A rear cross beam structure, a vehicle frame and a vehicle

Abstract

The application discloses a rear cross beam structure, a vehicle frame and a vehicle. The rear cross beam structure comprises a main body, a connecting piece and a mounting piece. The first side wall is concave upward and downward in the first direction, and the second side wall is convex upward in the second direction. The load bearing capacity of the rear cross beam on the towing hook is improved. Due to the distance between the towing part and the towing hook, the first structure section and the second structure section are formed at different heights to further increase the torsional resistance of the first connecting section, improve the reliability when supporting the towing object, reduce the torsional force applied to the main body in the direction of the combined dynamic inertia direction along the gravity direction of the towing hook, further avoid the torsional deformation of the main body, the overall rear cross beam mechanism can reduce the thickness to obtain a good lightweight effect, improve the overall structural reliability of the rear cross beam structure, reduce the welding difficulty requirement and quality risk, improve the overall vehicle handling performance, and reduce the braking distance.

Description

Technical Field

[0001] This application relates to the field of vehicle rear crossbeam technology, and particularly to a rear crossbeam structure, frame and vehicle. Background Technology

[0002] The information provided in this section is for the purpose of generally presenting the background of this disclosure. To the extent described in this section, the work of the currently named inventors and aspects of the description that may not constitute prior art at the time of filing are neither explicitly nor implicitly considered to be prior art of this disclosure.

[0003] The rear crossbeam assembly is installed at the rear of the vehicle's lower body. Its main functions are: 1. To protect rear passengers and their belongings and reduce vehicle and passenger damage in the event of a rear-end collision; 2. To enable towing of vehicles by installing a dedicated tow hook assembly; 3. To enhance the rigidity and strength of the body-in-white structure and improve the overall vehicle's durability and NVH performance.

[0004] Currently, automotive rear crossbeams are mainly made of several materials, including high-strength steel, aluminum alloy, and engineering plastics. High-strength steel is generally chosen for rear crossbeams requiring towing capabilities. Rear trailers typically weigh between 0.75 and 2 tons, with only wheels supporting the middle of the vehicle. When stationary, part of the trailer's weight is transferred to the rear crossbeam via the tow hook of the front vehicle. During driving, in addition to the weight transfer from the rear trailer, the rear crossbeam must also withstand the traction force from the trailer via the tow hook in the direction of vehicle travel. Due to the large weight of the trailer, potential sudden braking and acceleration during driving, and fatigue from long-distance driving on the tow hook and rear crossbeam, the thickness of the rear crossbeam and connecting brackets is often designed to be quite large to ensure the rear crossbeam's performance meets requirements. This leads to the following problems: 1. Increased vehicle weight, resulting in increased fuel or electricity consumption; 2. Deteriorated vehicle handling performance; 3. Increased braking distance and deteriorated braking performance; 4. Excessive thickness of the rear crossbeam and connecting bracket materials increases welding difficulty and welding quality risks, with a risk of weld cracking under long-term fatigue conditions; 5. Excessive thickness of parts materials increases the difficulty of forming processes, leading to increased material and processing costs. Summary of the Invention

[0005] In view of the deficiencies in the prior art, this application provides a rear crossbeam structure, frame and vehicle to solve the problem that the rear crossbeam reduces the lightweight requirements due to structural strength in the prior art.

[0006] The above-mentioned objectives of this application are mainly achieved through the following technical solutions:

[0007] On one hand, this application provides a rear crossbeam structure, the rear crossbeam structure comprising:

[0008] The main body includes a first structural segment and second structural segments respectively disposed at both ends of the first structural segment. Along a first direction, the first structural segment has a first sidewall recessed into the second structural segment, and along a second direction perpendicular to the first direction, the first structural segment has a second sidewall protruding from the second structural segment.

[0009] Connectors, which are respectively fixedly disposed on the second structural segment;

[0010] The mounting component is detachably mounted on the first structural segment and is used to connect the tow hook.

[0011] Furthermore, the cross-section of the first structural segment is the same as that of the second structural segment, so that the first structural segment has a first opposing sidewall that is opposite to the first sidewall and protrudes from the second structural segment, and a second opposing sidewall that is opposite to the second sidewall and recessed into the second structural segment.

[0012] Furthermore, the centerline of the first structural segment is parallel to the centerline of the second structural segment, and the main body has a cavity that connects the first structural segment and the second structural segment.

[0013] Furthermore, the distance by which the first sidewall is recessed into the second structural segment is 20%-50% of the height of the second structural segment in the first direction, and the distance by which the second sidewall protrudes from the second structural segment is 20%-50% of the width of the second structural segment in the second direction.

[0014] Furthermore, the mounting member is L-shaped and configured such that when the mounting member is connected to the main body member, the mounting member is attached to two adjacent side walls of the first structural segment.

[0015] Furthermore, the first structural segment has a plurality of first mounting holes along the first direction and a plurality of second mounting holes along the second direction, and the first mounting holes and the second mounting holes are respectively provided with locking parts for connecting the mounting components.

[0016] Furthermore, the distance between adjacent first mounting holes is different from the distance between adjacent second mounting holes.

[0017] Furthermore, the connector includes a back plate and wing plates spaced apart on the same side of the back plate. The back plate is provided with a plurality of first mounting holes, and the two wing plates are respectively provided with second mounting holes for simultaneous through-connection of the second structural segment.

[0018] On one hand, this application provides a vehicle frame, the vehicle frame including the rear crossbeam structure as described above.

[0019] On one hand, this application provides a vehicle that includes the frame as described above.

[0020] Compared with the prior art, the advantages of this application are:

[0021] The rear crossbeam structure in this application comprises a main body including a first structural section and a second structural section. The second structural section is located at both ends of the first structural section. Along a first direction, the first structural section has a first sidewall recessed into the second structural section. Along a second direction perpendicular to the first direction, the first structural section has a second sidewall protruding from the second structural section. When this rear crossbeam structure is installed in a vehicle, the connecting parts on the rear crossbeam mechanism are fixed to the second structural section and the vehicle frame body, respectively. The mounting parts are detachably mounted on the first structural section and used to connect the tow hook. The main body serves as a force transmission component between the tow hook and the vehicle. When the tow hook is subjected to external force, the force is transmitted to the first structural section. Furthermore, the first sidewall, which is recessed in the first direction, enhances the reliable load-bearing capacity of the rear crossbeam on the tow hook in the first direction. Due to the distance between the towing part and the tow hook, the concave deformation in the first direction allows… The first and second structural sections, positioned at different heights in the first direction, further enhance the overall torsional resistance of the first connecting section, improving reliability when supporting towed loads. The protruding second sidewall in the second direction increases the overall rigidity of the rear crossbeam structure. Under dynamic operating conditions, this reduces the torsional force applied to the main body along the direction of gravity and dynamic inertia from the tow hook, further preventing torsional deformation of the main body. It also provides stable protection against impacts. Therefore, while meeting the same requirements for towed loads and collision resistance, the overall thickness of the rear crossbeam structure can be reduced to achieve significant weight reduction, lowering the vehicle's weight and cost. By improving the overall structural reliability of the rear crossbeam structure, the risk of tearing and deformation at the joints is reduced, thereby lowering welding difficulty and quality risks, improving vehicle handling performance, and reducing braking distance. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 A structural schematic diagram of the rear crossbeam structure is provided for the embodiments of this application;

[0024] Figure 2 A front view of the rear crossbeam structure is provided for an embodiment of this application;

[0025] Figure 3A structural schematic diagram of the rear crossbeam structure is provided for the embodiments of this application;

[0026] Figure 4 A top view of the main component is provided for the embodiments of this application;

[0027] Figure 5 A structural schematic diagram of the connector is provided for the embodiments of this application;

[0028] Figure 6 This application provides a schematic diagram of the main component after it has been cut at the first structural segment for the purpose of implementing this embodiment.

[0029] Figure 7 A side view of a portion of the tow hook is provided for an embodiment of this application;

[0030] In the diagram: 100, first structural section; 102, first sidewall; 103, second sidewall; 104, first opposite sidewall; 105, second opposite sidewall; 200, second structural section; 300, connector; 301, back plate; 302, wing plate; 303, first mounting hole; 304, second mounting hole; 400, mounting component; 401, first mounting hole; 402, second mounting hole; 403, locking part; 500, tow hook. Detailed Implementation

[0031] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. It should be noted that the description of these embodiments is intended to aid in understanding the invention, but does not constitute a limitation thereof. The specific structural and functional details disclosed herein are merely for describing exemplary embodiments of the invention. However, the invention can be embodied in many alternative forms and should not be construed as being limited to the embodiments described herein.

[0032] Due to current vehicle requirements regarding overall handling, ride quality, braking distance, body component durability, manufacturing complexity, energy consumption, and cost control, the relationship between overall vehicle weight and structural strength is very strong. Higher overall vehicle weight directly improves certain indicators, but also inevitably leads to adverse consequences. For example, higher weight requires more power, resulting in increased energy or fuel consumption, greater driving inertia, longer braking distances, and a significant reduction in the durability of the braking system. Furthermore, it places higher demands on the vehicle's electronic and mechanical systems during dynamic handling, which translates to reduced handling and ride quality for drivers and passengers. Consequently, to improve the reliability and durability of certain components, higher manufacturing and assembly standards are required, leading to reduced production and assembly efficiency and a simultaneous increase in overall production and operating costs.

[0033] Therefore, correspondingly, without affecting the structural strength and reliability of the vehicle, the weight requirements for vehicle structural components are becoming increasingly stringent. Vehicle structural components need to evolve towards simpler structures, smaller layout space, lighter weight, lower material costs, and structural strength and stiffness that meet usage requirements. Under these circumstances, meeting both lightweight requirements and ensuring sufficient stiffness and strength presents a significant design challenge.

[0034] Figure 1 A structural schematic diagram of the rear crossbeam structure is provided for an embodiment of this application. Figure 2 A front view of the rear crossbeam structure is provided for an embodiment of this application. Figure 3 This application provides a structural schematic diagram of the rear crossbeam structure as an embodiment. Figure 4 A top view of the main component is provided for an embodiment of this application. Figure 5 A structural schematic diagram of the connector 300 is provided for an embodiment of this application. Figure 6 This application provides a schematic diagram of the main component after it has been cut at the first structural segment 100, as an embodiment of the present application. Figure 7 A side view of a portion of the tow hook at location 500 is provided for an embodiment of this application.

[0035] It should be noted that, Figure 3 and Figure 7 In this context, 'a' represents the first direction and 'b' represents the second direction. Furthermore, the rear beam structure can be set and assembled in other states in the first and second directions, which will not be further elaborated in this application.

[0036] On the one hand, this application provides a rear crossbeam structure, in some embodiments of which the rear crossbeam structure includes a main body, a connector 300, and a mounting component 400, wherein:

[0037] like Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown, the main body includes a first structural segment 100 and second structural segments 200 respectively disposed at both ends of the first structural segment 100. That is, the main body is formed in the order of second structural segment 200, first structural segment 100 and second structural segment 200. Specifically, the main body can be integrally formed by stamping process. During the forming process, the first structural segment 100 is formed in the middle of the main body and the second structural segment 200 is formed at both ends of the first structural segment 100, so as to maintain the overall structural strength of the main body and make the connection between the first structural segment 100 and the second structural segment 200 reliable and stable.

[0038] like Figure 2As shown, along the first direction, the first structural segment 100 has a first sidewall 102 that is recessed into the second structural segment 200. After the main body is arranged, in the first direction, the first structural segment 100 and the second structural segment 200 have regions that are not in the same plane.

[0039] like Figure 4 As shown, along a second direction perpendicular to the first direction, the first structural segment 100 has a second sidewall 103 protruding from the second structural segment 200. After the main body is arranged, in the second direction, the first structural segment 100 and the second structural segment 200 have areas that are not in the same plane.

[0040] It is worth noting that the length of the rear crossbeam structure is arranged along the width of the vehicle body. For ease of explanation, the first direction is set to the height of the vehicle body, and the second direction is set to the length of the vehicle body, that is, the direction in which the vehicle moves forward and backward.

[0041] The connectors 300 are fixedly mounted on the second structural section 200, and the connectors 300 are installed and connected to the vehicle body in a fixed connection state with the second structural section 200.

[0042] It should be noted that during installation, the installation direction can be adjusted by axial rotation of the main body. That is, the first sidewall 102 can be arranged to be recessed in the positive direction of the first direction, or the first sidewall 102 can be arranged to be recessed in the negative direction of the first direction. In addition, the second sidewall 103 can be arranged to be recessed in the positive direction of the second direction, or the second sidewall 103 can be arranged to be recessed in the negative direction of the second direction.

[0043] The mounting component 400 is detachably mounted on the first structural section 100 and is used to connect the tow hook 500. The tow hook 500 is used to mount a trailer or other load and moves along with the vehicle body under its towing.

[0044] In some embodiments, the working principle of this rear crossbeam structure is as follows: The rear crossbeam structure comprises a main body including a first structural section 100 and a second structural section 200. The second structural section 200 is respectively provided at both ends of the first structural section 100. Along a first direction, the first structural section 100 has a first sidewall 102 recessed into the second structural section 200. Along a second direction perpendicular to the first direction, the first structural section 100 has a second sidewall 103 protruding from the second structural section 200. When this rear crossbeam structure is placed in a vehicle, the connecting member 300 on the rear crossbeam mechanism is fixedly mounted on the second structural section 200 and the vehicle frame body, respectively. The mounting member 400 is detachably mounted on the first structural section 100 and used to connect the tow hook 500. The main body serves as a force transmission component between the tow hook 500 and the vehicle. When the tow hook 500 is subjected to external force, the external force is transmitted to the first structural section 100, and through the first sidewall 102 recessed in the first direction, the rear crossbeam reliably lifts the load on the tow hook 500 in the first direction. In terms of load-bearing capacity, due to the distance between the towing part and the tow hook 500, the concave deformation in the first direction allows the first structural section 100 and the second structural section 200 to form different heights in the first direction, further increasing the overall torsional resistance of the first connecting section and improving the reliability when supporting the towed load. Through the protruding second sidewall 103 in the second direction, the overall rigidity of the rear crossbeam structure is improved. Under dynamic operating conditions, the torsional force applied to the main body along the direction of gravity and dynamic inertia of the tow hook 500 is reduced, further preventing torsional deformation on the main body. When resisting impact, a very stable protective effect can be obtained. Thus, under the premise of meeting the same towed load and anti-collision performance requirements, the overall thickness of the rear crossbeam mechanism can be reduced to achieve a good lightweight effect, reducing the weight and cost of the whole vehicle. By improving the overall structural reliability of the rear crossbeam structure, the risk of tearing and deformation at the connection is reduced, thereby reducing the welding difficulty and quality risk, improving the overall vehicle handling performance, and reducing the braking distance.

[0045] like Figure 6 As shown, further, in some embodiments, the cross-section of the first structural segment 100 is the same as the cross-section of the second structural segment 200, so that the first structural segment 100 has a first opposing sidewall 104 that is opposite to the first sidewall 102 and protrudes from the second structural segment 200, and a second opposing sidewall 105 that is opposite to the second sidewall 103 and recessed from the second structural segment 200.

[0046] Along the first direction, the height of the first structural segment 100 is the same as the height of the second structural segment 200, that is, the distance between the first opposite sidewall 104 and the first sidewall 102 is the same as the height of the second structural segment 200 in the first direction. Along the second direction, the width of the first structural segment 100 is the same as the width of the second structural segment 200, that is, the distance between the second opposite sidewall 105 and the second sidewall 103 is the same as the width of the second structural segment 200 in the second direction. Through the arrangement of the first opposite sidewall 104 and the second opposite sidewall 105, the overall installation direction flexibility of the main component is improved.

[0047] While the first sidewall 102 and the second sidewall 103 improve the torsional resistance of the main body, the first opposite sidewall 104 and the second opposite sidewall 105 also further improve the torsional resistance of the main body and enhance the structural strength of the main body through specific concave and convex arrangements.

[0048] like Figure 2 , Figure 4 As shown, further, in some embodiments, the center line of the first structural segment 100 is parallel to the center line of the second structural segment 200, and the main body is provided with a cavity that passes through the first structural segment 100 and the second structural segment 200.

[0049] By aligning the centerline of the first structural segment 100 with the centerline of the second structural segment 200, the overall extension consistency between the two second structural segments 200 and the first structural segment 100 is constrained. When subjected to external forces, the external force can be transmitted more evenly from the first structural segment 100 to the second structural segment 200, and simultaneously to the connecting member 300, thereby improving overall reliability. At the same time, a cavity is provided within the main body that runs through the first structural segment 100 and the second structural segment 200, increasing the overall weight of the main body and reducing the weight of the entire vehicle.

[0050] like Figure 2 , Figure 4 As shown, further, in some embodiments, the distance by which the first sidewall 102 is recessed below the second structural segment 200 is 20%-50% of the height of the second structural segment 200 in the first direction, and the distance by which the second sidewall 103 protrudes above the second structural segment 200 is 20%-50% of the width of the second structural segment 200 in the second direction.

[0051] It should be noted that the concavity of the first sidewall 102 is 20%-50% of the height of the second structural segment 200 in the first direction. This avoids the reduction in torsional resistance that occurs when the concavity is less than 20% of the height of the second structural segment 200, and avoids the problem of reduced structural strength at the connection between the first structural segment 100 and the second structural segment 200 when the concavity is more than 50% of the height of the second structural segment 200. This also avoids the problem of failure to achieve torsional resistance or deformation or tearing of the guide point between the first structural segment 100 and the second structural segment 200 under external force.

[0052] like Figure 7 As shown, further, in some embodiments, the mounting member 400 is L-shaped and configured such that when the mounting member 400 is connected to the main body, the mounting member 400 is attached to two adjacent side walls of the first structural segment 100. By connecting the mounting member 400 to two adjacent side walls of the first structural segment 100 simultaneously, the load force on the mounting member 400 is decomposed through the two different planes of the side walls of the first structural segment 100 during the process of being transferred to the main body, thereby enabling the main body to obtain better reliability. Furthermore, through the spatial arrangement of the two adjacent side walls and the second structural segment 200, the stability of the first structural segment 100 when bearing torsional forces is further improved.

[0053] It should be noted that, in the actual assembly process, the mounting component 400 can be arranged on the second side wall 103 and the first opposite side wall 104, or on the first side wall 102 and the second opposite side wall 105, or on the first side wall 102 and the second side wall 103, or on the first opposite side wall 104 and the second opposite side wall 105, so as to maintain greater flexibility while keeping the overall structural stability of the main component intact.

[0054] Furthermore, in some embodiments, the first structural segment 100 has a plurality of first mounting holes 401 along the first direction and a plurality of second mounting holes 402 along the second direction, and the first mounting holes 401 and the second mounting holes 402 are respectively provided with locking portions 403 for connecting the mounting member 400.

[0055] During installation, the through arrangement of the first mounting hole 401 and the second mounting hole 402 facilitates the operation of the locking part 403 on one side of the main body from one side, improving the flexibility of operation. In addition, the through arrangement of the first mounting hole 401 and the second mounting hole 402 allows the L-shaped mounting part 400 to be flexibly installed on the side walls of different main bodies. In the overall structural layout design, it can be adapted to different vehicle models and working conditions without incurring additional processing, manufacturing, and assembly costs.

[0056] Furthermore, in some embodiments, the distance between adjacent first mounting holes 401 is different from the distance between adjacent second mounting holes 402.

[0057] Since the mounting component 400 is L-shaped, when the mounting component 400 is connected to the main body, the mounting component 400 is attached to two adjacent side walls of the first structural segment 100. By connecting the mounting component 400 to two adjacent side walls of the first structural segment 100 simultaneously, the load force on the mounting component 400 is decomposed through the two different planes of the side walls of the first structural segment 100 during the process of being transferred to the main body. This results in better reliability of the main body. Furthermore, the spatial arrangement of the two adjacent side walls with the second structural segment 200 further improves the stability of the first structural segment 100 when bearing torsional forces.

[0058] After the mounting component 400 is fixedly installed onto the main body through the first mounting hole 401 and the second mounting hole 402, the mounting component 400 maintains a stable connection with the main body through the locking members in the first mounting hole 401 and the second mounting hole 402. Therefore, when the mounting component 400 is subjected to external force, the locking members form force-bearing points at the first mounting hole 401 and the second mounting hole 402. At the same cross-sectional position on the first structural section 100, the first mounting hole 401 and the second mounting hole 402 are not arranged side by side. When the first mounting hole 401 and the second mounting hole 402 are subjected to force at the same time, it also avoids tearing at the first mounting hole 401 and the second mounting hole 402 due to stress concentration, thereby improving the overall stability of the first structural section 100. Even during dynamic towing, when encountering complex working conditions such as starting and braking, the connection between the first mounting hole 401 and the second mounting hole 402 transmits the force at different positions, thereby improving the overall reliability.

[0059] like Figure 5 As shown, further, in some embodiments, the connector 300 includes a back plate 301 and wing plates 302 spaced apart on the same side of the back plate 301. The back plate 301 is provided with a plurality of first mounting holes 303, and the two wing plates 302 are respectively provided with second mounting holes 304 for the second structural segment 200 to be simultaneously connected.

[0060] It should be noted that the back plate 301 and the wing plate 302 are integrally structured to ensure connection stability between them, improve processing efficiency, and facilitate assembly. Specifically, the wing plate 302 can be fixedly connected to the second structural segment 200 by welding to maintain connection stability and reduce the impact of the opening at the connection on the structural rigidity of the main component. After assembly, the contact surface between the second structural segment 200 and the wing plate 302 is the inner wall of the second assembly hole 304. The connection 300 and the second assembly hole 304 are then installed. When specifying the dimensions, the second structural section 200 can be interference-fitted with the second mounting hole 304 or attached to the inner wall of the second mounting hole 304, and fixed by welding at the angle formed by the second structural section 200 and the wing plate 302. On the one hand, the weld provides a stable connection, and on the other hand, the second structural section 200 and the wing plate 302 can also abut against each other through the contact surface, improving reliability. Correspondingly, while maintaining a stable connection effect and structural strength, the overall thickness of the connector 300 can be reduced, thereby further achieving the overall lightweight requirement.

[0061] Specifically, the back plate 301 and the wing plate 302 can be set to be perpendicular to each other. After the back plate 301 is fixed to the vehicle body, the connector 300 can provide more stable support for the main body.

[0062] Specifically, the included angle between the two wing plates 302 can be set to an obtuse angle, that is, the two wing plates 302 are set to be flared on the back plate 301. When the hook is under tension, it is convenient to decompose the force through the relatively inclined wing plates 302, thereby improving the overall structural stability.

[0063] On the one hand, this application provides a vehicle frame. In some embodiments, the vehicle frame includes the rear crossbeam structure as described above. Specifically, in this vehicle frame, except for the rear crossbeam structure and related components which adopt the technical solutions in the above embodiments, the structure, connection relationship, installation position, etc. of other devices can refer to the relevant disclosures in the prior art, and will not be elaborated here.

[0064] On the one hand, this application provides a vehicle. In some embodiments, the vehicle includes a frame as described above. Specifically, in this vehicle, except for the frame and related components which adopt the technical solutions in the above embodiments, the structure, connection relationship, installation position, etc. of other devices can refer to the relevant disclosures of the prior art, and will not be elaborated here.

[0065] It should be understood that the terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance. Although the terms "first," "second," etc., may be used herein to describe various units, these units should not be limited by these terms. These terms are only used to distinguish one unit from another. For example, a first unit may be referred to as a second unit, and similarly, a second unit may be referred to as a first unit, without departing from the scope of the exemplary embodiments of the invention.

[0066] It should be understood that the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, B exists alone, and A and B exist simultaneously. The term " / and" in this article describes another relationship between related objects, indicating that two relationships can exist. For example, A / and B can mean: A exists alone, and A and B exist alone. In addition, the character " / " in this article generally indicates that the related objects before and after it are in an "or" relationship.

[0067] It should be understood that in the description of this invention, the terms "upper," "vertical," "inner," "outer," etc., indicate the orientation or positional relationship as commonly placed when the disclosed product is used, or the orientation or positional relationship commonly understood by those skilled in the art. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0068] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0069] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments of the invention. As used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising,” “including,” “containing,” and / or “including” as used herein specify the presence of the stated features, integers, steps, operations, units, and / or components, and do not exclude the presence or addition of one or more other features, quantities, steps, operations, units, components, and / or combinations thereof.

[0070] Specific details are provided in the following description to provide a complete understanding of the exemplary embodiments. However, those skilled in the art will understand that the exemplary embodiments can be implemented without these specific details. In other embodiments, well-known processes, structures, and techniques may be omitted in the depiction of non-essential details to avoid obscuring the exemplary embodiments.

[0071] The above are merely specific embodiments of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

[0072] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art.

Claims

1. A rear crossbeam structure, characterized in that, The rear crossbeam structure includes: The main body includes a first structural segment and second structural segments respectively disposed at both ends of the first structural segment. Along a first direction, the first structural segment has a first sidewall recessed into the second structural segment. Along a second direction perpendicular to the first direction, the first structural segment has a second sidewall protruding from the second structural segment. The distance by which the first sidewall is recessed into the second structural segment is 20%-50% of the height of the second structural segment in the first direction, and the distance by which the second sidewall protrudes from the second structural segment is 20%-50% of the width of the second structural segment in the second direction. The connectors are respectively fixed on the second structural segment. Each connector includes a back plate and wing plates spaced apart on the same side of the back plate. The back plate is provided with a plurality of first mounting holes, and the two wing plates are respectively provided with second mounting holes for simultaneous through connection of the second structural segment. The mounting component is detachably disposed on the first structural segment and is used to connect the tow hook. The first structural segment has a plurality of first mounting holes along the first direction and a plurality of second mounting holes along the second direction. The distance between adjacent first mounting holes is different from the distance between adjacent second mounting holes.

2. The rear crossbeam structure as described in claim 1, characterized in that: The cross-section of the first structural segment is the same as that of the second structural segment, so that the first structural segment has a first opposing sidewall that is opposite to the first sidewall and protrudes from the second structural segment, and a second opposing sidewall that is opposite to the second sidewall and recessed into the second structural segment.

3. The rear crossbeam structure as described in claim 2, characterized in that: The centerline of the first structural segment is parallel to the centerline of the second structural segment, and the main body has a cavity that connects the first structural segment and the second structural segment.

4. The rear crossbeam structure as described in claim 1, characterized in that: The mounting component is L-shaped and configured such that, when connected to the main body component, the mounting component is attached to two adjacent side walls of the first structural segment.

5. The rear crossbeam structure as described in claim 4, characterized in that: The first mounting hole and the second mounting hole are respectively provided with locking parts for connecting the mounting component.

6. A vehicle frame, characterized in that: The frame includes a rear crossbeam structure as described in any one of claims 1-5.

7. A vehicle, characterized in that: The vehicle includes the frame as described in claim 6.

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