CN218112794U - Rear floor framework structure, rear floor assembly and vehicle - Google Patents

Abstract

The utility model belongs to the field of automobile manufacturing, in particular to a rear floor skeleton structure, a rear floor assembly and a vehicle. The rear floor skeleton structure includes two rear longitudinal beam assemblies and at least one crossbeam; the rear longitudinal beam assembly includes a longitudinal The beam body and the shock absorbing tower integrally formed on the longitudinal beam body, two rear longitudinal beam assemblies are arranged at intervals along the width direction of the longitudinal beam body; at least one cross beam is connected between the two longitudinal beam bodies. The rear longitudinal beam assembly is an integrally formed structure, which reduces the process flow and simplifies the manufacturing process of the rear floor frame structure; because the rear longitudinal beam assembly is an integrally formed structure, the continuity of the rear floor frame structure is improved, so that the collision force Structurally, it can be better transmitted, thereby improving the collision performance of the rear floor assembly structure.

Description

Rear floor frame structure, rear floor assembly and vehicle

technical field

The utility model relates to the technical field of automobile manufacturing, in particular to a rear floor skeleton structure, a rear floor assembly and a vehicle.

Background technique

The rear floor frame structure is an important part of the body frame. While carrying various parts in the rear floor assembly, it also plays a role in absorbing and transmitting energy in collisions, and providing sufficient rigidity for the body frame.

In the related art, the rear floor skeleton structure is generally welded by dozens of parts such as rear longitudinal beams, rear shock towers, and rear beams through multiple sets of fixtures. Increase in production cycle time and driving mileage. When the vehicle collides, the collision force cannot be transmitted well, resulting in a large amount of barrier intrusion when the vehicle collides, causing greater damage to the occupants.

Utility model content

The embodiment of the utility model provides a rear floor frame structure, a rear floor assembly and a vehicle, which are used to solve the problem of the complex structure of the existing rear floor frame structure, the complicated production process, and the large amount of barrier intrusion when the vehicle collides. A technical problem in which the occupants cause greater damage.

Therefore, according to one aspect of the present invention, a rear floor skeleton structure is provided, the rear floor skeleton structure includes two rear longitudinal beam assemblies and at least one cross beam;

The rear longitudinal beam assembly includes a longitudinal beam body and a shock tower integrally formed on the longitudinal beam body. Two rear longitudinal beam assemblies are arranged at intervals along the width direction of the longitudinal beam body; at least one beam is connected to the two longitudinal beam bodies between.

Optionally, the side of the longitudinal beam body facing away from the cross beam has a U-shaped structure, and an energy-absorbing structure is arranged inside the U-shaped structure near the rear of the longitudinal beam body.

Optionally, the energy-absorbing structure includes ribs intermittently arranged vertically and/or obliquely.

Optionally, a reinforcement structure is also provided inside the U-shaped structure; the energy-absorbing structure is located between the shock tower and the rear part, and the reinforcement structure is located between the shock tower and the front part of the longitudinal beam body.

Optionally, the longitudinal beam body and the shock tower are integrally formed by aluminum or aluminum alloy high pressure casting.

Optionally, at least one of the shock tower and the beam is provided with a plurality of reinforcing ribs distributed in a criss-cross pattern.

According to another aspect of the utility model, a rear floor assembly is provided, the rear floor assembly includes:

Such as the above-mentioned rear floor skeleton structure;

The rear floor panel is connected to the middle of the rear floor skeleton structure;

two sill beams connected to the front of the two stringer bodies; and

The two rear energy-absorbing boxes are respectively connected to the rear parts of the two longitudinal beam bodies.

Optionally, the door sill beam is connected to the front part through a fastener and a first hot-melt self-tapping screw; the rear crash box is connected to the rear part through a second hot-melt self-tapping screw.

Optionally, the rear floor assembly further includes a rear anti-collision beam, and the rear anti-collision beam is connected to one end of the two energy-absorbing boxes away from the rear.

According to still another aspect of the present utility model, a vehicle is provided, which includes the above-mentioned rear floor frame structure or the above-mentioned rear floor assembly.

The beneficial effects of the rear floor frame structure, rear floor assembly and vehicle provided by the utility model are: compared with the prior art, the two rear longitudinal beam assemblies in the rear floor frame structure of the utility model both include a longitudinal beam body and The shock tower integrally formed on the longitudinal beam body, that is, the rear longitudinal beam assembly is an integrally formed structure, so that the rear longitudinal beam assembly does not need multiple parts to be welded by fixtures, reducing the process flow and simplifying the rear floor skeleton structure The advanced manufacturing process is beneficial to the lightweight of the body, the production cycle of the whole vehicle and the improvement of the mileage; because the rear longitudinal beam assembly is an integrally formed structure, the continuity of the rear floor frame structure is improved, so that the collision force is on the rear floor frame structure It can be better transmitted, thereby improving the collision performance of the rear floor assembly structure, and at the same time reducing the intrusion of the barrier when the vehicle collides, thereby reducing the damage to the occupants.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description These are only some embodiments of the utility model, and those skilled in the art can also obtain other drawings based on these drawings without creative work.

in:

Fig. 1 is a three-dimensional structural schematic diagram of a rear floor skeleton structure shown in an embodiment of the utility model;

Fig. 2 is a bottom view of the three-dimensional structure of the rear floor skeleton structure shown in an embodiment of the present invention;

Fig. 3 is a side view of the three-dimensional structure of the rear floor skeleton structure shown in an embodiment of the utility model;

Fig. 4 is a three-dimensional schematic diagram of the structure of the rear floor assembly shown in an embodiment of the present invention;

Fig. 5 is a side view of the structure of the rear floor assembly shown in an embodiment of the present invention;

Fig. 6 is a top view of the structure of the rear floor assembly shown in an embodiment of the present invention.

Description of main component symbols:

10. Rear floor skeleton structure; 20. Rear floor panel; 30. Threshold beam; 40. Rear energy-absorbing box; 50. Fastener; 60. First hot-melt self-tapping screw; 70. Second hot-melt self-tapping screw ; 80. Rear anti-collision beam;

100. Rear longitudinal beam assembly; 110. Longitudinal beam body; 111. Front part; 1111. Side vertical plate; 1112. Top plate; 112. Rear part; 120. Shock absorber tower; 121. Shock absorber installation hole; 130 Energy-absorbing structure; 140, reinforced structure; 200, front beam; 300, middle beam; 400, rear beam; 500, reinforcing rib.

detailed description

In order to facilitate the understanding of the utility model, the utility model will be described more fully below with reference to the relevant drawings. Preferred embodiments of the present utility model are provided in the accompanying drawings. However, the invention can be implemented in many other different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the understanding of the disclosure of the present utility model more thorough and comprehensive.

It should be noted that when an element is referred to as being “fixed” or “disposed on” another element, it may be directly on the other element or be indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

It is to be understood that the terms "length", "width", "top", "bottom", "front", "rear", "left", "right", "vertical", "horizontal", "top" , "bottom", "inner", "outer" and other indicated orientations or positional relationships are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the utility model and simplifying the description, rather than indicating or implying Any device or element must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be construed as limiting the invention.

In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be interpreted as indicating or implying relative importance or implicitly specifying the quantity of indicated technical features. Thus, a feature defined as "first" and "second" may explicitly or implicitly include one or more of these features. In the description of the present utility model, "plurality" means two or more, unless otherwise specifically defined.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field of this invention. The terminology used in the description of the utility model herein is only for the purpose of describing specific embodiments, and is not intended to limit the utility model. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

As recorded in the background technology, the rear floor skeleton structure in the related art is generally welded by dozens of parts such as rear longitudinal beams, rear shock towers, and rear cross beams through multiple sets of fixtures. The structure is complex and the production process is complicated. It is beneficial to the lightweight of the body, the improvement of the production cycle of the whole vehicle and the driving mileage. When the vehicle collides, the collision force cannot be transmitted well, resulting in a large amount of barrier intrusion when the vehicle collides, causing greater damage to the occupants.

In order to solve the above problems, according to an aspect of the utility model, an embodiment of the utility model provides a rear floor frame structure, as shown in FIG. 1 , the rear floor frame structure 10 includes two rear longitudinal beam assemblies 100 and at least one beam;

The rear longitudinal beam assembly 100 includes a longitudinal beam body 110 and a shock absorber 120 integrally formed on the longitudinal beam body 110. Two rear longitudinal beam assemblies 100 are arranged at intervals along the width direction of the longitudinal beam body 110; at least one cross beam is connected between the two longitudinal beam bodies 110 .

In the embodiment of the present utility model, the two rear longitudinal beam assemblies 100 in the rear floor skeleton structure 10 both include a longitudinal beam body 110 and a shock absorption tower 120 integrally formed on the longitudinal beam body 110, that is, the rear longitudinal beam assembly 100 is an integrally formed structure, so that the rear longitudinal beam assembly 100 does not need multiple parts to be welded by fixtures, which reduces the process flow and simplifies the manufacturing process of the rear floor frame structure 10, which is beneficial to the weight reduction of the vehicle body and the production of the whole vehicle. Improvement of cycle time and mileage; due to the integrated structure of the rear longitudinal beam assembly 100, the continuity of the rear floor frame structure 10 is improved, so that the collision force can be better transmitted on the rear floor frame structure 10, thereby improving the rear The collision performance of the floor assembly structure can also reduce the intrusion of the barrier when the vehicle collides, thereby reducing the damage to the occupants.

In addition, since the rear longitudinal beam assembly 100 is integrally formed, the integration of the rear floor frame structure 10 can be improved, and it is also beneficial to the improvement of the overall rigidity of the vehicle and the overall vehicle NVH (Noise, Vibration, Harshness, noise, vibration and Acoustic roughness) performance improvement, thereby improving the driving comfort performance of the vehicle.

It can be understood that the front part 111 of the side beam body 110 is the end of the side beam body 110 facing the front of the vehicle, and the rear part 112 of the side beam body 110 is the end of the side beam body 110 facing the rear of the vehicle.

Wherein, the function of the shock absorber 120 is to install the shock absorber, and the two shock absorbers 120 in the rear floor frame structure 10 are respectively located on the opposite sides of the two longitudinal beam bodies 110 . The top of the shock tower 120 is higher than the top of the longitudinal beam body 110, and the top of the shock tower 120 is provided with a shock absorber mounting hole 121 for fixing the shock absorber. The front part 111 of the longitudinal beam body 110 is used for connecting the door sill beam, and the rear part 112 is used for connecting the rear crash box.

In this embodiment, there are three crossbeams, which are respectively the front crossbeam 200, the middle crossbeam 300 and the rear crossbeam 400. The front crossbeam 200, the middle crossbeam 300 and the rear crossbeam 400 are formed by The front part 111 to the rear part 112 of the longitudinal beam body 110 are successively connected at intervals between the two longitudinal beam bodies 110 .

In one embodiment, as shown in FIG. 1 and FIG. 3 , the side of the longitudinal beam body 110 away from the cross beam is in a U-shaped structure, and an energy-absorbing structure 130 is arranged inside the U-shaped structure near the rear portion 112 of the longitudinal beam body 110 .

Since the rear portion 112 of the longitudinal beam body 110 is used to install the rear energy-absorbing box, the energy-absorbing structure 130 is arranged inside the U-shaped structure and close to the rear portion 112, so that the energy-absorbing structure 130 can absorb The transmitted collision energy, and the rear floor frame structure 10 can better collapse and absorb energy at the rear crash box.

In a specific embodiment, as shown in FIG. 1 and FIG. 3 , the energy-absorbing structure 130 includes ribs arranged intermittently along the vertical and/or oblique directions.

Through the vertical and/or oblique design of the internal ribs of the U-shaped structure and the disconnection of the rib arrangement, the design of induced collision deformation is the main energy absorption area on the rear floor skeleton structure 10, and is installed in the rear part 112 of the longitudinal beam body 110 The advanced rear energy-absorbing box and rear anti-collision beam can effectively absorb the impact energy generated by the collision.

Considering light weight, the overall ribs can be made into a concave arc shape to minimize unnecessary material usage.

Preferably, the rib and the longitudinal beam body 110 are integrally structured to improve connection strength and reduce process flow.

In a more specific embodiment, as shown in FIG. 1 and FIG. 3 , a reinforcing structure 140 is provided inside the U-shaped structure; Between, the reinforcement structure 140 is located between the shock tower 120 and the front portion 111 of the stringer body 110 .

Through the above arrangement, the longitudinal beam body 110 between the shock tower 120 and the rear part 112 cooperates with the energy-absorbing structure 130 to form an energy-absorbing area, and the energy-absorbing area mainly produces relatively stable axial collision deformation. The longitudinal beam body 110 between the shock tower 120 and the front part 111 cooperates with the reinforcement structure 140 to form a load-bearing area. The load-bearing area has a high bending stiffness to resist bending deformation, and mainly plays a role in transmitting collision loads.

Specifically, in this embodiment, the reinforcing structure 140 includes conformal reinforcing ribs arranged inside the U-shaped structure to transmit loads, and auxiliary reinforcing ribs arranged vertically or at a certain angle to the vertical along the conformal reinforcing ribs. In order to improve the rigidity of the longitudinal beam body 110, considering the light weight, the conformal ribs and auxiliary ribs are made into a concave arc as a whole to minimize the use of unnecessary materials. Combined with the energy-absorbing area, it can effectively improve the Force performance, improve the crashworthiness of the vehicle.

In one embodiment, as shown in FIG. 2 , the lower end of the longitudinal beam body 110 is close to the joint of the front beam 200 and the longitudinal beam body 110 , and the lower end of the longitudinal beam body 110 is close to the connection of the rear beam 400 and the longitudinal beam body 110 There are mounting holes for the subframe.

Through the above design, the sub-frame mounting hole provided at the lower end of the longitudinal beam body 110 near the junction of the front cross member 200 and the longitudinal beam body 110 is used to connect with the front end of the rear sub-frame through a fixing member (such as a bolt); The subframe mounting hole provided at the lower end of 110 close to the joint between the rear cross member 400 and the longitudinal beam body 110 is used for connecting with the rear end of the rear subframe through a fixing member (such as a bolt).

In this way, the joint between the front beam 200 and the longitudinal beam body 110 and the front end of the rear subframe form a force transmission path to ensure uniform force; the joint between the rear beam 400 and the longitudinal beam body 110 and the rear end of the rear subframe form a force transmission path. path to ensure uniform stress.

In one embodiment, as shown in FIGS. 1-3 , the longitudinal beam body 110 and the shock tower 120 are integrally formed by aluminum or aluminum alloy high pressure casting.

The rear longitudinal beam assembly 100 made of aluminum or aluminum alloy can effectively reduce the weight of the structure and improve the strength and rigidity of the structure.

Specifically, the material of the rear longitudinal beam assembly 100 can be selected from AlSi10MnMg, which has sufficient tensile elongation and bending angle to ensure that the structure has good plasticity, thereby improving the integration and collision absorption of the structure. In order to further improve the plasticity of the structure, the product is subjected to T7 heat treatment, so that the shape and size changes can be kept within the specified range under long-term service conditions, thus ensuring the performance stability of the car.

In some embodiments, as shown in FIGS. 1-3 , the front beam 200 , the middle beam 300 and the rear beam 400 are all made of aluminum alloy. Therefore, in conjunction with the above embodiment, the longitudinal beam body 110 and the shock tower 120 are integrally formed by aluminum alloy high-pressure casting, so that the entire rear floor frame structure 10 is an aluminum alloy structure, thereby further reducing the weight of the rear floor frame structure 10. It is beneficial to further increase the cruising range of the vehicle.

Specifically, the material of the front beam 200, the middle beam 300 and the rear beam 400 can be 6082 aluminum alloy, which has sufficient tensile strength and yield strength, thereby improving the strength of the entire rear floor skeleton structure 10, in order to further improve the For the plasticity of the structure, T6 heat treatment is performed on the product, which is conducive to the achievement of the IPI (Input Point Inertance, origin dynamic stiffness) performance of the seat installation point and the improvement of the collision performance.

In some embodiments, as shown in FIGS. 2-3 , at least one of the longitudinal beam body 110 , the shock tower 120 , the front beam 200 , the middle beam 300 and the rear beam 400 is provided with a plurality of criss-cross reinforcement ribs. 500.

By setting the reinforcing ribs 500, the overall rigidity of the rear floor skeleton structure 10 is effectively improved.

Furthermore, in order to further enhance the lightweight effect, the reinforcing rib 500 is designed in a concave arc shape.

According to another aspect of the utility model, the embodiment of the utility model also provides a rear floor assembly, as shown in FIG. , two threshold beams 30 and two rear crash boxes 40 . The rear floor panel 20 is connected to the middle part of the rear floor skeleton structure 10; the two threshold beams 30 are respectively connected to the front parts 111 of the two longitudinal beam bodies 110; Section 112.

Since the rear longitudinal beam assembly 100 is integrally formed, when a collision occurs, the transmission of the collision force on the rear floor frame structure 10 is more continuous. In this way, the rear floor frame structure 10 can disperse the impact force to the rear floor panel 20 , the rear crash box 40 and the sill beam 30 , and finally absorb the collision energy through other parts of the vehicle body to improve the stiffness and NVH performance of the vehicle body.

When the vehicle is hit by the rear, the rear crash box 40 is the first to bear the impact force, and the rear crash box 40 can absorb part of the impact force energy to play a buffering role. The force transmitted from the rear crash box 40 can be transmitted to the rear floor frame structure 10 through the rear longitudinal beam assembly 100 . Since the rear longitudinal beam assembly 100 is an integral structure without welded joints, the transmission path of the collision force on the rear floor frame structure 10 is more continuous, so as to improve the collision performance of the rear floor frame structure 10 .

The rear crash box 40 can adopt a "day"-shaped structure in cross section, which is not only convenient for processing and forming, but also helps to improve the overall strength of the rear crash box 40 itself. Specifically, the rear crash box 40 adopts an aluminum alloy profile with a "day"-shaped cross section.

In one embodiment, as shown in FIGS. 4-5 , the two ends of the rear floor panel 20 along the length direction of the longitudinal beam body 110 are respectively connected to the middle beam 300 and the rear beam 400 by self-piercing riveting, and the rear floor panel 20 Two ends perpendicular to the longitudinal direction of the longitudinal beam body 110 are respectively connected to the two longitudinal beam bodies 110 by hot-melt self-tapping screws.

Using the above connection method, the middle part of the rear floor panel 20 and the rear floor frame structure 10 is overlapped along the length direction of the vehicle body, thereby increasing the connection strength between the rear floor frame structure 10 and the rear floor panel 20, ensuring In a severe collision condition, the rear floor panel 20 will not be disconnected from the rear floor frame structure 10, thereby improving the reliability of the connection structure of the vehicle body.

In one embodiment, as shown in FIGS. 4-5 , the door sill beam 30 is connected to the front part 111 through fasteners 50 and first hot-melt self-tapping screws 60; the rear crash box 40 is connected to the rear part 112 The connection is made by the second hot-melt self-tapping screw 70 .

Using the above connection method, the door sill beam 30 and the front part 111 are overlapped along the length direction of the vehicle body, thereby increasing the connection strength between the front part 111 and the door sill beam 30, and ensuring that the door sill The beam 30 will not be disconnected from the front part 111 and detached, thereby improving the reliability of the connection. Similarly, the rear crash box 40 and the rear part 112 are overlapped along the length direction of the vehicle body, thereby increasing the connection strength between the rear part 112 and the rear crash box 40, ensuring The rear crash box 40 will not be disconnected from the rear part 112 and separated, thereby improving the reliability of the connection.

Specifically, the front part 111 includes a side riser 1111 and a top plate 1112 vertically connected to the top of the side riser 1111. It is connected with the side vertical plate 1111 by fasteners 50, and the door sill beam 30 and the top plate 1112 are connected by the first hot-melt self-tapping screw 60; Partially embedded in the U-shaped groove and connected by the second hot-melt self-tapping screw 70, wherein the fastener 50 can be a bolt, the axial direction of the bolt is along the width direction of the vehicle body, the first hot-melt self-tapping screw 60 and the second hot-melt self-tapping screw The axial directions of the self-tapping screws 70 are all along the height direction of the vehicle body.

Through the above connection method, the connection strength between the rear floor panel 20 , the rear crash box 40 , the sill beam 30 and the rear floor frame structure 10 can be effectively improved.

In a specific embodiment, as shown in FIGS. 4 and 6 , the rear floor assembly further includes a rear anti-collision beam 80 , and the rear anti-collision beam 80 is connected to one end of the two crash boxes away from the rear portion 112 .

By setting the rear anti-collision beam 80, when the vehicle is hit by the rear, the rear anti-collision beam 80 is first subjected to the impact force, and the rear energy-absorbing box 40 can absorb part of the energy of the impact force to play a buffering role. The force transmitted from the rear anti-collision beam 80 and the rear energy-absorbing box 40 can be transmitted to the threshold beam 30 through the rear longitudinal beam assembly 100, and the force transmitted from the rear anti-collision beam 80 and the rear energy-absorbing box 40, It can also be transmitted to the rear floor panel 20, the shock tower 120, the front beam 200, the middle beam 300 and the rear beam 400 through the longitudinal beam body 110, thereby absorbing the collision energy through other parts of the vehicle body, effectively improving the force transmission performance of the vehicle, and Improve the body rigidity and NVH performance, making the driving performance and comfort of the vehicle better.

According to another aspect of the present invention, the embodiment of the present invention also provides a vehicle, which includes the above-mentioned rear floor frame structure 10 or includes the above-mentioned rear floor assembly.

Since the vehicle includes the above-mentioned rear floor frame structure 10 or the above-mentioned rear floor assembly, it also possesses the advantages and benefits brought by the rear floor frame structure 10 or the rear floor assembly in the above-mentioned embodiment, and will not repeat them here. .

The technical features of the above embodiments can be combined arbitrarily. To make the description concise, all possible combinations of the technical features in the above embodiments are not described. However, as long as there is no contradiction in the combination of these technical features, they should be It is considered to be within the range described in this specification.

The above examples only express several implementations of the utility model, and the description thereof is more specific and detailed, but should not be construed as limiting the scope of the utility model. It should be noted that those skilled in the art can make several modifications and improvements without departing from the concept of the utility model, and these all belong to the protection scope of the utility model. Therefore, the protection scope of the present utility model should be based on the appended claims.

Claims (9)

1. A rear floor frame structure, characterized in that it comprises two rear longitudinal beam assemblies and at least one crossbeam; The rear longitudinal beam assembly includes a longitudinal beam body and a shock tower integrally formed on the longitudinal beam body, and two rear longitudinal beam assemblies are arranged at intervals along the width direction of the longitudinal beam body; the at least A crossbeam is connected between the two longitudinal beam bodies, the side of the longitudinal beam body away from the crossbeam is in a U-shaped structure, and the inside of the U-shaped structure is arranged near the rear part of the longitudinal beam body Energy-absorbing structure. 2. The rear floor frame structure according to claim 1, characterized in that, the energy-absorbing structure comprises ribs arranged intermittently along the vertical and/or oblique directions. 3. The rear floor frame structure according to claim 2, characterized in that, the inside of the U-shaped structure is also provided with a reinforcing structure; the energy-absorbing structure is located between the shock tower and the rear part, The reinforcement structure is located between the shock tower and the front part of the stringer body. 4. The frame structure of the rear floor according to claim 1, wherein the longitudinal beam body and the shock tower are integrally formed by aluminum or aluminum alloy high pressure casting. 5. The rear floor frame structure according to any one of claims 1-4, characterized in that at least one of the shock absorbing tower and the beam is provided with a plurality of reinforcing ribs distributed in a criss-cross pattern. 6. A rear floor assembly, characterized in that it comprises: The rear floor frame structure as claimed in any one of claims 1-5; a rear floor panel connected to the middle of the rear floor skeleton structure; two sill beams connected respectively to the front of the two stringer bodies; and The two rear crash boxes are respectively connected to the rear parts of the two longitudinal beam bodies. 7. The rear floor assembly according to claim 6, characterized in that, the sill beam and the front part are connected by fasteners and first hot-melt self-tapping screws; the rear crash box and The rear part is connected by a second hot-melt self-tapping screw. 8. The rear floor assembly according to claim 6 or 7, characterized in that, the rear floor assembly further comprises a rear anti-collision beam, and the rear anti-collision beam is connected to two of the energy-absorbing boxes away from the One end of the rear. 9. A vehicle, characterized by comprising the rear floor frame structure according to any one of claims 1-5 or comprising the rear floor assembly according to any one of claims 6-8.

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