cut, the second seat 1042 is turned over to the front side, the second coaming 22 is unlocked with the upright post 1, and is turned over to the floor position before rotating around the hinge 5, so that the second coaming 22 is opened in an X positive rotation along the axis of the hinge 5; the upright 1 is turned upwards to the top sheet metal assembly 102, so that all the sub-coamings are opened, and the passenger compartment 100 and the cargo compartment 200 are communicated.

Specific examples are set forth herein to illustrate the principles and embodiments of the present application, and the description of the examples above is only intended to assist in understanding the methods of the present application and their core ideas. It should be noted that it would be obvious to those skilled in the art that various improvements and modifications can be made to the present application without departing from the principles of the present application, and such improvements and modifications fall within the scope of the claims of the present application.

Claims (12)

1. A back panel assembly of a vehicle, characterized in that the back panel assembly includes a back panel including at least two sub-panels distributed in a vehicle width direction, each of the sub-panels being hinged with a vehicle body of the vehicle to be turned to a front side or a rear side of the vehicle.

2. The vehicle tailgate assembly of claim 1 further comprising a lift glass, each of the bulkhead pieces being provided with a corresponding lift glass, the bulkhead pieces having a spacing therebetween to form a window; the lifting glass is accommodated in the dividing plate in a first position state, and ascends in a second position state to seal the window.

3. The vehicle tailgate assembly of claim 2 further comprising a pillar for connection to a roof of a vehicle body, the pillar being located between adjacent two of the bulkhead panels; the two sides of the upright post are provided with guide rails corresponding to the lifting glass on the two sides, and the lifting glass can lift along the corresponding guide rails.

4. A rear wall assembly of a vehicle according to claim 3, wherein one end of the pillar is adapted to be rotatably connected to the roof of the vehicle body, the pillar being rotatable to the roof of the vehicle body or to a vertical state in which the lift glass is liftable along the corresponding guide rail.

5. The back panel assembly of claim 4, wherein the pillar is provided with a link mechanism and an electric drive portion, the pillar is connected with the top of the vehicle body through the link mechanism, and the electric drive portion drives the link mechanism to deform to drive the pillar to rotate.

6. The vehicle tailgate assembly of any one of claims 1-5 wherein the tailgate assembly includes a lock for locking the bulkhead to the vehicle body.

7. The vehicle tailgate assembly of claim 6 further comprising an interlock for locking adjacent two of the dash panels, the interlock being provided independently of the lock or the interlock being integral with the lock.

8. The vehicle back panel assembly of claim 6, wherein the lock portion includes a lock tongue, the back panel assembly further including a pulling portion that is a wire or a pull rod for pulling the corresponding lock tongue out of lock or retract unlock.

9. The vehicle tailgate assembly of any one of claims 1-5 wherein at least two of the bulkhead have different widths.

10. A vehicle comprising a passenger compartment and a cargo compartment located on a rear side of the passenger compartment, further comprising the back panel assembly of any one of claims 1-9, the back panel of the back panel assembly for separating the cargo compartment from the passenger compartment; the last row of seats of the passenger cabin may be turned or pushed over toward the front of the vehicle.

11. The vehicle of claim 10, wherein each of the bulkhead corresponds to a final row of the seats.

12. A method of spatial adjustment of a vehicle, characterized in that, based on the vehicle of claim 10 or claim 11, the method of spatial adjustment is as follows:

turning or pushing at least one of the last row of seats to the front side;

and turning the partition plate corresponding to the turned or pushed seat to the front side.