CN220826587U - Rear protection structure and vehicle - Google Patents

Abstract

The utility model relates to the technical field of vehicle parts and provides a rear protection structure and a vehicle, wherein the rear protection structure comprises a rear auxiliary frame and a first mounting bracket, one end of the rear auxiliary frame in the front-rear direction of the vehicle is connected with a body cross beam of the vehicle through the first mounting bracket, the other end of the rear auxiliary frame is connected with a body longitudinal beam of the vehicle, the rear auxiliary frame and the first mounting bracket are rotationally connected around an axis parallel to the left-right direction of the vehicle, and the distance between one end of the rear auxiliary frame connected with the first mounting bracket and the tail end of the vehicle is larger than the distance between one end of the rear auxiliary frame connected with the body longitudinal beam and the tail end of the vehicle; when the rear auxiliary frame is separated from the vehicle body longitudinal beam, one end of the rear auxiliary frame, which is far away from the vehicle body cross beam, rotates relative to the first mounting bracket to be in abutting contact with the ground. Therefore, when the rear end of the rear auxiliary frame falls off, the rear auxiliary frame can rotate to be abutted against the ground so as to form a rigid wall structure to resist the collision of the rear part of the vehicle, and the safety of the power battery is protected.

Description

Rear protection structure and vehicle

Technical Field

The utility model relates to the technical field of vehicle parts, in particular to a rear protection structure and a vehicle.

Background

Power cells are an important component of new energy automobiles, which are typically installed in the rear of the automobile. When the rear part of the automobile collides, the power battery is easy to catch fire or explode in the collision and extrusion process, so that the rear part of the automobile needs to be crashproof in order to improve the safety of the power battery in use.

Currently, there are two main types of collision avoidance strategies for the rear of automobiles: one is to absorb the impact energy by the rear impact beam, i.e. to construct a strong impact beam in the rear structure of the vehicle to absorb the impact energy and to disperse the impact forces; another approach is to select a high strength, high energy absorbing material for the design of the rear structure of an automobile, such as for the rear side rail of an automobile, and add a rail key joint reinforcement to provide good energy absorption and crash cushioning. Although the two strategies can realize the back collision safety and protect the power battery from extrusion, the production cost and the weight of the whole vehicle are greatly increased, and the popularization and the use are not facilitated.

Disclosure of utility model

The utility model solves the problems that: how to reduce the production cost and the weight of the whole automobile while ensuring the anti-collision effect of the rear part of the automobile.

In order to solve the above-mentioned problems, the present utility model provides a rear protective structure including a rear sub-frame and a first mounting bracket, one end of the rear sub-frame in a front-rear direction of a vehicle being connected to a body cross member of the vehicle through the first mounting bracket, the other end being connected to a body side member of the vehicle, the rear sub-frame and the first mounting bracket being rotatably connected about an axis parallel to a left-right direction of the vehicle, and a distance between an end of the rear sub-frame connected to the first mounting bracket and a rear end of the vehicle being greater than a distance between an end of the rear sub-frame connected to the body side member and the rear end of the vehicle; when the rear auxiliary frame is separated from the vehicle body longitudinal beam, one end, far away from the vehicle body cross beam, of the rear auxiliary frame rotates relative to the first mounting bracket to be in abutting contact with the ground.

Optionally, the first installing support is including being hollow structure's support body, the back sub vehicle frame includes frame longeron and frame crossbeam, the support body is equipped with first connecting hole, the axis of first connecting hole is on a parallel with the left and right directions of vehicle, the one end of frame longeron is inserted and is located the inner space of support body, and first connecting hole department with the support body rotates to be connected, the other end of frame longeron connect in frame crossbeam, frame crossbeam connect in the automobile body longeron.

Optionally, one side of the support body facing away from the frame cross member is provided with an avoidance port, and the avoidance port is used for avoiding the rear auxiliary frame when the rear auxiliary frame rotates relative to the first mounting support.

Optionally, a first flanging is arranged on the bracket body, and the first flanging is arranged along the edge of the avoidance opening.

Optionally, the first mounting bracket further includes a support plate connected to one side or both sides of the bracket body in the left-right direction of the vehicle and used for connection with the vehicle body cross member.

Optionally, the support plate is provided with a second flange and a third flange at two ends of the support plate along the front-rear direction of the vehicle, the second flange is connected to one side of the support body and the vehicle body cross beam along the front-rear direction of the vehicle, and the third flange is connected to the other side of the support body and the vehicle body cross beam along the front-rear direction of the vehicle.

Optionally, the rear protection structure further comprises a second mounting bracket, and one end of the rear subframe, which is far away from the first mounting bracket, is used for being connected to the vehicle body longitudinal beam through the second mounting bracket.

Optionally, a weakening hole is formed in the second mounting bracket, and the second mounting bracket is used for deforming and breaking at the weakening hole.

Optionally, the second installing support is including connecting gradually and enclosing first plate body, second plate body and the third plate body of cavity, first plate body with the third plate body sets up relatively, and is located the second plate body deviates from one side of back sub vehicle frame, just first plate body with the third plate body be used for respectively connect in the automobile body longeron is followed the both sides of the left and right sides of automobile body direction, one side of second plate body connect in back sub vehicle frame, the opposite side be used for connect in the lower extreme of automobile body longeron.

In order to solve the above problems, the present utility model also provides a vehicle including the rear guard structure as described above.

Compared with the prior art, the utility model has the following beneficial effects:

The rear protection structure can realize the installation and fixation of the rear auxiliary frame by connecting the front end of the rear auxiliary frame with a vehicle body cross beam of a vehicle through a first installation bracket and connecting the rear end of the rear auxiliary frame with a vehicle body longitudinal beam of the vehicle; meanwhile, the rear auxiliary frame and the first mounting bracket are rotationally connected around the axis parallel to the left and right directions of the vehicle, so that when the rear end of the rear auxiliary frame falls off, the rear auxiliary frame can rotate around the horizontal axis parallel to the left and right directions of the vehicle relative to the first mounting bracket until the rear end of the rear auxiliary frame is in abutting contact with the ground, that is, one end of the rear auxiliary frame is connected with the vehicle body, the other end of the rear auxiliary frame is dragged on the ground, so that the rear auxiliary frame, the vehicle body and the ground form a rigid wall structure, collision impact can be transmitted to the ground and the vehicle body through the rigid wall structure, and collision load is shared by the ground and the vehicle body, so that collision of the rear part of the vehicle is resisted to a large extent, and safety of a power battery and passengers is further protected. In addition, no additional anti-collision beam is needed to be arranged at the rear part of the vehicle, the structure is simple, the anti-collision effect is good, and the weight and the production cost of the whole vehicle are reduced to a certain extent.

Drawings

FIG. 1 is a schematic view showing a rear portion protecting structure assembled on a rear portion of a vehicle body according to an embodiment of the present utility model;

FIG. 2 is a schematic view of a rear guard structure assembled with a cross member and a longitudinal member of a vehicle body according to an embodiment of the present utility model;

FIG. 3 is a schematic view of an exploded view of a first mounting bracket according to an embodiment of the present utility model;

FIG. 4 is a schematic view of a second mounting bracket according to an embodiment of the present utility model;

Fig. 5 is a schematic structural view of the rear end of the rear subframe in the embodiment of the utility model when the rear end falls off to abut against the ground.

Reference numerals illustrate:

1. A rear subframe; 11. a frame rail; 112. a first sleeve; 12. a frame cross member; 121. a second sleeve; 2. a first mounting bracket; 21. a bracket body; 211. a first connection hole; 212. an avoidance port; 213. a first flanging; 22. a support plate; 221. a second flanging; 222. a third flanging; 223. a second connection hole; 3. a second mounting bracket; 31. a first plate body; 32. a second plate body; 321. weakening the hole; 33. a third plate body; 400. a vehicle body cross member; 500. a body rail; 600. ground surface.

Detailed Description

In order that the above objects, features and advantages of the utility model will be readily understood, a more particular description of the utility model will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.

The Z axis in the drawing represents the vertical direction, i.e., the up-down position, and the forward direction of the Z axis represents the up direction and the reverse direction of the Z axis represents the down direction; the X-axis in the drawing represents the horizontal direction and is designated as the front-rear position, and the forward direction of the X-axis represents the front side and the reverse direction of the X-axis represents the rear side; the Y-axis in the drawing is shown in a left-right position, and the forward direction of the Y-axis represents the left side and the reverse direction of the Y-axis represents the right side. It should also be noted that the foregoing Z-axis, Y-axis, and X-axis are meant to be illustrative only and not indicative or implying that the apparatus or component in question must be oriented, configured or operated in a particular orientation, and therefore should not be construed as limiting the utility model.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present utility model and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the utility model described herein may be implemented in sequences other than those illustrated or otherwise described herein.

As shown in fig. 1, 2 and 5, an embodiment of the present utility model provides a rear protective structure including a rear sub-frame 1 and a first mounting bracket 2, one end of the rear sub-frame 1 in the front-rear direction of the vehicle is connected to a body cross member 400 of the vehicle through the first mounting bracket 2, the other end is connected to a body side member 500 of the vehicle, the rear sub-frame 1 and the first mounting bracket 2 are rotatably connected about an axis parallel to the left-right direction of the vehicle, and a distance between an end of the rear sub-frame 1 connected to the first mounting bracket 2 and a rear end of the vehicle is greater than a distance between an end of the rear sub-frame 1 connected to the body side member 500 and the rear end of the vehicle; when the rear subframe 1 is separated from the body side member 500, the end of the rear subframe 1 remote from the body cross member 400 is turned with respect to the first mounting bracket 2 to come into abutment with the ground 600.

The front-rear direction of the vehicle may be referred to as the X-axis direction in fig. 1 and 2, the left-right direction of the vehicle may be referred to as the Y-axis direction in fig. 1 and 2, and the vertical direction of the vehicle may be referred to as the Z-axis direction in fig. 1 and 2.

Specifically, one end of the rear subframe 1 connected to the first mounting bracket 2 is a front end of the rear subframe 1, and accordingly, one end of the rear subframe 1 connected to the body side member 500 is a rear end of the rear subframe 1, and the front end of the rear subframe 1 is rotatably connected with the first mounting bracket 2 about an axis parallel to the left-right direction (i.e., Y-axis direction) of the vehicle, and the rear end of the rear subframe 1 is connected with the body side member 500. During a rear collision of the vehicle, when the rear end of the rear subframe 1 is disconnected from the body side member 500 by the collision impact, that is, the rear end of the rear subframe 1 falls off, the front end of the rear subframe 1 can be rotated about a horizontal axis parallel to the left-right direction of the vehicle with respect to the first mounting bracket 2 until the rear end of the rear subframe 1 comes into abutting contact with the ground 600, as shown in fig. 5.

In the present embodiment, the mounting and fixing of the rear sub-frame 1 can be achieved by connecting, for example, the front end of the rear sub-frame 1 with the body cross member 400 of the vehicle through the first mounting bracket 2, and connecting, for example, the rear end of the rear sub-frame 1 with the body side member 500 of the vehicle; meanwhile, the rear subframe 1 and the first mounting bracket 2 are rotatably connected around an axis parallel to the left-right direction of the vehicle, so that when the rear end of the rear subframe 1 falls off, the rear subframe 1 can rotate relative to the first mounting bracket 2 around a horizontal axis parallel to the left-right direction of the vehicle until the rear end of the rear subframe 1 is in abutting contact with the ground 600, that is, one end of the rear subframe 1 is connected with the vehicle body, and the other end of the rear subframe is dragged on the ground 600, so that the rear subframe 1, the vehicle body and the ground 600 form a rigid wall structure, collision impact can be transmitted to the ground 600 and the vehicle body by utilizing the rigid wall structure, collision load is shared by the ground 600 and the vehicle body, so that collision of the rear part of the vehicle is resisted to a large extent, and safety of a power battery and passengers is further protected. In addition, no additional anti-collision beam is needed to be arranged at the rear part of the vehicle, the structure is simple, the anti-collision effect is good, and the weight and the production cost of the whole vehicle are reduced to a certain extent. In addition, compared with the conventional auxiliary frame in which the front end and the vehicle body are vertically mounted (i.e., the front end of the auxiliary frame is connected with the vehicle body cross beam 400 through a vertically arranged sleeve), in this embodiment, the front end of the rear auxiliary frame 1 is laterally connected with the vehicle body cross beam 400 through the first mounting bracket 2, i.e., the front end of the rear auxiliary frame 1 is connected with the vehicle body cross beam 400 through a sleeve parallel to the left-right direction of the vehicle, so that the assembly of the rear auxiliary frame 1 is more convenient and the efficiency is higher.

Alternatively, as shown in fig. 2 and 3, the first mounting bracket 2 includes a bracket body 21 having a hollow structure, the rear subframe 1 includes a frame rail 11 and a frame rail 12, the bracket body 21 is provided with a first connection hole 211, an axis of the first connection hole 211 is parallel to a left-right direction of the vehicle, one end of the frame rail 11 is inserted into an inner space of the bracket body 21 and is rotatably connected with the bracket body 21 at the first connection hole 211, the other end of the frame rail 11 is connected to the frame rail 12, and the frame rail 12 is connected to the body rail 500.

In this embodiment, the first mounting brackets 2 are disposed corresponding to the frame rails 11, that is, when the frame rails 11 are disposed in plural, the first mounting brackets 2 are also disposed in plural, and the front end of each frame rail 11 is connected to the vehicle body cross member 400 through one first mounting bracket 2. The bracket body 21 has a hollow box-like structure, so as to improve the structural strength and torsional rigidity of the first mounting bracket 2, and further improve the structural strength and torsional rigidity of the front mounting point of the rear subframe 1; further, the hollow structure has an opening provided downward so that the front end of the frame rail 11 is inserted upward into the inner space of the bracket body 21. The front end of the frame rail 11 is provided with a first bushing 112, the first bushing 112 having a generally hollow cylindrical configuration, and the axis of the first bushing 112 being disposed parallel to the left-right direction of the vehicle. During assembly, the first sleeve 112 can be aligned with the first connecting hole 211, then bolts are inserted into the first sleeve 112 and the first connecting hole 211, and nuts are used for screwing, so that the front end of the rear auxiliary frame 1 is rotationally connected with the first mounting bracket 2, and the operation is simple and convenient.

Optionally, as shown in connection with fig. 2 and 3, a side of the bracket body 21 facing away from the frame cross member 12 is provided with an avoidance port 212, and the avoidance port 212 is used for avoiding the rear subframe 1 when the rear subframe 1 rotates relative to the first mounting bracket 2.

In this embodiment, the avoidance port 212 of the bracket body 21 is communicated with an opening provided downward of the bracket body 21. Thus, the avoidance port 212 is provided to avoid the front end of the rear subframe 1 from interfering with the first mounting bracket 2 when the rear subframe 1 rotates forward relative to the first mounting bracket 2, so that the rear subframe 1 can smoothly rotate onto the ground 600 when the rear end thereof falls off.

Optionally, as shown in fig. 3, the bracket body 21 is provided with a first flange 213, and the first flange 213 is disposed along the edge of the avoidance port 212. In this way, the local rigidity of the bracket body 21 at the avoiding opening 212 is improved by using the first flange 213.

Further, the first flange 213 extends from the edge of the relief opening 212 to the edge of the downwardly disposed opening of the holder body 21. In this way, the local rigidity of the bracket body 21 at the avoiding opening 212 and the opening is improved.

Alternatively, as shown in conjunction with fig. 2 and 3, the first mounting bracket 2 further includes a support plate 22, and the support plate 22 is connected to one or both sides of the bracket body 21 in the left-right direction of the vehicle and is used for connection with the vehicle body cross member 400.

In this embodiment, a support plate 22 is generally disposed on each of the left and right sides of the support body 21, a fixed connection is generally formed between the support plate 22 and the support body 21 and between the support plate 22 and the vehicle body cross member 400 by welding, and a second connection hole 223 is generally disposed on the support plate 22, where the second connection hole 223 is coaxially disposed with the first connection hole 211. At the time of assembly, the first bushing 112 at the front end of the frame rail 11 may be aligned with the second connection hole 223 and the first connection hole 211, and then, for example, bolts may be passed through the second connection hole 223, the first connection hole 211 and the first bushing 112 and tightened with nuts to complete the rotational connection between the front end of the rear subframe 1 and the first mounting bracket 2. In this way, by utilizing the support plate 22 to promote the rigidity of the first mounting bracket 2, the rigidity and strength at the front mounting point of the rear subframe 1 are ensured to meet the use requirements.

Alternatively, as shown in conjunction with fig. 3, both ends of the support plate 22 in the front-rear direction of the vehicle are provided with a second bead 221 and a third bead 222, respectively, the second bead 221 being connected to one side of the bracket body 21 and the vehicle body cross member 400 in the front-rear direction of the vehicle, and the third bead 222 being connected to the other side of the bracket body 21 and the vehicle body cross member 400 in the front-rear direction of the vehicle. In this way, the connection area between the support plate 22 and the vehicle body cross member 400 can be increased by providing the second flange 221 and the third flange 222, the connection firmness of the first mounting bracket 2 and the vehicle body cross member 400 can be improved, and the rigidity of the first mounting bracket 2 can be further improved.

Optionally, as shown in connection with fig. 1 and 2, the rear protection structure further comprises a second mounting bracket 3, and an end of the rear subframe 1 remote from the first mounting bracket 2 is adapted to be connected to the body side member 500 via the second mounting bracket 3. In this way, by adding the second mounting bracket 3 between the vehicle body side member 500 and the frame cross member 12 of the rear sub frame 1, the height between the rear sub frame 1 and the vehicle body side member 500 can be reduced, the size of the frame cross member 12 in the up-down direction can be reduced, the weight of the rear sub frame 1 and the whole vehicle can be reduced, and a lightweight design can be realized.

Optionally, as shown in fig. 2 and 4, the second mounting bracket 3 is provided with a weakening hole 321, and the second mounting bracket 3 is used for deformation and fracture at the weakening hole 321.

In this embodiment, the weakened hole 321 is generally a long hole structure, which may be disposed at the front end of the second mounting bracket 3 or may be disposed at the rear end of the second mounting bracket 3, and may be designed selectively according to needs in practical applications. Due to the arrangement of the second mounting bracket 3, a height difference occurs between the frame longitudinal beam 11 and the vehicle body longitudinal beam 500 of the rear auxiliary frame 1, and when the rear auxiliary frame 1 is impacted by the rear end collision load, a bending moment can be generated at the second mounting bracket 3, so that the local structural strength of the second mounting bracket 3 is weakened by arranging the weakening hole 321 on the second mounting bracket 3, so that the second mounting bracket 3 can be subjected to the induction deformation until fracture in a preset mode when being impacted by the larger rear end collision, and the rear end of the rear auxiliary frame 1 falls off.

Optionally, as shown in fig. 2 and 4, the second mounting bracket 3 includes a first plate 31, a second plate 32 and a third plate 33 that are sequentially connected and enclose a cavity, where the first plate 31 and the third plate 33 are disposed opposite to each other and are located at one side of the second plate 32 facing away from the rear subframe 1, and the first plate 31 and the third plate 33 are respectively used for being connected to two sides of the vehicle body longitudinal beam 500 along the left-right direction of the vehicle, one side of the second plate 32 is connected to the rear subframe 1, and the other side is used for being connected to the lower end of the vehicle body longitudinal beam 500.

In this embodiment, the second mounting bracket 3 is enclosed by the first plate 31, the second plate 32 and the third plate 33 into a box-shaped structure with a cavity, and the box-shaped structure has an opening arranged upward, and after the second mounting bracket 3 is connected with the body longitudinal beam 500, the body longitudinal beam 500 plugs the opening, so that the second mounting bracket 3 and the body longitudinal beam 500 enclose a closed cavity structure, thus, the structural strength and torsional rigidity of the second mounting bracket 3 and the rear mounting point of the rear subframe 1 are improved. The left and right ends of the frame cross member 12 are respectively provided with a second sleeve 121, the structure of the second sleeve 121 is the same as that of the first sleeve 112, but the axis of the first sleeve 112 is arranged parallel to the left and right direction of the vehicle, and the axis of the second sleeve 121 is arranged parallel to the up and down direction of the vehicle. A nut is usually pre-buried in the second mounting bracket 3, and when the second mounting bracket is assembled, the second sleeve 121 can be aligned with the nut first, and then a bolt passes through the second sleeve 121 and is screwed with the nut, so that the rear end of the rear auxiliary frame 1 is fixed on the second mounting bracket 3, and the operation is simple and convenient.

Another embodiment of the present utility model provides a vehicle including the rear guard structure as described above.

In this embodiment, the vehicle further includes a body cross member 400 and a body longitudinal member 500, the front end of the frame longitudinal member 11 of the rear subframe 1 is connected to the bottom of the body cross member 400 through a first mounting bracket 2, and the left and right ends of the frame cross member 12 of the rear subframe 1 are respectively connected to the bottom of the body longitudinal member 500 through a second mounting bracket 3. In addition, the beneficial effects of the vehicle in this embodiment with respect to the prior art are the same as the rear protection structure described above, and will not be described here again.

Although the utility model is disclosed above, the scope of the utility model is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the utility model, and these changes and modifications will fall within the scope of the utility model.

Claims (10)

1. A rear protective structure characterized by comprising a rear subframe (1) and a first mounting bracket (2), one end of the rear subframe (1) in the front-rear direction of a vehicle being connected to a body cross member (400) of the vehicle through the first mounting bracket (2), the other end being connected to a body side member (500) of the vehicle, the rear subframe (1) and the first mounting bracket (2) being rotatably connected about an axis parallel to the left-right direction of the vehicle, and a distance between an end of the rear subframe (1) connected to the first mounting bracket (2) and a rear end of the vehicle being greater than a distance between an end of the rear subframe (1) connected to the body side member (500) and the rear end of the vehicle; when the rear auxiliary frame (1) is separated from the vehicle body longitudinal beam (500), one end of the rear auxiliary frame (1) far away from the vehicle body cross beam (400) rotates relative to the first mounting bracket (2) to be in abutting contact with the ground (600).

2. The rear protection structure according to claim 1, wherein the first mounting bracket (2) comprises a bracket body (21) having a hollow structure, the rear subframe (1) comprises a frame rail (11) and a frame cross member (12), the bracket body (21) is provided with a first connecting hole (211), an axis of the first connecting hole (211) is parallel to a left-right direction of the vehicle, one end of the frame rail (11) is inserted into an inner space of the bracket body (21) and is rotatably connected with the bracket body (21) at the first connecting hole (211), the other end of the frame rail (11) is connected with the frame cross member (12), and the frame cross member (12) is connected with the body rail (500).

3. The rear protection structure according to claim 2, characterized in that a side of the bracket body (21) facing away from the frame cross member (12) is provided with an avoidance opening (212), the avoidance opening (212) being used for avoiding the rear subframe (1) when the rear subframe (1) rotates relative to the first mounting bracket (2).

4. A rear protective structure according to claim 3, characterized in that the bracket body (21) is provided with a first flange (213), the first flange (213) being arranged along the edge of the relief opening (212).

5. The rear protective structure according to claim 2, wherein the first mounting bracket (2) further includes a support plate (22), the support plate (22) being connected to one or both sides of the bracket body (21) in the left-right direction of the vehicle and for connection with the vehicle body cross member (400).

6. The rear protective structure according to claim 5, wherein both ends of the support plate (22) in the front-rear direction of the vehicle are provided with a second flange (221) and a third flange (222), respectively, the second flange (221) being connected to one side of the bracket body (21) and the vehicle body cross member (400) in the front-rear direction of the vehicle, and the third flange (222) being connected to the other side of the bracket body (21) and the vehicle body cross member (400) in the front-rear direction of the vehicle.

7. The rear protective structure according to claim 1, further comprising a second mounting bracket (3), wherein an end of the rear subframe (1) remote from the first mounting bracket (2) is adapted to be connected to the body rail (500) by means of the second mounting bracket (3).

8. The rear protective structure according to claim 7, characterized in that the second mounting bracket (3) is provided with a weakening hole (321), the second mounting bracket (3) being adapted to deform and break at the weakening hole (321).

9. The rear protection structure according to claim 7, wherein the second mounting bracket (3) comprises a first plate body (31), a second plate body (32) and a third plate body (33) which are sequentially connected and enclose a cavity, the first plate body (31) and the third plate body (33) are oppositely arranged and are positioned at one side of the second plate body (32) away from the rear subframe (1), the first plate body (31) and the third plate body (33) are respectively used for being connected to two sides of the vehicle body longitudinal beam (500) along the left-right direction of the vehicle, one side of the second plate body (32) is connected to the rear subframe (1), and the other side is used for being connected to the lower end of the vehicle body longitudinal beam (500).

10. A vehicle comprising a rear guard structure as claimed in any one of claims 1 to 9.