Tail beam assembly and automobile
By introducing an inverted eight-shaped second tail beam and elastic rotating part into the tail beam assembly, the problem of insufficient traction capacity of the tail beam assembly is solved, and higher traction tolerance and drag uniformity are achieved, and suitable for large-tonnage vehicles. drag task.
Patent Information
- Application Number
- CN202311623291.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2023-11-30
- Publication Date
- 2024-12-31
- Estimated Expiration
- 2043-11-30
AI Technical Summary
When the existing tail beam assembly tows large tonnage vehicles, the traction capacity is insufficient and cannot meet the requirements of models with large loads.
A tail beam assembly including the first tail beam, a decoupling assembly and a second tail beam was designed. The two ends of the second tail beam were bent to form an inverted eight-shaped shape. The tensile force of the trailer was converted into pressure using the inverted eight-shaped mechanics principle to transmit the tension of the trailer into pressure. To the left and right longitudinal beams, the traction force tolerance is increased and connected to the guide port through the elastic rotating part to ensure that the traction direction is consistent with the force direction.
The maximum tension value of the tail beam is increased, the traction capacity is increased, the heavier cargo can be effectively dragged, and the decoupling components are prevented during the traction process, suitable for rescue and towing of double-hook trains.
Smart Images
Figure CN117382732B_ABST
Abstract
Description
Technical Field
[0001] The invention relates to the technical field of vehicle frame assemblies, and in particular to a tail beam assembly and a vehicle. Background Art
[0002] Vehicles use trailer hitches to tow trailers or other vehicles. Several different types of hitches exist, including rear-mounted, front-mounted, or 5th-wheel hitches. Trailer hitches must withstand shear, tension, and compression forces. Trailer hitches are sized and manufactured to transfer forces between the vehicles they are connected to.
[0003] In the related technology, the unhooking assembly for small-tonnage tractors, trucks, and special-purpose vehicles directly adopts an integrated casting structure, integrating the unhooking body, cylindrical beam connection holes, accessories, and frame connection holes. The straight tail beam and the frame connection plate are fixed together with rivets, and then the connection plate and the frame longitudinal beam are fixed with high-strength bolts. Since the stress point is the single-sided frame longitudinal beam, the stress point is relatively concentrated and the towing tonnage cannot be further increased. Usually, the maximum load is generally the same tonnage half-loaded vehicle (for example, a 16T vehicle, this unhooking can pull 8T). Obviously, with the double-trailer train (the overall total volume can reach 141.5m 3 In some areas, the driving policy of some vehicles with larger loading capacity (such as 2000 tons of vehicle weight per trip) is being tried out, and the traction capacity of the existing uncoupling assembly cannot meet the use requirements. Summary of the invention
[0004] With regard to the uncoupling on the rear cross beam assembly in the related technology, its traction capacity is not enough to cope with some vehicles with larger loading volumes, resulting in the problem of insufficient traction capacity of the vehicle.
[0005] In a first aspect, an embodiment of the present application provides a tail beam assembly, which includes: a first tail beam, a decoupling assembly, and a second tail beam; wherein:
[0006] a first rear crossbeam, the ends of which are respectively used to connect to the left longitudinal beam and the left longitudinal beam of the vehicle;
[0007] A release assembly, which is inserted into the first tail beam;
[0008] The second tail cross beam has a middle portion engaged with the decoupling assembly, and two ends of the second tail cross beam are bent away from the inner side surface of the first tail cross beam and are respectively connected to the left longitudinal beam and the left longitudinal beam.
[0009] In combination with the first aspect, in a specific embodiment, the second tail beam includes: a clamping plate and two force transmission beams; wherein,
[0010] A clamping plate, the center of which is provided with a clamping hole, the clamping hole is clamped with the decoupling assembly. Two force transmission beams, the two force transmission beams are symmetrically arranged at both ends of the clamping plate, one end of the force transmission beam is connected to the clamping plate, and the other end is connected to the left longitudinal beam or the left longitudinal beam.
[0011] It can be understood that the clamping plate and the force transmission beam body are both straight beams. The clamping plate and the force transmission beam are arranged as one body to ensure better force transmission performance, so that the traction force exerted on the uncoupling component is no longer borne only by the first tail cross beam, but is transmitted by the clamping plate to the force transmission beam and the left and right longitudinal beams on both sides in turn, thereby improving the traction bearing capacity of the entire tail cross beam structure and allowing the vehicle to pull heavier cargo.
[0012] In combination with the first aspect, in a specific embodiment, the length direction of the clamping plate is perpendicular to the length direction of the left longitudinal beam or the left longitudinal beam, and the angle between each of the force transmission beams and the left longitudinal beam or the left longitudinal beam is a first preset angle.
[0013] In combination with the first aspect, in a specific embodiment, a connecting flange is provided at the end of the force transmission beam, and the connecting flange is used to be attached to the inner side of the left longitudinal beam or the left longitudinal beam, and is threadedly connected to the left longitudinal beam or the left longitudinal beam.
[0014] In combination with the first aspect, in a specific embodiment, the first tail beam comprises: a straight groove, a through hole for the release assembly to pass through is provided at the bottom of the straight groove, and a threaded connection hole is provided on the side of the straight groove.
[0015] In combination with the first aspect, in a specific embodiment, both ends of the straight groove are provided with a crossbeam frame connecting plate, and each of the crossbeam frame connecting plates is arranged in contact with the left longitudinal beam or the left longitudinal beam.
[0016] In combination with the first aspect, in a specific embodiment, the decoupling component includes:
[0017] A front unhooking assembly, on which a clamping groove is provided, and the clamping groove is clamped with the first tail beam;
[0018] A rear unhooking assembly is connected to the front unhooking assembly, and the rear unhooking assembly is used to be connected to a traction rope.
[0019] In combination with the first aspect, in a specific embodiment, the rear unhooking assembly includes:
[0020] A guide opening, in which a first safety pin is detachably inserted, and the first safety pin is used to be connected to a traction rope;
[0021] An elastic rotating part is arranged on the front unhooking assembly, the elastic rotating part is rotationally connected to the guide port, and the elastic rotating part is configured as follows: when the guide port opening starts to rotate from an initial direction, the elastic rotating part rotates with the guide port and applies a driving force opposite to the rotation direction to the guide port until the guide port opening direction rotates back to the initial direction.
[0022] It is worth noting that when a vehicle performs a towing task, the towing direction is often inconsistent with the driving direction. This often leads to the situation where the length direction of the unhooking component is inconsistent with the direction in which it is actually subjected to force. This situation causes uneven force at various positions of the unhooking component, which can easily cause damage to the unhooking component. In this application, an elastic rotating part is rotatably connected to the guide port, and no matter what angle the guide port is at, it can be opened normally to perform the towing task, which greatly facilitates the separation and coupling of the vehicle.
[0023] In combination with the first aspect, in a specific embodiment, a safety locking bolt is inserted into the elastic rotating part, and the safety locking bolt is used to limit the rotation of the elastic rotating part. It can be understood that the elastic rotating part not only provides the guide port with a rotation function but also can automatically rotate using its elastic restoring force.
[0024] In a second aspect, an embodiment of the present application provides a car, comprising: a tail beam assembly as described in any one of the above items.
[0025] The beneficial effects brought by the technical solution provided by the embodiment of the present application include at least:
[0026] By setting a second tail beam connected to the unhooking, the two ends of the second tail beam are bent into an inverted eight-shaped shape. Using the inverted eight-shaped mechanical principle, the pulling force of the trailer on the straight beam is converted into the pressure of the inverted eight-shaped beam and the left and right longitudinal beams, which can avoid the shearing of the connecting bolts of the straight tail beam by the pulling force of the large-tonnage trailer to the maximum extent, and improve the maximum pulling force of the tail beam as a whole. At the same time, the inverted eight-shaped tail beam is connected to the two sides of the frame longitudinal beam by bolts, which further strengthens the strength of the tail beam. This new tail beam and unhooking assembly can not only be used for rescue, but also for double-trailer trains, and the whole vehicle is evenly towed. BRIEF DESCRIPTION OF THE DRAWINGS
[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.
[0028] Figure 1 It is a structural schematic diagram of the tail beam assembly in this application;
[0029] Figure 2 This is a schematic diagram of the structure of the second tail beam in this application;
[0030] Figure 3 This is a schematic diagram of a second tail beam in a specific embodiment of the present application;
[0031] Figure 4 This is a schematic diagram of the structure of the first tail beam of this application;
[0032] Figure 5 This is a schematic diagram of the structure of the crossbeam frame connecting plate of this application;
[0033] Figure 6 This is a schematic diagram of the structure of the decoupling component of this application from a first perspective;
[0034] Figure 7 This is a schematic diagram of the structure of the decoupling component of this application from a second perspective;
[0035] Figure 8 This is a schematic diagram of the force transmission principle of the second tail beam in a specific embodiment of the present application;
[0036] Fig. 9 This is a schematic diagram of a decoupling component in one embodiment of the present application.
[0037] In the figure: 1, first tail cross beam; 11, straight groove; 111, through hole; 112, threaded connection hole; 12, cross beam frame connecting plate; 21, left longitudinal beam; 22, right longitudinal beam; 3, unhooking component; 31, front unhooking assembly; 311, clamping groove; 32, rear unhooking assembly; 321, guide port; 322, elastic rotating part; 323, safety locking bolt; 33, first safety pin; 4, second tail cross beam; 41, clamping plate; 411, clamping hole; 42, force transmission beam; 421, connecting flange. DETAILED DESCRIPTION
[0038] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.
[0039] With regard to the uncoupling on the rear cross beam assembly in the related technology, its traction capacity is not enough to cope with some vehicles with larger loading volumes, resulting in the problem of insufficient traction capacity of the vehicle.
[0040] First, as Figure 1 , Figure 2 and Figure 3As shown, the present application provides a tail beam assembly, which includes: a first tail beam 1, a decoupling assembly 3, and a second tail beam 4; wherein,
[0041] The first tail cross beam 1 has two ends respectively connected to the left longitudinal beam 21 and the right longitudinal beam 22 of the automobile. The decoupling assembly 3 is inserted into the first tail cross beam 1. The second tail cross beam 4 has a middle portion engaged with the decoupling assembly 3, and the two ends of the second tail cross beam 4 are bent away from the inner side of the first tail cross beam 1 and respectively connected to the left longitudinal beam 21 and the right longitudinal beam 22. Optionally, the two ends of the second tail cross beam 4 are in an inverted figure eight structure.
[0042] It is worth noting that the present application adds a second tail beam 4 with a shape similar to an inverted eight on the first tail beam 1 with a straight structure. The inverted eight mechanics principle is fully utilized to convert the pulling force of the trailer on the straight beam into the pressure of the inverted eight beam and the left and right longitudinal beams, which avoids the shearing of the connecting bolts of the straight tail beam by the pulling force of the large-tonnage trailer to the maximum extent, and improves the maximum pulling force of the tail beam as a whole. At the same time, the inverted eight tail beam is connected with the bolts on both sides of the frame longitudinal beam, which further strengthens the strength of the tail beam. The new tail beam and uncoupling assembly can not only be used for rescue, but also for double-trailer trains, and the whole vehicle is evenly towed.
[0043] In some specific embodiments, the second tail beam 4 includes: a clamping plate 41 and two force transmission beams 42; wherein,
[0044] The clamping plate 41 has a clamping hole 411 at its center, and the clamping hole 411 is clamped with the decoupling component 3. Two force transmission beams 42 are symmetrically arranged at both ends of the clamping plate 41, one end of the force transmission beam 42 is connected to the clamping plate 41, and the other end is connected to the left longitudinal beam 21 or the right longitudinal beam 22.
[0045] It can be understood that the main bodies of the clamping plate 41 and the force transmission beam 42 are both straight beams. The clamping plate 41 and the force transmission beam 42 are arranged as one body to ensure better force transmission performance, so that the traction force exerted on the uncoupling component 3 is no longer borne only by the first tail cross beam 1, but is transmitted from the clamping plate 41 to the force transmission beam 42 and the left longitudinal beam 21 and the right longitudinal beam 22 on both sides in turn, thereby improving the traction bearing capacity of the entire tail cross beam structure and allowing the vehicle to pull heavier cargo.
[0046] In some preferred embodiments, Figure 1 and Figure 8 As shown, in order to make the tail beam structure bear more uniform and reasonable force when performing the traction task, the length direction of the clamping plate 41 is perpendicular to the length direction of the left longitudinal beam 21 or the right longitudinal beam 22, and the angle between each of the force transmission beams 42 and the left longitudinal beam 21 or the right longitudinal beam 22 is a first preset angle.
[0047] It should be noted that the first preset angle needs to be affected by the material bearing capacity and the beam size. Figure 8 As shown, the calculation formula can be obtained:
[0048] F0=F 01 *cosα+F 02 *cosα
[0049] F 1Z =F 01 *cosα;F 1Z' =F 01' *cosα
[0050] F 1X =F 01 *sinα;F 1X' =F 01' *sinα
[0051] F 01 *cosα=F 02 *cosα=F0 / 2
[0052] Among them, F0 is the traction force on the tail beam, F 01 、F 02 F is the force component applied by the force transmission beam 42 to the left and right longitudinal beams, 1Z 、F 1X 、F 1Z' 、F 1X' The two vertical components of force acting on the left and right longitudinal beams.
[0053] The present application provides a specific embodiment, when the total mass of the vehicle reaches 60T (for example, a double-trailer train) and the traction force F0 of the tail beam assembly is 21T:
[0054] F0=60 / 2T*μ0
[0055] F 01 *cosα=F 02 *cosα=F0 / 2
[0056] F 1Z =F 1Z'
[0057] μ s F′mz=k f F 1Z =k f F 1Z'
[0058] in,
[0059] μ0——The friction coefficient between tire and ground, usually 0.7 on dry ordinary road surface; α is the size angle of the inverted eight-shaped tail beam ( Figure 3 The dimensions are for reference only. The actual design dimensions shall be determined based on the load, frame and beam dimensions and materials, etc., and then comprehensively designed). s ——Friction coefficient of steel joint surface, when the joint surface is dry, μ s =0.1~0.16; when the joint surface is stained with oil, μ s =0.06~0.1; F′=bolt preload; m——number of joint surfaces; z——number of high-strength bolts; k f = Reliability factor considering friction transmission, k f =1.1~1.5.
[0060] It can be seen that compared with a single straight tail beam that bears a large tensile force alone, the tail beam assembly in the present application adopts an inverted eight-shaped second tail beam 4 to cooperate with a straight first tail beam 1, so that most of the traction force borne by the tail beam assembly is converted into shearing of high-strength bolts and deformation when the high-strength bolts and the frame are squeezed against each other to transmit the load, and the tensile force borne by the tail beam assembly itself is greatly reduced.
[0061] In some optional embodiments, in order to facilitate assembly and improve the strength of the left and right longitudinal beams, a connecting flange 421 is provided at the end of the force transmission beam 42. The connecting flange 421 is used to be attached to the inner side of the left longitudinal beam 21 or the right longitudinal beam 22 and threadedly connected to the left longitudinal beam 21 or the right longitudinal beam 22.
[0062] Furthermore, if Figure 4 As shown, the first tail beam 1 comprises: a straight groove 11 , a through hole 111 for the release assembly 3 to pass through is provided at the bottom of the straight groove 11 , and a threaded connection hole 112 is provided on the side of the straight groove 11 .
[0063] It is understandable that in the present application, each straight groove 11 is provided with a plurality of threaded connection holes 112 for connecting with other components, and the straight groove 11 is used to accommodate a part of the structure of the unhooking assembly 3 and the clamping plate 41 of the second tail beam 4.
[0064] Specifically, Figure 5 As shown, both ends of the straight groove 11 are provided with a crossbeam frame connecting plate 12 , and each of the crossbeam frame connecting plates 12 is arranged in close contact with the left longitudinal beam 21 or the right longitudinal beam 22 .
[0065] In some preferred embodiments, Figure 6 and Figure 7 As shown, the decoupling component 3 comprises:
[0066] The front unhooking assembly 31 is provided with a clamping groove 311, and the clamping groove 311 is clamped with the first tail beam 1. The rear unhooking assembly 32 is connected with the front unhooking assembly 31, and the rear unhooking assembly 32 is used to be connected with the traction rope.
[0067] Specifically, the rear unhooking assembly 32 includes:
[0068] The guide port 321 has a first safety pin 33 detachably inserted therein, and the first safety pin 33 is used to connect with the traction rope. The elastic rotating part 322 is provided on the front unhooking assembly 31, and the elastic rotating part 322 is rotatably connected with the guide port 321, and the elastic rotating part 322 is configured as follows: when the guide port 321 starts to rotate from the initial direction, the elastic rotating part 322 rotates with the guide port 321, and applies a driving force opposite to the rotation direction to the guide port 321 until the opening direction of the guide port rotates back to the initial direction. The first safety pin 33 is used to connect with the external traction rope, and a handle is provided at the end of the first safety pin 33, and the user can rotate the first safety pin 33 through the handle to lock or unlock the traction rope.
[0069] It is worth noting that when a vehicle performs a towing task, the towing direction is often inconsistent with the driving direction. This often leads to the situation that the length direction of the unhooking component 3 is inconsistent with the direction in which it is actually subjected to force. This situation causes uneven force at various positions of the unhooking component 3, which can easily cause damage to the unhooking component 3. In this application, the elastic rotating part 322 is rotatably connected to the guide port 321. No matter what angle the guide port 321 is at, it can be opened normally to perform the towing task, which greatly facilitates the separation and coupling of the vehicle.
[0070] In some optional embodiments, the first safety pin 33 can rotate 360°, which extends the service life by 50-70% compared with the non-rotating first safety pin 33; the fully sealed modular cast mechanical box protects all the action mechanisms in the cavity to extend the service life; the modular design makes the product easier to replace or upgrade.
[0071] In some specific embodiments, a safety locking bolt 323 is inserted into the elastic rotating portion 322 , and the safety locking bolt 323 is used to limit the rotation of the elastic rotating portion 322 .
[0072] It can be understood that the elastic rotating portion 322 not only provides the guide opening 321 with a rotation function but also can automatically rotate by utilizing its elastic restoring force.
[0073] In a second aspect, the present application provides a vehicle, which includes a tail beam assembly, the tail beam assembly including: a first tail beam 1, a decoupling component 3 and a second tail beam 4; wherein,
[0074] The first tail cross beam 1 has two ends respectively connected to the left longitudinal beam 21 and the right longitudinal beam 22 of the automobile. The decoupling assembly 3 is inserted into the first tail cross beam 1. The second tail cross beam 4 has a middle portion engaged with the decoupling assembly 3, and the two ends of the second tail cross beam 4 are bent away from the inner side of the first tail cross beam 1 and respectively connected to the left longitudinal beam 21 and the right longitudinal beam 22. Optionally, the two ends of the second tail cross beam 4 are in an inverted figure eight structure.
[0075] It is worth noting that the present application adds a second tail beam 4 with a shape similar to an inverted eight on the first tail beam 1 with a straight structure. The inverted eight mechanics principle is fully utilized to convert the pulling force of the trailer on the straight beam into the pressure of the inverted eight beam and the left and right longitudinal beams, which avoids the shearing of the connecting bolts of the straight tail beam by the pulling force of the large-tonnage trailer to the maximum extent, and improves the maximum pulling force of the tail beam as a whole. At the same time, the inverted eight tail beam is connected with the bolts on both sides of the frame longitudinal beam, which further strengthens the strength of the tail beam. The new tail beam and uncoupling assembly can not only be used for rescue, but also for double-trailer trains, and the whole vehicle is evenly towed.
[0076] In some specific embodiments, the second tail beam 4 includes: a clamping plate 41 and two force transmission beams 42; wherein,
[0077] The clamping plate 41 has a clamping hole 411 at its center, and the clamping hole 411 is clamped with the decoupling component 3. Two force transmission beams 42 are symmetrically arranged at both ends of the clamping plate 41, one end of the force transmission beam 42 is connected to the clamping plate 41, and the other end is connected to the left longitudinal beam 21 or the right longitudinal beam 22.
[0078] It can be understood that the main bodies of the clamping plate 41 and the force transmission beam 42 are both straight beams. The clamping plate 41 and the force transmission beam 42 are arranged as one body to ensure better force transmission performance, so that the traction force exerted on the uncoupling component 3 is no longer borne only by the first tail cross beam 1, but is transmitted from the clamping plate 41 to the force transmission beam 42 and the left longitudinal beam 21 and the right longitudinal beam 22 on both sides in turn, thereby improving the traction bearing capacity of the entire tail cross beam structure and allowing the vehicle to pull heavier cargo.
[0079] In some preferred embodiments, Figure 1 and Figure 8 As shown, in order to make the tail beam structure bear more uniform and reasonable force when performing the traction task, the length direction of the clamping plate 41 is perpendicular to the length direction of the left longitudinal beam 21 or the right longitudinal beam 22, and the angle between each of the force transmission beams 42 and the left longitudinal beam 21 or the right longitudinal beam 22 is a first preset angle.
[0080] It should be noted that the first preset angle needs to be affected by the material bearing capacity and the beam size. Figure 8 As shown, the calculation formula can be obtained:
[0081] F0=F 01 *cosα+F 02 *cosα
[0082] F 1Z =F 01 *cosα;F 1Z' =F 01' *cosα
[0083] F 1X =F 01 *sinα;F 1X' =F 01' *sinα
[0084] F 01 *cosα=F 02 *cosα=F0 / 2
[0085] Among them, F0 is the traction force on the tail beam, F 01 、F 02 F is the force component applied by the force transmission beam 42 to the left and right longitudinal beams. 1Z 、F 1X 、F 1Z' 、F 1X' The two vertical components of force acting on the left and right longitudinal beams.
[0086] The present application provides a specific embodiment, when the total mass of the vehicle reaches 60T (for example, a double-trailer train) and the traction force F0 on the tail beam is 21T:
[0087] F0=60 / 2T*μ0
[0088] F 01 *cosα=F 02 *cosα=F0 / 2
[0089] F 1Z =F 1Z'
[0090] μ s F′mz=k f F 1Z =k f F 1Z'
[0091] in,
[0092] μ0——The friction coefficient between the tire and the ground, which is generally 0.7 on dry ordinary roads; α is the size angle of the inverted eight-shaped tail beam ( Figure 3 The dimensions are for reference only. The actual design dimensions shall be determined based on the load, frame and beam dimensions and materials, etc., and then comprehensively designed). s——Friction coefficient of steel joint surface, when the joint surface is dry, μ s =0.1~0.16; when the joint surface is stained with oil, μ s =0.06~0.1; F′=bolt preload; m——number of joint surfaces; z——number of high-strength bolts; k f = Reliability factor considering friction transmission, k f =1.1~1.5.
[0093] It can be seen that compared with a single straight tail beam that bears a large tensile force alone, the tail beam assembly in the present application adopts an inverted eight-shaped second tail beam 4 to cooperate with a straight first tail beam 1, so that most of the traction force borne by the tail beam assembly is converted into shearing of high-strength bolts and deformation when the high-strength bolts and the frame are squeezed against each other to transmit the load, and the tensile force borne by the tail beam assembly itself is greatly reduced.
[0094] In some optional embodiments, in order to facilitate assembly and improve the strength of the left and right longitudinal beams, a connecting flange 421 is provided at the end of the force transmission beam 42. The connecting flange 421 is used to be attached to the inner side of the left longitudinal beam 21 or the right longitudinal beam 22 and threadedly connected to the left longitudinal beam 21 or the right longitudinal beam 22.
[0095] Furthermore, if Figure 4 As shown, the first tail beam 1 comprises: a straight groove 11 , a through hole 111 for the release assembly 3 to pass through is provided at the bottom of the straight groove 11 , and a threaded connection hole 112 is provided on the side of the straight groove 11 .
[0096] It is understandable that in the present application, each straight groove 11 is provided with a plurality of threaded connection holes 112 for connecting with other components, and the straight groove 11 is used to accommodate a part of the structure of the unhooking assembly 3 and the clamping plate 41 of the second tail beam 4.
[0097] Specifically, Figure 5 As shown, both ends of the straight groove 11 are provided with a crossbeam frame connecting plate 12 , and each of the crossbeam frame connecting plates 12 is arranged in close contact with the left longitudinal beam 21 or the right longitudinal beam 22 .
[0098] In some preferred embodiments, Figure 6 and Figure 7 As shown, the decoupling component 3 comprises:
[0099] The front unhooking assembly 31 is provided with a clamping groove 311, and the clamping groove 311 is clamped with the first tail beam 1. The rear unhooking assembly 32 is connected with the front unhooking assembly 31, and the rear unhooking assembly 32 is used to be connected with the traction rope.
[0100] Specifically, Figure 6 , Figure 7 and Fig. 9 As shown, the rear unhooking assembly 32 includes:
[0101] The guide port 321 has a first safety pin 33 detachably inserted therein, and the first safety pin 33 is used to connect with the traction rope. The elastic rotating part 322 is provided on the front unhooking assembly 31, and the elastic rotating part 322 is rotatably connected with the guide port 321, and the elastic rotating part 322 is configured as follows: when the guide port 321 starts to rotate from the initial direction, the elastic rotating part 322 rotates with the guide port 321, and applies a driving force opposite to the rotation direction to the guide port 321 until the opening direction of the guide port rotates back to the initial direction. The first safety pin 33 is used to connect with the external traction rope, and a handle is provided at the end of the first safety pin 33, and the user can rotate the first safety pin 33 through the handle to lock or unlock the traction rope.
[0102] It is worth noting that when a vehicle performs a towing task, the towing direction is often inconsistent with the driving direction. This often leads to the situation that the length direction of the unhooking component 3 is inconsistent with the direction in which it is actually subjected to force. This situation causes uneven force at various positions of the unhooking component 3, which can easily cause damage to the unhooking component 3. In this application, the elastic rotating part 322 is rotatably connected to the guide port 321. No matter what angle the guide port 321 is at, it can be opened normally to perform the towing task, which greatly facilitates the separation and coupling of the vehicle.
[0103] In some optional embodiments, the first safety pin 33 can rotate 360°, which extends the service life by 50-70% compared with the non-rotating first safety pin 33; the fully sealed modular cast mechanical box protects all the action mechanisms in the cavity to extend the service life; the modular design makes the product easier to replace or upgrade.
[0104] In some specific embodiments, a safety locking bolt 323 is inserted into the elastic rotating portion 322 , and the safety locking bolt 323 is used to limit the rotation of the elastic rotating portion 322 .
[0105] It can be understood that the elastic rotating portion 322 not only provides the guide opening 321 with a rotation function but also can automatically rotate by utilizing its elastic restoring force.
[0106] In summary, by setting up a second tail beam connected to the unhooking, the two ends of the second tail beam are bent to form an inverted eight-shaped shape, and the inverted eight-shaped mechanical principle is used to convert the pulling force of the trailer on the straight beam into the pressure of the inverted eight-shaped beam and the left and right longitudinal beams, thereby avoiding the shearing of the connecting bolts of the straight tail beam by the pulling force of the large-tonnage trailer to the maximum extent, and improving the maximum pulling force of the tail beam as a whole. At the same time, the inverted eight-shaped tail beam is bolted to the two sides of the frame longitudinal beam, further strengthening the strength of the tail beam. This new tail beam and unhooking assembly can not only be used for rescue, but also for double-trailer trains, and the whole vehicle is evenly towed.
[0107] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to the specific circumstances.
[0108] It should be noted that, in this application, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.
[0109] The above description is only a specific implementation of the present application, so that those skilled in the art can understand or implement the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest range consistent with the principles and novel features applied for herein.
Claims
1. A tail beam assembly, characterized in that: include: A first rear cross beam (1), two ends of which are respectively used to be connected to a left longitudinal beam (21) and a right longitudinal beam (22) of the vehicle; A decoupling assembly (3) which is inserted into the first tail beam (1); A second tail cross beam (4), the middle portion of which is clamped with the decoupling assembly (3), and both ends of the second tail cross beam (4) are bent in a direction away from the inner side surface of the first tail cross beam (1), and are respectively connected to the left longitudinal beam (21) and the right longitudinal beam (22); The decoupling component (3) comprises: A front unhooking assembly (31) is provided with a clamping groove (311), wherein the clamping groove (311) is clamped with the first tail beam (1); A rear unhooking assembly (32), which is connected to the front unhooking assembly (31), and the rear unhooking assembly (32) is used to be connected to a traction rope; The rear unhooking assembly (32) comprises: A guide opening (321) in which a first safety pin (33) is detachably inserted, wherein the first safety pin (33) is used to be connected to a traction rope; An elastic rotating part (322) is arranged on the front unhooking assembly (31), the elastic rotating part (322) is rotatably connected to the guide opening (321), and the elastic rotating part (322) is configured such that: when the opening of the guide opening (321) starts to rotate from an initial direction, the elastic rotating part (322) rotates with the guide opening (321) and applies a driving force opposite to the rotation direction to the guide opening (321) until the opening direction of the guide opening rotates back to the initial direction.
2. The tail beam assembly according to claim 1, characterized in that: The second tail beam (4) comprises: A clamping plate (41) having a clamping hole (411) at the center thereof, wherein the clamping hole (411) is clamped with the decoupling assembly (3); Two force transmission beams (42), the two force transmission beams (42) are symmetrically arranged at two ends of the clamping plate (41), one end of the force transmission beam (42) is connected to the clamping plate (41), and the other end is connected to the left longitudinal beam (21) or the right longitudinal beam (22).
3. The tail beam assembly according to claim 2, characterized in that: The length direction of the clamping plate (41) is perpendicular to the length direction of the left longitudinal beam (21) or the right longitudinal beam (22), and the angle between each of the force transmission beams (42) and the left longitudinal beam (21) or the right longitudinal beam (22) is a first preset angle.
4. The tail beam assembly according to claim 2, characterized in that: The end of the force transmission beam (42) is provided with a connecting flange (421), and the connecting flange (421) is used to be attached to the inner side of the left longitudinal beam (21) or the right longitudinal beam (22) and to be threadedly connected to the left longitudinal beam (21) or the right longitudinal beam (22).
5. The tail beam assembly according to claim 2, characterized in that: The first tail beam (1) comprises a straight groove (11), a through hole (111) for the release assembly (3) to pass through is provided at the bottom of the straight groove (11), and a threaded connection hole (112) is provided on the side of the straight groove (11).
6. The tail beam assembly according to claim 5, characterized in that: Both ends of the straight groove (11) are provided with a crossbeam frame connecting plate (12), and each of the crossbeam frame connecting plates (12) is arranged in close contact with the left longitudinal beam (21) or the right longitudinal beam (22).
7. The tail beam assembly according to claim 1, characterized in that: A safety locking bolt (323) is inserted into the elastic rotating part (322), and the safety locking bolt (323) is used to limit the rotational movement of the elastic rotating part (322).
8. A car, characterized in that: include: A tail beam assembly as claimed in any one of claims 1 to 7.