Rear towing hook fixing structure sub-assembly, vehicle body rear structure assembly and vehicle

Abstract

The invention relates to the technical field of automobile body structures, in particular to a rear towing hook fixing structure sub-assembly, an automobile body rear structure assembly and an automobile. The rear towing hook fixing structure sub-assembly comprises a longitudinal beam rear section, a box body structure, a connecting plate and a hook pipe. The box body structure is embedded into a cavity of the longitudinal beam rear section and fastened with the longitudinal beam rear section through a first bolt, a box body through hole communicated with an inner cavity of the longitudinal beam rear section is formed in the box body structure, a third through hole is formed in the connecting plate, and the hook pipe penetrates through the third through hole and the box body through hole to be welded and fixed to the box body structure. By adopting a bolt connection mode, the box body structure can be reliably fixed in the rear section of the aluminum alloy longitudinal beam, and the aluminum alloy longitudinal beam does not need to be welded, so that the process problem caused by direct tailor welding of steel and aluminum alloy is avoided, and the structural applicability and the manufacturing reliability are improved.

Description

Technical Field

[0001] This application relates to the field of automotive body structure technology, specifically to a rear tow hook fixing structure sub-assembly, a rear body structure assembly, and a vehicle. Background Technology

[0002] Existing rear tow hook mounting structures are typically designed at the energy-absorbing box location of the rear bumper beam sub-assembly, and are bolted to the vehicle body together with the rear bumper beam sub-assembly. Their rigidity, strength, and towing capacity are relatively weak. Therefore, some vehicles design the rear tow hook mounting structure within the rear longitudinal beam of the rear floor, directly welded to it, resulting in better strength and towing capacity. However, this design method, based on the rear longitudinal beam, involves welding between steel components. Due to material limitations and welding processes, welding steel and aluminum profiles is difficult, making this design unsuitable for the rear longitudinal beam of the rear floor made of aluminum alloy. Summary of the Invention

[0003] One objective of this application is to provide a rear tow hook fixing structure sub-assembly to solve the technical problem that the rear tow hook mounting structure in the prior art cannot be set on the rear section of the rear floor longitudinal beam made of aluminum alloy material; another objective is to provide a rear structure assembly of the vehicle body; and a third objective is to provide a vehicle.

[0004] To achieve the above objectives, the technical solution adopted in this application is as follows: A rear tow hook fixing structure sub-assembly, comprising: Rear section of longitudinal beam; The box structure is embedded in the cavity of the rear section of the longitudinal beam and fastened to the rear section of the longitudinal beam by a first bolt. The box structure is provided with a box through hole that communicates with the inner cavity of the rear section of the longitudinal beam. A connecting plate is attached and fixed to the side of the box structure away from the rear section of the longitudinal beam. The connecting plate abuts against the end of the rear section of the longitudinal beam, and a third through hole is provided on the connecting plate. The hook tube passes through the third through hole and the box body through hole and is welded and fixed to the box body structure.

[0005] By employing the aforementioned technical means and using bolted connections, the box structure can be reliably fixed within the rear section of the aluminum alloy longitudinal beam without the need for welding the beam. This avoids the technological challenges associated with direct welding of steel and aluminum alloy, improving structural applicability and manufacturing reliability. The connecting plate, in its assembled state, abuts against the end of the rear section of the longitudinal beam, forming a pressure-bearing and limiting structure at the beam end. During towing operations, the towing force from the rear tow hook is transmitted through the hook tube to the box structure and connecting plate, and then distributed throughout the box structure to the rear section of the longitudinal beam. Because the box structure is embedded within the cavity of the rear section of the longitudinal beam, the towing load can be fully diffused within the beam's cross-section, avoiding localized stress concentration and improving the overall load-bearing capacity of the rear section of the longitudinal beam and the towing safety of the rear tow hook.

[0006] Furthermore, in the rear tow hook fixing structure sub-assembly, the box structure includes a first reinforcing member and a second reinforcing member, which are fastened together to form the box structure; The first reinforcing member includes a first reinforcing plate and a first flange connected to each other; the second reinforcing member includes a second reinforcing plate and a second flange; the first flange and the second flange are stacked and welded together. The first reinforcing plate has a first through hole, and the second reinforcing plate has a second through hole. The first through hole and the second through hole together form the through hole of the box body. The hook tube passes through the third through hole, the second through hole and the first through hole in sequence and is welded and fixed to the box body structure. Through the above-mentioned technical means, the first reinforcing member and the second reinforcing member are interlocked, so that the first flange and the second flange are stacked and fixedly connected by welding, thereby forming a box structure with high overall strength.

[0007] Furthermore, the rear tow hook fixing structure sub-assembly includes at least one of the following: The first reinforcing plate forms a third flange around the first through hole, and the hook tube is welded to the third flange; The connecting plate forms a fourth flange around the third through hole, and the hook tube is welded to the fourth flange.

[0008] Through the aforementioned technical means, the third and fourth flanges guide and limit the hook tube during assembly, facilitating its smooth passage through the corresponding through-hole and enabling rapid alignment and installation, thus improving assembly efficiency and consistency. Furthermore, the third and fourth flanges provide a circumferential welding lap area for the hook tube, allowing for circumferential arc welding connection between the hook tube and the flanges. Compared to direct welding at the edge of a flat plate, the flange structure significantly increases the effective weld length and welding fusion area, thereby improving the load-bearing capacity and fatigue resistance of the welded joint, which is beneficial for ensuring weld strength and long-term reliability under dragging conditions.

[0009] Furthermore, in the rear tow hook fixing structure sub-assembly, the third flange is located on the side of the first reinforcing plate opposite to the second reinforcing plate, the fourth flange is located on the side of the connecting plate opposite to the first reinforcing plate, and the two ends of the hook tube protrude from the third flange and the fourth flange, respectively.

[0010] By employing the aforementioned technical methods, the welding positions of the hook tubes are all located on the outer side of the box structure. This provides ample operating space during the welding process, preventing the welding torch from entering the box interior, thereby reducing welding difficulty and improving the stability of welding quality. Simultaneously, the exposed weldable distances at both ends of the hook tube from the third and fourth flanges allow the hook tube to form a complete circumferential arc weld with the corresponding flanges, ensuring sufficient weld leg size and effective fusion length. This enhances the load-bearing capacity and fatigue resistance of the welded joint under dragging conditions.

[0011] Furthermore, in the rear tow hook fixing structure sub-assembly, the second flange covers the outer side of the first flange, the second flange is fitted and connected to the inner wall surface of the rear section of the longitudinal beam, the first flange has a first threaded through hole, the second flange has a second threaded through hole, and the plate wall of the rear section of the longitudinal beam has a third threaded through hole, and the first bolt passes through the third threaded through hole, the second threaded through hole and the first threaded through hole in sequence.

[0012] Through the aforementioned technical means, a three-layer through-type bolted structure is formed, enabling reliable mechanical connections between the first and second reinforcing members and the rear section of the longitudinal beam at corresponding positions. Since the first bolt acts simultaneously on the rear section of the longitudinal beam, the second flange, and the first flange, the drag load can be distributed and transferred among multiple plates via the first bolt, thereby improving the overall load-bearing capacity and shear resistance of the connection area.

[0013] Furthermore, in the rear tow hook fixing structure sub-assembly, a first nut is welded to the inner side of the first flange at the first screw hole, and the first bolt matches the first nut.

[0014] By employing the aforementioned technical methods, the threaded connections are centrally located on the first steel reinforcing member, avoiding the direct formation of threaded structures on the rear section of the aluminum alloy longitudinal beam. This avoids the problems of aluminum alloy threads being easily damaged and having limited load-bearing capacity. Simultaneously, this structure also avoids the assembly difficulties of setting independent nuts inside the cavity of the rear section of the longitudinal beam or performing reverse operations, thus improving assembly efficiency.

[0015] A rear structure assembly for a vehicle body, comprising: Rear tow hook fixing structure sub-assembly; The rear bumper beam sub-assembly includes a rear bumper beam, an energy-absorbing box, and a fixing plate arranged sequentially, wherein the fixing plate is connected to the rear tow hook fixing structure sub-assembly. The rear tow hook includes a hook ring and a hook shank. The hook shank passes through the rear anti-collision beam, the energy-absorbing box, and the fixing plate in sequence, and is screwed into the hook tube.

[0016] Through the aforementioned technical means, when a vehicle experiences a rear-end collision but is not towed, the rear bumper beam, energy-absorbing box, and fixing plate can still function normally according to their original design, absorbing collision energy through the deformation of the energy-absorbing box. However, during towing, the towing load bypasses the energy-absorbing box's energy absorption path and is directly transferred to the rear section of the longitudinal beam via the hook handle and hook tube, thus achieving structural decoupling between the collision energy absorption function and the towing load-bearing function. This structural design allows the rear structural assembly of the vehicle body to simultaneously meet rear-end collision safety and high-strength towing requirements of the rear tow hook within the same installation area, avoiding the problem of insufficient towing capacity caused by the rear tow hook being installed at the energy-absorbing box location in existing technologies. This is particularly suitable for vehicles using aluminum alloy longitudinal beam rear sections.

[0017] Furthermore, in the rear structure assembly of the vehicle body, the rear section of the longitudinal beam is a square tube beam formed by sequentially connecting the top plate, the outer side plate, the bottom plate and the inner side plate, and the rear tow hook fixing structure sub-assembly also includes an outer reinforcing bracket. The external reinforcing bracket includes a first reinforcing vertical plate, a first reinforcing horizontal plate, a first extension plate, and a second extension plate. The first reinforcing vertical plate and the first reinforcing horizontal plate are connected to form an L-shaped structure. The first reinforcing vertical plate and the first extension plate are connected to form an L-shaped structure. The first reinforcing horizontal plate and the second extension plate are connected to form an L-shaped structure. The first reinforcing vertical plate is attached and fixed to the outer surface of the outer side plate. The first reinforcing horizontal plate is attached and fixed to the outer surface of the bottom plate. The first extension plate and the second extension plate both extend outward relative to the rear section of the longitudinal beam. The fixing plate is attached and fixed to the connecting plate, the first extension plate, and the second extension plate.

[0018] Through the aforementioned technical means, during vehicle towing operations, the towing load from the hook handle is transferred to the box structure via the hook tube and enters the interior of the rear section of the longitudinal beam. Simultaneously, part of the load can be further transferred to the outer reinforcing bracket through the connecting plate and fixing plate, and then diverted to the outer side plate and bottom plate of the rear section of the longitudinal beam by the first reinforcing vertical plate and the first reinforcing horizontal plate. Through the embedded load-bearing structure of the rear section of the longitudinal beam combined with the synergistic reinforcement of the outer bracket, the towing load is simultaneously distributed inside and outside the longitudinal beam cross-section, preventing excessive concentrated loads in localized areas of the rear section of the longitudinal beam.

[0019] Furthermore, in the rear structural assembly of the vehicle body, the outer reinforcing bracket also includes a third extension plate. The first reinforcing upright plate is connected to the third extension plate to form an L-shaped structure. The third extension plate is located above the first extension plate. The first extension plate is recessed relative to the third extension plate. A transition step is formed between the first extension plate and the third extension plate. The inner surface of the connecting plate is in contact with the third extension plate. The outer surface of the connecting plate is flush with the surface of the first extension plate. The edge of the connecting plate is engaged with the transition step.

[0020] Through the aforementioned technical means, the outer reinforcing bracket forms a staggered, stepped structure on the outer side of the rear section of the longitudinal beam, which facilitates the rational stacking of multiple plates within a limited space. In the assembled state, the inner surface of the connecting plate is fixedly attached to the third extension plate, and the outer surface of the connecting plate is flush with the surface of the first extension plate, creating a continuous and flat structural interface between the inner and outer surfaces of the connecting plate and the outer reinforcing bracket along the length of the vehicle body. Simultaneously, the edge of the connecting plate engages with the transition step, thus providing dual lateral and vertical restraint for the connecting plate during assembly.

[0021] Furthermore, in the rear structure assembly of the vehicle body, the rear tow hook fixing structure sub-assembly also includes an inner reinforcing bracket. The inner reinforcing bracket includes a second reinforcing vertical plate and a second reinforcing horizontal plate. The second reinforcing vertical plate and the second reinforcing horizontal plate are connected to form an L-shaped structure. The second reinforcing vertical plate is attached to and fixed to the inner surface of the outer plate, and the second reinforcing horizontal plate is attached to and fixed to the inner surface of the bottom plate. The second reinforcing vertical plate, the outer plate, and the first reinforcing vertical plate are stacked in sequence. The second reinforcing vertical plate, the bottom plate, and the first reinforcing vertical plate are stacked in sequence.

[0022] Through the above-mentioned technical means, the outer side plate and bottom plate of the rear section of the longitudinal beam are reinforced and supported on both the inner and outer sides, thereby forming a clamping structure of inner reinforcing bracket, longitudinal beam plate wall and outer reinforcing bracket, so that the rear section of the longitudinal beam can form a multi-layer force path in the plate thickness direction under the action of drag load.

[0023] Furthermore, in the rear structural assembly of the vehicle body, the rear section of the longitudinal beam also includes a reinforcing rib plate. The reinforcing rib plate connects the outer side plate and the inner side plate respectively. The reinforcing rib plate divides the cavity in the rear section of the longitudinal beam into an upper cavity and a lower cavity. The first reinforcing member and the second reinforcing member are installed in the upper cavity, and the inner reinforcing bracket is installed in the lower cavity.

[0024] Through the aforementioned technical means, the first reinforcing member, the second reinforcing member, and the inner reinforcing bracket form a clear functional division within the rear section of the longitudinal beam. The upper cavity focuses on the introduction and dispersion of drag loads, while the lower cavity focuses on the overall support and stability of the longitudinal beam wall. The reinforcing ribs play a role in force transmission and constraint between the two, enabling the rear section of the longitudinal beam to form a multi-path, multi-layered load transfer system during the stress process.

[0025] A vehicle that includes a rear body structure assembly.

[0026] Based on the aforementioned technical methods, the load on the rear tow hook under towing conditions is primarily borne by the rear section of the longitudinal beam and its internal and external reinforcing structures, rather than by the energy-absorbing box in the rear bumper beam sub-assembly. This ensures the towing strength and reliability of the rear tow hook while maintaining the energy-absorbing function of the rear bumper beam sub-assembly during a rear-end collision. Furthermore, because the rear tow hook fixing structure sub-assembly is bolted to the rear section of the longitudinal beam, avoiding dissimilar material welding to the rear section, this vehicle structure is particularly suitable for vehicle body structures where the rear section of the longitudinal beam is made of aluminum alloy. This enhances the vehicle's towing capacity and structural safety under lightweight design conditions.

[0027] The beneficial effects of this application are: (1) The box structure is reliably fixed to the rear section of the aluminum alloy longitudinal beam by bolt connection, without the need to weld the aluminum alloy longitudinal beam. This avoids the process difficulties caused by direct welding of steel and aluminum alloy, and improves the applicability and manufacturing reliability of the structure. The connecting plate abuts against the end of the rear section of the longitudinal beam in the assembled state, and is used to form a pressure-bearing and limiting structure at the end of the longitudinal beam.

[0028] (2) When the vehicle is towing, the towing force from the rear tow hook is transmitted to the first reinforcing plate and the connecting plate through the hook tube, and then distributed to the rear section of the longitudinal beam through the box structure. Since the box structure is embedded in the cavity of the rear section of the longitudinal beam, the towing load can be fully diffused within the cross-section of the longitudinal beam, avoiding local stress concentration, which is conducive to improving the overall load-bearing capacity of the rear section of the longitudinal beam and the towing safety of the rear tow hook. Attached Figure Description

[0029] Figure 1 A schematic diagram of the rear tow hook fixing structure sub-assembly provided in the embodiment of this application in the assembled state; Figure 2A schematic diagram of the rear tow hook fixing structure sub-assembly provided in the embodiments of this application in an exploded state; Figure 3 A schematic diagram of the first reinforcing member, the second reinforcing member, and the connecting plate in the disassembled state of the rear tow hook fixing structure sub-assembly provided in the embodiments of this application; Figure 4 This application provides a schematic diagram of the assembled structure of the rear tow hook fixing structure sub-assembly, including the box structure, connecting plate, and hook tube. Figure 1 ; Figure 5 This application provides a schematic diagram of the assembled structure of the rear tow hook fixing structure sub-assembly, including the box structure, connecting plate, and hook tube. Figure 2 ; Figure 6 This is a schematic diagram of the box structure and hook tube in the assembled state of the rear tow hook fixing structure sub-assembly provided in the embodiments of this application. Figure 1 ; Figure 7 This is a schematic diagram of the box structure and hook tube in the assembled state of the rear tow hook fixing structure sub-assembly provided in the embodiments of this application. Figure 2 ; Figure 8 This is a schematic diagram of the box structure and hook tube in the assembled state of the rear tow hook fixing structure sub-assembly provided in the embodiments of this application. Figure 3 ; Figure 9 A top view of the box structure and hook tube in the assembled state of the rear tow hook fixing structure sub-assembly provided in the embodiment of this application; Figure 10 for Figure 9 AA section view in the middle; Figure 11 A schematic diagram of the rear section of the longitudinal beam, the outer reinforcing bracket and the inner reinforcing bracket in the assembled state of the rear tow hook fixing structure sub-assembly provided in the embodiments of this application; Figure 12 A schematic diagram of the outer and inner reinforcing brackets in the disassembled state of the rear tow hook fixing structure sub-assembly provided in the embodiments of this application; Figure 13 A side view of the rear tow hook fixing structure sub-assembly provided in the embodiment of this application in the assembled state; Figure 14 for Figure 13 BB section view in the middle; Figure 15 for Figure 14 A magnified view of a portion of region D in the middle; Figure 16 A top view of the rear tow hook fixing structure sub-assembly provided in the embodiment of this application in the assembled state; Figure 17 for Figure 16 CC section view in the middle; Figure 18 for Figure 17 A magnified view of a portion of region E in the middle; Figure 19 A partial structural schematic diagram of the rear vehicle body structure assembly provided in an embodiment of this application; Figure 20 for Figure 19 Longitudinal section view; Figure 21 for Figure 20 A magnified view of a portion of region F in the middle; Figure 22 A schematic diagram showing the assembly relationship between the rear tow hook fixing structure sub-assembly and the rear floor side panel in the rear structure assembly provided in this application embodiment; Figure 23 This is a schematic diagram showing the assembly relationship between the rear tow hook fixing structure sub-assembly, the rear section side plate of the rear floor, and the rear floor sub-assembly in the vehicle rear structure assembly provided in the embodiments of this application.

[0030] in, 100. Rear tow hook fixing structure sub-assembly; 110. Rear section of longitudinal beam; 111. Third bolted through hole; 112. Top plate; 113. Outer plate; 114. Bottom plate; 115. Inner plate; 116. Reinforcing rib plate; 117. Upper cavity; 118. Lower cavity; 119. Fifth bolted through hole; 101. Support plate; 120. First reinforcing member; 121. First reinforcing plate; 122. First through hole; 123. First flange; 124. First threaded hole; 125. Third flange; 126. First nut; 127. Reinforcing rib; 130. Second reinforcing member; 131. Second reinforcing plate; 132. Second through hole; 133. Second flange; 134. Second threaded hole; 140. Connecting plate; 140. Third through hole; 142. Fourth flange; 143. Welded nut; 144. Welded stud; 150. Hook pipe; 160. External reinforcing bracket; 161. First reinforcing vertical plate; 162. First reinforcing horizontal plate; 163. First extension plate; 164. Second extension plate; 165. Third extension plate; 166. Transition step; 167. Fourth bolt hole; 170. Inner reinforcing bracket; 171. Second reinforcing vertical plate; 172. Second reinforcing horizontal plate; 173. Sixth bolt hole; 174. Second nut; 180. First bolt; 190. Second bolt; 200, rear drag hook; 210, hook loop; 220, hook shank; 300. Rear bumper beam sub-assembly; 310. Rear bumper beam; 320. Energy absorption box; 330. Fixing plate; 400. Rear skirt assembly; 500, rear floor rear edge panel; 600, Rear Floor Assembly. Detailed Implementation

[0031] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0032] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0033] See Figures 1 to 18 The first aspect of this application proposes a rear tow hook fixing structure sub-assembly 100, whose main structure includes a rear section of a longitudinal beam 110, a box structure, a connecting plate 140, and a hook tube 150. The box structure is embedded in the cavity of the rear section of the longitudinal beam 110, and the box structure is fastened to the rear section of the longitudinal beam 110 by a first bolt 180. The box structure is provided with a box through hole communicating with the inner cavity of the rear section of the longitudinal beam 110. The connecting plate 140 is fitted and fixed to the side of the box structure away from the rear section of the longitudinal beam 110, and the connecting plate 140 abuts against the end of the rear section of the longitudinal beam 110. The connecting plate 140 is provided with a third through hole 141. The hook tube 150 passes through the third through hole 141 and the box through hole and is welded and fixed to the box structure.

[0034] The rear tow hook fixing structure sub-assembly 100 of this embodiment is used to reliably install the rear tow hook 200 onto the rear section 110 of the longitudinal beam on the rear floor of the vehicle body. It is particularly suitable for vehicles where the rear section 110 of the longitudinal beam is made of aluminum alloy profile. The rear section 110 of the longitudinal beam is the rear structure of the longitudinal beam on the rear floor of the vehicle body. It extends along the length of the vehicle body and has a closed or semi-closed cavity structure inside, which provides installation space and load-bearing foundation for the fixing structure of the rear tow hook 200.

[0035] The box structure is integrally embedded inside the cavity of the rear section 110 of the longitudinal beam and is fastened to the rear section 110 of the longitudinal beam by the first bolt 180. This bolted connection allows the box structure to be reliably fixed within the rear section 110 of the aluminum alloy longitudinal beam without the need for welding the beam. This avoids the technological challenges associated with directly welding steel and aluminum alloy, improving structural applicability and manufacturing reliability.

[0036] The connecting plate 140, in its assembled state, abuts against the end of the rear section 110 of the longitudinal beam, forming a pressure-bearing and limiting structure at the end of the longitudinal beam. The third through hole 141 on the connecting plate 140 is substantially coaxial with the through hole in the box body along the length of the vehicle body in the assembled state. The hook tube 150 penetrates the box body structure and the connecting plate 140 along the length of the vehicle body, and is welded and fixed to both the box body structure and the connecting plate 140, thereby reliably introducing the towing load into the box body structure and the rear section 110 of the longitudinal beam.

[0037] During towing operations, the towing force from the rear tow hook 200 is transmitted through the hook tube 150 to the housing structure and connecting plate 140, and then distributed throughout the housing structure to the rear section 110 of the longitudinal beam. Because the housing structure is embedded within the cavity of the rear section 110 of the longitudinal beam, the towing load can be fully diffused within the cross-section of the longitudinal beam, avoiding localized stress concentration. This improves the overall load-bearing capacity of the rear section 110 of the longitudinal beam and the towing safety of the rear tow hook 200.

[0038] With the above structural design, the rear tow hook fixing structure sub-assembly 100 described in this embodiment ensures towing strength and reliability while avoiding direct welding between the steel structure and the aluminum alloy longitudinal beam. It is suitable for aluminum alloy body structures and has good process adaptability and engineering application value.

[0039] In some embodiments, the box structure includes a first reinforcing member 120 and a second reinforcing member 130, which are interlocked to form the box structure. A first through hole 122 is formed on the first reinforcing plate 121, and a second through hole 132 is formed on the second reinforcing plate 131. The first through hole 122 and the second through hole 132 together constitute the through hole of the box. The hook tube 150 passes sequentially through the third through hole 141, the second through hole 132, and the first through hole 122 and is welded and fixed to the box structure. The first reinforcing member 120 includes a first reinforcing plate 121 and a plurality of first flanges 123 formed by bending to the same side. The second reinforcing member 130 includes a second reinforcing plate 131 and a plurality of second flanges 133 formed by bending to the same side. The first flanges 123 and the second flanges 133 are stacked and welded and fixed. A connecting plate 140 is fitted and fixed to the side of the second reinforcing plate 131 opposite to the first reinforcing plate 121.

[0040] The first reinforcing member 120 and the second reinforcing member 130 are interlocked, so that the first flange 123 and the second flange 133 are stacked and fixedly connected by welding, thereby forming a box structure with high overall strength.

[0041] In some implementations, such as Figure 3 , Figure 7-8 As shown, in the first reinforcing member 120, a plurality of reinforcing ribs 127 are formed at the connection between the first reinforcing plate 121 and the first flange 123. The reinforcing ribs 127 are disposed at the root of the connection between the first reinforcing plate 121 and the first flange 123, and are distributed at intervals along the circumference of the first through hole. By providing reinforcing ribs 127 at the connection between the first reinforcing plate 121 and the first flange 123, the root of the flange can be locally reinforced, making the first flange 123 less prone to root cracking or plastic deformation during stress, thereby improving the structural stability of the first reinforcing member 120 under high drag loads and reducing stress concentration at the connection. Furthermore, the provision of reinforcing ribs 127 also helps to improve the dimensional stability of the first reinforcing member 120 during forming and assembly, reducing warping deformation of the flange during manufacturing or welding, thereby ensuring the assembly accuracy and welding quality of the box structure.

[0042] In some implementations, such as Figure 3 , Figure 4-10 and Figure 13-18 As shown, in the rear tow hook fixing structure sub-assembly 100, the first reinforcing plate 121 forms a third flange 125 around the first through hole 122, and the hook tube 150 is welded to the third flange 125; similarly, the connecting plate 140 forms a fourth flange 142 around the third through hole 141, and the hook tube 150 is welded to the fourth flange 142.

[0043] The third flange 125 is continuously arranged circumferentially along the first through hole 122, so that the first through hole 122 forms a flange structure with a certain height in the axial direction. The hook tube 150 is inserted into the first through hole 122 in the assembled state and is fixedly connected to the third flange 125 by welding. The fourth flange 142 is continuously arranged circumferentially along the third through hole 141. After the hook tube 150 is inserted into the third through hole 141, it is fixedly connected to the fourth flange 142 by welding, so that the hook tube 150 is reliably welded to the connecting plate 140 at the position near the end of the rear section 110 of the longitudinal beam.

[0044] By providing a third flange 125 and a fourth flange 142 on the first reinforcing plate 121 and the connecting plate 140 respectively, the first through hole 122 and the third through hole 141 structurally form an axial guiding structure for the hook tube 150. During assembly, the third flange 125 and the fourth flange 142 can guide and limit the hook tube 150, facilitating its smooth passage through the corresponding through hole and rapid alignment and installation, thus improving assembly efficiency and consistency. Furthermore, the third flange 125 and the fourth flange 142 provide an annular welding lap area for the hook tube 150, enabling circumferential arc welding between the hook tube 150 and the flange. Compared to direct welding at the edge of the plate, the flange structure significantly increases the effective length of the weld and the welding fusion area, thereby improving the load-bearing capacity and fatigue resistance of the welded joint, which is beneficial for ensuring weld strength and long-term reliability under dragging conditions. When the vehicle is towing, the towing load from the hook tube 150 can be stably transferred to the first reinforcing plate 121 and the connecting plate 140 through the welded connection area formed by the third flange 125 and the fourth flange 142, and then transferred to the rear section 110 of the longitudinal beam through the box structure as a whole.

[0045] Preferably, the third flange 125 is located on the side of the first reinforcing plate 121 opposite to the second reinforcing plate 131, and the fourth flange 142 is located on the side of the connecting plate 140 opposite to the first reinforcing plate 121. The two ends of the hook tube 150 protrude from the third flange 125 and the fourth flange 142, respectively. That is, the third flange 125 extends away from the interior of the box structure, and the fourth flange 142 extends away from the box structure. In this embodiment, the hook tube 150 passes sequentially through the first through hole 122, the second through hole 132, and the third through hole 141, with its two ends protruding outward from the third flange 125 and the fourth flange 142, respectively, so that both ends of the hook tube 150 are exposed outside the corresponding flanges, forming the necessary weldable distance.

[0046] By setting the third flange 125 and the fourth flange 142 on the side of the corresponding plate away from the box structure, the welding position of the hook tube 150 is located on the outer area of ​​the box structure. This provides sufficient operating space during welding, preventing the welding torch from entering the box, thereby reducing welding difficulty and improving the stability of welding quality. Simultaneously, the weldable distance exposed at both ends of the hook tube 150 from the third flange 125 and the fourth flange 142 allows the hook tube 150 to form a complete circumferential arc weld with the corresponding flange, ensuring sufficient weld leg size and effective fusion length. This improves the load-bearing capacity and fatigue resistance of the welded joint under dragging conditions.

[0047] In some embodiments, in the rear tow hook fixing structure sub-assembly 100, the second flange 133 covers the outer side of the first flange 123, the second flange 133 is fitted and connected to the inner wall surface of the rear section 110 of the longitudinal beam, the first flange 123 is provided with a first screw through hole 124, the second flange 133 is provided with a second screw through hole 134, and the plate wall of the rear section 110 of the longitudinal beam is provided with a third screw through hole 111, the first bolt 180 passes through the third screw through hole 111, the second screw through hole 134 and the first screw through hole 124 in sequence.

[0048] The second flange 133 on the second reinforcing member 130 covers the outer side of the first flange 123 on the first reinforcing member 120, so that the first flange 123 and the second flange 133 form an inner and outer sleeve relationship in the radial direction. Through this covering structure, the first reinforcing member 120 and the second reinforcing member 130 form a stable edge reinforcement structure after assembly, which helps to improve the overall deformation resistance of the box structure. The second flange 133 is in close contact with the inner wall surface of the rear section 110 of the longitudinal beam, so that when the box structure is embedded in the cavity of the rear section 110 of the longitudinal beam, it can form a surface contact support with the inner wall of the longitudinal beam, thereby transferring the load more evenly to the plate wall of the rear section 110 of the longitudinal beam under the action of drag load, avoiding local stress concentration.

[0049] A three-layer through-bolt structure ensures a reliable mechanical connection between the first reinforcing member 120, the second reinforcing member 130, and the rear section 110 of the longitudinal beam at corresponding positions. Since the first bolt 180 acts simultaneously on the rear section 110 of the longitudinal beam, the second flange 133, and the first flange 123, the drag load can be distributed and transferred among multiple plates via the first bolt 180, thereby improving the overall load-bearing capacity and shear resistance of the connection area.

[0050] In addition, by using a flanged covering and connecting with the first bolt 180, the box structure can be reliably fixed without welding the rear section 110 of the longitudinal beam. This is particularly suitable for vehicle structures where the rear section 110 of the longitudinal beam is made of aluminum alloy, avoiding the process difficulties and quality risks caused by welding dissimilar materials such as steel and aluminum.

[0051] In some embodiments, in the rear tow hook fixing structure sub-assembly 100, a first nut 126 is welded and fixed to the inner side of the first flange 123 of the first reinforcing member 120 at a position corresponding to the first threaded through hole 124. The first nut 126 is coaxially arranged with the first threaded through hole 124. The first bolt 180 matches the first nut 126, and a fastening connection is achieved through threaded engagement. In this embodiment, the first bolt 180 sequentially passes through the third threaded through hole 111 on the wall of the rear section 110 of the longitudinal beam, the second threaded through hole 134 on the second flange 133, and the first threaded through hole 124 on the first flange 123, and then is threadedly connected to the first nut 126 located on the inner side of the first flange 123, thereby reliably fixing the rear section 110 of the longitudinal beam, the second reinforcing member 130, and the first reinforcing member 120 into a whole.

[0052] By pre-welding the first nut 126 to the inner side of the first flange 123, the threaded connection is concentrated on the first steel reinforcing member 120, avoiding the direct formation of a threaded structure on the rear section 110 of the aluminum alloy longitudinal beam, thus avoiding the problems of easy damage and limited load-bearing capacity of aluminum alloy threads. At the same time, this structure also avoids the assembly difficulties of setting an independent nut or performing reverse operations inside the cavity of the rear section 110 of the longitudinal beam, which is conducive to improving assembly efficiency.

[0053] Furthermore, since the first nut 126 is welded and fixed to the first flange 123, the first nut 126 can share the drag load with the first flange 123 and the first reinforcing plate 121 during the stress process, thereby improving the pull-out resistance and shear resistance of the screwed area.

[0054] In some preferred embodiments, the first bolt 180 is preferably a waterproof bolt. The waterproof bolt has a sealing structure at its bolt head and / or threaded portion to form a reliable seal in the threaded area after bolt installation. In this embodiment, the first bolt 180 sequentially penetrates the rear section 110 plate wall, the second flange 133, and the first flange 123, and is threadedly connected to the first nut 126 located inside the first flange 123. By using a waterproof bolt, the first bolt 180, with a through hole formed in the rear section 110 plate wall, can form an effective sealing interface between the bolt head and the rear section 110 plate wall, thereby preventing rainwater, mud, or other external liquids from entering the cavity of the rear section 110 along the bolt channel. Furthermore, since the rear section 110 is typically connected to the vehicle's underbody structure, and the external environment is complex, using a waterproof bolt can effectively prevent moisture from seeping into the vehicle's interior along the threaded connection and further into the passenger compartment or rear floor area, thereby reducing the risks of corrosion, abnormal noise, or electrical safety issues caused by water ingress.

[0055] like Figure 19-23As shown, the second aspect of this application proposes a rear vehicle structure assembly, the main structure of which includes a rear tow hook fixing structure sub-assembly 100, a rear anti-collision beam sub-assembly 300, and a rear tow hook 200. The rear anti-collision beam sub-assembly 300 includes a rear anti-collision beam 310, an energy-absorbing box 320, and a fixing plate 330 arranged sequentially. The fixing plate 330 is connected to the rear tow hook fixing structure sub-assembly 100. The rear tow hook 200 includes a hook ring 210 and a hook handle 220. The hook handle 220 passes through the rear anti-collision beam 310, the energy-absorbing box 320, and the fixing plate 330 in sequence, and is screwed into the hook tube 150.

[0056] The rear tow hook fixing structure sub-assembly 100 is as described above. Figure 1-18 The rear tow hook fixing structure sub-assembly 100 described in any embodiment is fixedly installed on the rear section 110 of the longitudinal beam on the rear floor of the vehicle body, serving as the main load-bearing structure of the rear tow hook 200. The rear anti-collision beam sub-assembly 300 is located at the rear end of the vehicle body and is used to absorb collision energy during low-speed or high-speed rearward collisions. The energy-absorbing box 320 is located between the rear anti-collision beam 310 and the fixing plate 330 and is used to undergo controlled deformation during the collision to absorb energy. The fixing plate 330 is used to connect the rear anti-collision beam sub-assembly 300 to the vehicle body structure.

[0057] In this embodiment, the fixing plate 330 is connected to the rear tow hook fixing structure sub-assembly 100, so that the rear anti-collision beam sub-assembly 300 and the rear tow hook fixing structure sub-assembly 100 are structurally integrated. This connection method ensures that the rear anti-collision beam sub-assembly 300, while fulfilling its own energy absorption function, does not serve as the main towing load-bearing structure of the rear tow hook 200, thereby preventing the towing load from directly acting on the energy-absorbing box 320 and causing it to fail.

[0058] The hook ring 210 of the rear tow hook 200 is used to connect with a tow rope or trailer hitch, and the hook shank 220 extends along the length of the vehicle body. In the assembled state, the hook shank 220 passes sequentially through the rear bumper beam 310, the energy-absorbing box 320, and the fixing plate 330, and is further screwed into the hook tube 150 in the rear tow hook fixing structure sub-assembly 100. By screwing the hook shank 220 into the hook tube 150, the towing load generated by the rear tow hook 200 under towing conditions can be directly transmitted to the hook tube 150 along the direction of the hook shank 220, and further transmitted by the hook tube 150 to the rear tow hook fixing structure sub-assembly 100 and the rear section 110 of the longitudinal beam, so that the towing load is mainly borne by the rear section 110 of the longitudinal beam, rather than by the energy-absorbing structure of the rear bumper beam sub-assembly 300.

[0059] When a rear-end collision occurs but towing is not performed, the rear bumper beam 310, energy-absorbing box 320, and fixing plate 330 can still function normally according to their original design, absorbing collision energy through the deformation of the energy-absorbing box 320. However, when the vehicle is towed, the towing load bypasses the energy absorption path of the energy-absorbing box 320 and is directly transferred to the rear section 110 of the longitudinal beam via the hook handle 220 and hook tube 150, thereby achieving structural decoupling between the collision energy absorption function and the towing load-bearing function. Through the above structural design, the rear structural assembly of the vehicle body can simultaneously meet the rear-end collision safety and the high-strength towing requirements of the rear tow hook 200 within the same installation area, avoiding the problem of insufficient towing capacity caused by the rear tow hook 200 being installed at the position of the energy-absorbing box 320 in the prior art. This is especially suitable for vehicles using the aluminum alloy rear section 110 structure.

[0060] In some implementations, such as Figure 3 , Figure 5 and Figure 13 As shown, the connecting plate 140 is provided with a welding nut 143 and a welding stud 144. The welding nut 143 and the welding stud 144 are both fixedly installed on the connecting plate 140 to realize the installation and fixation of the fixing plate 330 in the rear anti-collision beam sub-assembly 300.

[0061] Specifically, the welding nut 143 is positioned at a predetermined location on the connecting plate 140 and matches the corresponding mounting hole on the fixing plate 330, allowing the fixing plate 330 to be bolted to the welding nut 143, thereby reliably fixing the rear bumper beam sub-assembly 300 to the rear tow hook fixing structure sub-assembly 100. By pre-setting the welding nut 143 on the connecting plate 140, reverse operation on the back of the connecting plate 140 can be avoided during assembly, which helps improve assembly efficiency and ensures the stability of fastening quality. Simultaneously, the welding stud 144 is positioned on the connecting plate 140 and mates with the corresponding hole on the fixing plate 330. During assembly, the welding stud 144 can be inserted into the corresponding hole of the fixing plate 330, allowing the fixing plate 330 to be temporarily suspended before complete tightening, thus completing the pre-hanging of the rear bumper beam sub-assembly 300. Through this pre-hanging method, the assembly personnel can adjust the position of the fixing plate 330 and complete the bolt tightening operation without additional support. By simultaneously setting welding nuts 143 and welding studs 144 on the connecting plate 140, the connecting plate 140 structurally combines load-bearing, assembly, and positioning functions. This not only simplifies the assembly process of the rear bumper beam sub-assembly 300, but also improves assembly consistency and connection reliability. This is beneficial for meeting the towing load requirements while ensuring the normal energy absorption function and long-term stability of the rear bumper beam sub-assembly 300.

[0062] In some implementations, such as Figure 11-21As shown, the rear section 110 of the longitudinal beam is a square tube beam formed by sequentially connecting a top plate 112, an outer side plate 113, a bottom plate 114, and an inner side plate 115. The rear tow hook fixing structure sub-assembly 100 also includes an outer reinforcing bracket 160. The outer reinforcing bracket 160 includes a first reinforcing vertical plate 161, a first reinforcing horizontal plate 162, a first extension plate 163, and a second extension plate 164. The first reinforcing vertical plate 161 and the first reinforcing horizontal plate 162 are connected to form an L-shaped structure, and the first reinforcing vertical plate 161 is connected to the first extension plate 164. An L-shaped structure is formed, with the first reinforcing horizontal plate 162 and the second extension plate 164 connected to form an L-shaped structure. The first reinforcing vertical plate 161 is attached and fixed to the outer surface of the outer side plate 113, and the first reinforcing horizontal plate 162 is attached and fixed to the outer surface of the bottom plate 114. The first extension plate 163 and the second extension plate 164 both extend outward relative to the rear section 110 of the longitudinal beam. The fixing plate 330 is attached and fixed to the connecting plate 140, the first extension plate 163, and the second extension plate 164.

[0063] In this embodiment, by configuring the rear section 110 of the longitudinal beam as a square tubular beam structure, the longitudinal beam possesses high bending and torsional resistance in both the length and height directions of the vehicle body, providing a reliable load-bearing foundation for the rear tow hook fixing structure sub-assembly 100. An external reinforcing bracket 160 is disposed on the outer side of the rear section 110 of the longitudinal beam, used to externally reinforce the rear section 110 of the longitudinal beam under towing conditions, thereby further improving the load-bearing capacity of the rear section 110 of the longitudinal beam for towing loads.

[0064] Specifically, the external reinforcing bracket 160 includes a first reinforcing vertical plate 161, a first reinforcing horizontal plate 162, a first extension plate 163, and a second extension plate 164. Through multiple L-shaped connections, the external reinforcing bracket 160 forms an integral reinforcing structure with high spatial rigidity. In the assembled state, the first reinforcing vertical plate 161 and the first reinforcing horizontal plate 162 are respectively attached and fixed to the outer surface of the outer side plate 113 and the outer surface of the bottom plate 114 of the rear section 110 of the longitudinal beam, so that the external reinforcing bracket 160 provides external covering reinforcement to the rear section 110 of the longitudinal beam in both the vehicle width and vehicle height directions.

[0065] Meanwhile, the first extension plate 163 and the second extension plate 164 are both extended outward relative to the rear section 110 of the longitudinal beam, so that the outer reinforcing bracket 160 forms an outwardly expanding load-bearing structure in the end area of ​​the rear section 110 of the longitudinal beam, providing the necessary mounting load-bearing surface for the fixing plate 330 of the rear anti-collision beam sub-assembly 300. The fixing plate 330 in the rear anti-collision beam sub-assembly 300 is simultaneously attached and fixed to the connecting plate 140, the first extension plate 163 and the second extension plate 164, so that the fixing plate 330 is structurally integrated with the rear tow hook fixing structure sub-assembly 100 and the outer reinforcing bracket 160.

[0066] With the above structural configuration, during vehicle towing operations, the towing load from the hook handle 220 is transferred to the box structure via the hook tube 150 and enters the interior of the rear section 110 of the longitudinal beam. Simultaneously, part of the load can be further transferred to the outer reinforcing bracket 160 via the connecting plate 140 and the fixing plate 330, and then diverted to the outer side plate 113 and bottom plate 114 of the rear section 110 of the longitudinal beam by the first reinforcing vertical plate 161 and the first reinforcing horizontal plate 162. Through the embedded load-bearing structure of the rear section 110 of the longitudinal beam and the coordinated reinforcement of the outer bracket, the towing load is simultaneously distributed inside and outside the longitudinal beam cross-section, preventing excessive concentrated loads in any localized area of ​​the rear section 110 of the longitudinal beam.

[0067] In some embodiments, in the rear structural assembly of the vehicle body, the outer reinforcing bracket 160 further includes a third extension plate 165. The first reinforcing upright plate 161 is connected to the third extension plate 165 to form an L-shaped structure. The third extension plate 165 is located above the first extension plate 163. The first extension plate 163 is recessed relative to the third extension plate 165. A transition step 166 is formed between the first extension plate 163 and the third extension plate 165. The inner surface of the connecting plate 140 is in contact with the third extension plate 165, and the outer surface of the connecting plate 140 is flush with the surface of the first extension plate 163. The edge of the connecting plate 140 is engaged with the transition step 166.

[0068] The third extension plate 165 is connected to the first reinforcing upright plate 161 to form an L-shaped structure, which further extends the outer reinforcing bracket 160 in the vehicle height direction, thereby improving the structural coverage and load-bearing capacity of the outer reinforcing bracket 160 in the vertical direction.

[0069] By setting the transition step 166, the outer reinforcing bracket 160 forms a staggered stepped structure on the outer side of the rear section 110 of the longitudinal beam, which is beneficial for the reasonable stacking of multiple plates within a limited space. In the assembled state, the inner surface of the connecting plate 140 is attached and fixed to the third extension plate 165, and the outer surface of the connecting plate 140 is flush with the surface of the first extension plate 163, so that the inner and outer surfaces of the connecting plate 140 and the outer reinforcing bracket 160 form a continuous and flat structural interface in the length direction of the vehicle body. At the same time, the edge of the connecting plate 140 is engaged with the transition step 166, thereby forming a dual lateral and vertical limit on the connecting plate 140 during the assembly process.

[0070] In some embodiments, the rear tow hook fixing structure sub-assembly 100 further includes an inner reinforcing bracket 170, which includes a second reinforcing vertical plate 171 and a second reinforcing horizontal plate 172. The second reinforcing vertical plate 171 and the second reinforcing horizontal plate 172 are connected to form an L-shaped structure. The second reinforcing vertical plate 171 is attached to and fixed to the inner surface of the outer side plate 113, and the second reinforcing horizontal plate 172 is attached to and fixed to the inner surface of the bottom plate 114. The second reinforcing vertical plate 171, the outer side plate 113, and the first reinforcing vertical plate 161 are stacked in sequence. The second reinforcing vertical plate 171, the bottom plate 114, and the first reinforcing vertical plate 161 are stacked in sequence.

[0071] The inner reinforcing bracket 170 is disposed inside the cavity of the rear section 110 of the longitudinal beam to reinforce the inner structure of the rear section 110 of the longitudinal beam, forming a coordinated inner and outer reinforcing structure with the outer reinforcing bracket 160 disposed on the outer side. The inner reinforcing bracket 170 is configured with an L-shaped structure, which provides good support capacity in both the width and height directions of the vehicle body. Through the inner and outer layered structure, the outer plate 113 and the bottom plate 114 of the rear section 110 of the longitudinal beam are reinforced and supported on both the inner and outer sides, thereby forming a clamping structure of the inner reinforcing bracket 170, the longitudinal beam plate wall, and the outer reinforcing bracket 160, which enables the rear section 110 of the longitudinal beam to form multiple stress paths in the thickness direction under drag load. The drag load from the hook tube 150 is transferred to the interior of the rear section 110 of the longitudinal beam through the box structure and distributed to the longitudinal beam wall through the inner reinforcing bracket 170; on the other hand, it is transferred to the outer reinforcing bracket 160 through the connecting plate 140 and the fixing plate 330, and then diverted to the outer side of the longitudinal beam wall by the outer reinforcing bracket 160. The inner and outer reinforcing brackets 160 work together to prevent local buckling or wall instability of the rear section 110 of the longitudinal beam during the stress process.

[0072] In some embodiments, the rear section 110 of the longitudinal beam further includes a reinforcing rib plate 116, which connects the outer side plate 113 and the inner side plate 115 respectively. The reinforcing rib plate 116 divides the cavity in the rear section 110 of the longitudinal beam into an upper cavity 117 and a lower cavity 118. The first reinforcing member 120 and the second reinforcing member 130 are installed in the upper cavity 117, and the inner reinforcing bracket 170 is installed in the lower cavity 118.

[0073] The upper cavity 117 and the lower cavity 118 are arranged vertically along the vehicle height direction, thereby forming a multi-cavity structure with different functional zones while maintaining an overall closed cross-section. By arranging the box structure formed by the first reinforcing member 120 and the second reinforcing member 130 in the upper cavity 117, the main towing load of the rear tow hook 200 can be introduced into the interior of the rear section 110 of the longitudinal beam near the neutral axis or at a position with favorable stress, which helps to reduce the bending moment and local stress concentration generated by the longitudinal beam wall under towing conditions. By setting the inner reinforcing bracket 170 in the lower cavity 118, the inner reinforcing bracket 170 can provide targeted support for the lower area of ​​the bottom plate 114 and the outer plate 113 of the rear section 110 of the longitudinal beam, thereby improving the bending and buckling resistance of the lower structure of the rear section 110 of the longitudinal beam under the combined action of towing load and vehicle weight.

[0074] By arranging the upper and lower cavities 118 in sections, the first reinforcing member 120, the second reinforcing member 130, and the inner reinforcing bracket 170 form a clear functional division within the rear section 110 of the longitudinal beam. The upper cavity 117 focuses on the introduction and dispersion of drag loads, while the lower cavity 118 focuses on the overall support and stability of the longitudinal beam wall. The reinforcing rib 116 plays a role in force transmission and constraint between the two, enabling the rear section 110 of the longitudinal beam to form a multi-path, hierarchical load transfer system during the stress process.

[0075] In some preferred embodiments, the outer reinforcing bracket 160 is provided with a fourth threaded through hole 167, the bottom plate 114 and the outer side plate 113 of the rear section of the longitudinal beam 110 are respectively provided with fifth threaded through holes 119, and the inner reinforcing bracket 170 is provided with a sixth threaded through hole 173. A second nut 174 is welded and fixed to the inner side of the inner reinforcing bracket 170 at the position corresponding to the sixth threaded through hole 173. The second nut 174 is coaxially arranged with the sixth threaded through hole 173. The second bolt 190 passes through the fourth threaded through hole 167 on the outer reinforcing bracket 160, the fifth threaded through holes 119 on the bottom plate 114 and the outer side plate 113 of the rear section of the longitudinal beam 110, and the sixth threaded through hole 173 on the inner reinforcing bracket 170 in sequence, and is threaded with the second nut 174, thereby reliably fixing the outer reinforcing bracket 160, the rear section of the longitudinal beam 110, and the inner reinforcing bracket 170 into one unit.

[0076] Through the aforementioned through-bolt structure, the outer reinforcing bracket 160, the rear section 110 of the longitudinal beam plate, and the inner reinforcing bracket 170 form a clamping layered structure at the bolted connection point. Under drag load, the load can be directly transferred between the outer reinforcing bracket 160 and the inner reinforcing bracket 170 via the second bolt 190, and both act together on the bottom plate 114 and the outer side plate 113 of the rear section 110 of the longitudinal beam, thereby significantly improving the tensile, shear, and bending resistance of the rear section 110 of the longitudinal beam in this area. In addition, since the second nut 174 is welded and fixed to the inner reinforcing bracket 170, the threaded connection is concentrated in the body of the reinforcing member, eliminating the need to form a threaded structure on the plate wall of the rear section 110 of the longitudinal beam. This avoids the problem of directly bearing threaded loads on the aluminum alloy longitudinal beam. At the same time, this structure also avoids the assembly difficulties caused by setting free nuts inside the longitudinal beam cavity, which is beneficial to improving assembly efficiency.

[0077] In some embodiments, in the rear tow hook fixing structure sub-assembly 100, the first reinforcing plate 161 of the outer reinforcing bracket 160 extends upward along the vehicle height direction to the area of ​​the outer side plate 113 corresponding to the upper cavity 117 of the rear section 110 of the longitudinal beam, so that the outer reinforcing bracket 160 not only reinforces the lower area of ​​the rear section 110 of the longitudinal beam, but also forms a structural cover for the area near the upper cavity 117. For example... Figure 13As shown, in this embodiment, when the first reinforcing plate 161 extends upward to the area of ​​the outer side plate 113 corresponding to the upper cavity 117, the fourth screw hole 167 on the first reinforcing bracket can be aligned with the third screw hole 111 on the outer side plate 113 of the rear section 110 of the longitudinal beam. Through this hole alignment, the outer reinforcing bracket 160 can form a direct screw connection with the longitudinal beam structure in the area of ​​the upper cavity 117 of the rear section 110 of the longitudinal beam. At this screw connection position, the first flange 123, the second flange 133, the outer side plate 113 of the rear section 110 of the longitudinal beam, and the first reinforcing plate 161 are stacked sequentially in the vehicle width direction, forming a four-layer stacked structure. The first bolt 180 sequentially passes through the fourth screw hole 167, the third screw hole 111, the second screw hole 134, and the first screw hole 124, and is finally screwed and fixed to the first nut 126 located inside the first flange 123. Through the aforementioned four-layered, threaded connection structure, the first reinforcing member 120, the second reinforcing member 130, the outer side plate 113 of the rear section 110 of the longitudinal beam, and the outer reinforcing bracket 160 form a high-strength integral connection structure in the upper cavity 117 region. Under dragging conditions, the drag load from the hook tube 150 can not only be transferred to the rear section 110 of the longitudinal beam through the box structure, but also diffused into the upper cavity 117 region via the threaded connection, thus allowing the longitudinal beam section to participate in load-bearing over a larger height range. Furthermore, since the first reinforcing vertical plate 161 extends into the upper cavity 117 region and participates in the threaded connection, the stress height of the outer reinforcing bracket 160 in the rear section 110 of the longitudinal beam is further increased, which helps to reduce the bending moment generated by the longitudinal beam under dragging loads and improves the overall bending and torsional resistance of the longitudinal beam.

[0078] In some implementations, such as Figure 19As shown, the rear structure assembly of the vehicle body also includes a rear skirt sub-assembly 400. The rear skirt sub-assembly 400 is located at the rear of the vehicle body, forming the outer covering structure of the rear end of the vehicle body, and together with the rear bumper beam sub-assembly 300, constitutes the overall shape and structural system of the rear of the vehicle body. In this embodiment, the connecting plate 140 is fixedly connected to the rear skirt sub-assembly 400 by welding. By welding the connecting plate 140 to the rear skirt sub-assembly 400 as a single unit, the connecting plate 140 structurally serves not only as a connecting component between the rear tow hook fixing structure sub-assembly 100 and the rear bumper beam sub-assembly 300, but also as a structural support component of the rear skirt sub-assembly 400, thereby forming an integrated connection between multiple sub-assemblies at the rear of the vehicle body in this area. By using welding connections, the rear tow hook fixing structure sub-assembly 100, the rear anti-collision beam sub-assembly 300, and the rear skirt sub-assembly 400 form a continuous structural path at the rear of the vehicle body. This helps to reduce the relative displacement between the sub-assemblies under vehicle driving vibration, towing conditions, or rear-end collision conditions, thereby improving the overall rigidity and stability of the rear structure of the vehicle body.

[0079] In some implementations, such as Figure 19 and Figure 22-23 As shown, the rear structure assembly of the vehicle body also includes a rear floor side panel 500. The rear floor side panel 500 is attached to and fixed to the top plate 112 of the rear section 110 of the longitudinal beam, and extends outward relative to the rear section 110 of the longitudinal beam, forming a lateral boundary structure for the rear floor area of ​​the vehicle body, while also reinforcing and covering the upper area of ​​the rear section 110 of the longitudinal beam. In this embodiment, the rear floor side panel 500 is attached to the top plate 112 of the rear section 110 of the longitudinal beam, forming a superimposed structure in the vehicle height direction, which helps to improve the overall rigidity and stability of the upper area of ​​the rear section 110 of the longitudinal beam. The outward extension of the rear floor side panel 500 allows it to form a continuous structure with other body panels in the vehicle width direction, facilitating the integrated layout of the rear structure of the entire vehicle.

[0080] Preferably, such as Figure 23As shown, in the overlapping area between the rear floor rear side plate 500 and the box structure, a fixed connection is achieved by means of the first bolt 180. Specifically, at one end of the longitudinal beam rear section 110 where the box structure is located, the rear floor rear side plate 500, the top plate 112 of the longitudinal beam rear section 110, the second flange 133, and the first flange 123 are stacked sequentially in the vehicle height direction. The first bolt 180 passes through the rear floor rear side plate 500, the top plate 112 of the longitudinal beam rear section 110, the second flange 133, and the first flange 123 in sequence, and is screwed and fixed to the first nut 126 located inside the first flange 123. Through the above-mentioned multi-layered and through-bolted structure, the rear floor rear side plate 500 not only exists as a covering and extension structure, but also participates in the overall connection between the rear tow hook fixing structure sub-assembly 100 and the longitudinal beam rear section 110. Loads from towing or vehicle driving conditions can be diverted and transferred between the rear floor side plate 500, the top plate 112 of the rear section 110 of the longitudinal beam, and the box structure via the first bolt 180, thereby improving the load-bearing capacity of the upper area of ​​the rear section 110 of the longitudinal beam.

[0081] In some implementations, such as Figure 20 and 23 As shown, the rear structure assembly of the vehicle body also includes a rear floor sub-assembly 600. The rear floor sub-assembly 600 forms the rear floor structure of the vehicle body and is connected to the rear section 110 of the longitudinal beam in multiple directions to enhance the integrity and stability of the overall rear structure of the vehicle body. In this embodiment, a support plate 101 extending inward toward the vehicle body direction is formed at the connection between the inner side plate 115 and the bottom plate 114 of the rear section 110 of the longitudinal beam. The support plate 101 is integrally formed by the inner side plate 115 and the bottom plate 114 of the rear section 110 of the longitudinal beam, so that the rear section 110 of the longitudinal beam forms a support structure in the inner region that can be fitted with the rear floor sub-assembly 600.

[0082] The rear floor assembly 600 is respectively attached to the end of the top plate 112 of the rear section 110 of the longitudinal beam away from the box structure and the end of the inner side plate 115 away from the box structure, and is fixedly connected by bolts. This connection method ensures that the rear floor assembly 600 forms a reliable connection with the longitudinal beam in the area near the inner side and upper part of the rear section 110 of the longitudinal beam, and extends forward along the vehicle body direction, thus continuously connecting with the front floor structure of the vehicle body. Furthermore, the rear floor assembly 600 is also attached to the support plate 101 of the rear section 110 of the longitudinal beam. By attaching and fixing the rear floor assembly 600 to the support plate 101, the rear floor assembly 600 extends further inward in the vehicle body width direction, forming a stable connection with the inner area of ​​the rear section 110 of the longitudinal beam.

[0083] Through the aforementioned multi-directional bonding and fixing structure, the rear floor sub-assembly 600 forms a connection layout extending forward and inward at the rear section 110 of the longitudinal beam, thereby establishing a multi-directional structural connection relationship at the rear of the vehicle body. Under the load generated during towing or vehicle operation, the force borne by the rear section 110 of the longitudinal beam can not only be transmitted to the rear floor sub-assembly 600 along the length of the vehicle body, but also diffuse inward along the width of the vehicle body, which helps to reduce stress concentration in local areas of the rear section 110 of the longitudinal beam.

[0084] A third aspect of this application provides a vehicle including a rear body structure assembly. Specifically, the vehicle body includes a rear body structure assembly, which is the rear body structure assembly described in any of the foregoing embodiments.

[0085] In this embodiment, the rear structure assembly includes a rear tow hook fixing structure sub-assembly 100, a rear bumper beam sub-assembly 300, a rear tow hook 200, and a rear skirt sub-assembly 400. Each component is configured and connected according to the aforementioned implementation method. The rear tow hook 200 is screwed into the hook tube 150 of the rear tow hook fixing structure sub-assembly 100 via a hook handle 220, allowing the towing load to be directly transmitted to the rear section 110 of the longitudinal beam on the rear floor of the vehicle.

[0086] By employing the aforementioned rear body structure assembly in the vehicle, the load on the rear tow hook 200 under towing conditions is primarily borne by the rear section 110 of the longitudinal beam and its internal and external reinforcing structures, rather than by the energy-absorbing box 320 in the rear bumper beam sub-assembly 300. This ensures the towing strength and reliability of the rear tow hook 200 without affecting the energy-absorbing function of the rear bumper beam sub-assembly 300 during a rear-end collision. Furthermore, since the rear tow hook fixing structure sub-assembly 100 is fixed to the rear section 110 of the longitudinal beam with bolts, avoiding dissimilar material welding to the rear section 110, this vehicle structure is particularly suitable for vehicle body structures where the rear section 110 of the longitudinal beam is made of aluminum alloy. This improves the vehicle's towing capacity and structural safety under lightweight design conditions.

[0087] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0088] Although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used herein do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.

[0089] The above description is merely a specific embodiment of the present invention, enabling those skilled in the art to understand or implement the invention. 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 the invention. Therefore, the present invention 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.

Claims

1. A rear trailer hitches mounting structure sub-assembly, characterized by, The rear section of the longitudinal beam (110) is provided with a cavity, and a box body structure is embedded in the cavity. The box body structure is fastened to the rear section of the longitudinal beam (110) by a first bolt (180), and the box body structure is provided with a box body through hole which is in communication with the cavity of the rear section of the longitudinal beam (110). A connecting plate (140) is fixedly attached to one side of the box body structure away from the rear section of the longitudinal beam (110) and abuts against the end of the rear section of the longitudinal beam (110), and the connecting plate (140) is provided with a third through hole (141). A hook pipe (150) is welded to the box body structure through the third through hole (141) and the box body through hole.

2. The rear hook fixing structure sub-assembly according to claim 1, wherein the box body structure comprises a first reinforcing member (120) and a second reinforcing member (130), the first reinforcing member (120) and the second reinforcing member (130) are mutually engaged to form the box body structure. The first reinforcing member (120) comprises a first reinforcing plate (121) and a first flange (123) connected to each other, and the second reinforcing member (130) comprises a second reinforcing plate (131) and a second flange (133), the first flange (123) and the second flange (133) are arranged in a stack and are welded together. The first reinforcing plate (121) is provided with a first through hole (122), and the second reinforcing plate (131) is provided with a second through hole (132), the first through hole (122) and the second through hole (132) together form the box body through hole, and the hook pipe (150) is welded to the box body structure through the third through hole (141), the second through hole (132) and the first through hole (122) in sequence. At least one of the following is included: The first reinforcing plate (121) forms a third flange (125) around the first through hole (122), and the hook pipe (150) is welded to the third flange (125); 3. The rear hitching structure sub-assembly of claim 2, wherein, The connecting plate (140) forms a fourth flange (142) around the third through hole (141), and the hook pipe (150) is welded to the fourth flange (142). The second flange (133) is wrapped on the outside of the first flange (123), the second flange (133) is attached to the inner wall of the rear section of the longitudinal beam (110), the first flange (123) is provided with a first threaded hole (124), the second flange (133) is provided with a second threaded hole (134), and the plate wall of the rear section of the longitudinal beam (110) is provided with a third threaded hole (111), the first bolt (180) passes through the third threaded hole (111), the second threaded hole (134) and the first threaded hole (124) in sequence. The inside of the first flange (123) is welded with a first nut (126) at the first threaded hole (124), and the first bolt (180) is matched with the first nut (126).

4. The rear hitch mounting structure subassembly of claim 2, wherein, ​ ​ 5. A vehicle body rear structure assembly characterized by comprising: ​ The rear trailer hook fixing structure subassembly (100) according to any one of claims 1-4; The rear anti-collision beam subassembly (300) comprises a rear anti-collision beam (310), an energy absorption box (320) and a fixing plate (330) arranged in sequence, and the fixing plate (330) is connected with the rear trailer hook fixing structure subassembly (100); The rear trailer hook (200) comprises a hook ring (210) and a hook handle (220), the hook handle (220) penetrates the rear anti-collision beam (310), the energy absorption box (320) and the fixing plate (330) in sequence, and is screw-connected with the hook pipe (150).

6. The vehicle body rear structure assembly according to claim 5, characterized by The rear section of the longitudinal beam (110) is a square tube beam formed by a top plate (112), an outer side plate (113), a bottom plate (114) and an inner side plate (115) connected in sequence, and the rear trailer hook fixing structure subassembly (100) further comprises an outer reinforcing support (160); The outer reinforcing support (160) comprises a first reinforcing vertical plate (161), a first reinforcing horizontal plate (162), a first extension plate (163) and a second extension plate (164), the first reinforcing vertical plate (161) and the first reinforcing horizontal plate (162) are connected to form an L-shaped structure, the first reinforcing vertical plate (161) and the first extension plate (163) are connected to form an L-shaped structure, the first reinforcing horizontal plate (162) and the second extension plate (164) are connected to form an L-shaped structure, the first reinforcing vertical plate (161) is fixedly attached to the outer surface of the outer side plate (113), the first reinforcing horizontal plate (162) is fixedly attached to the outer surface of the bottom plate (114), and the first extension plate (163) and the second extension plate (164) are both outwardly extended relative to the rear section of the longitudinal beam (110), and the fixing plate (330) is fixedly attached to the connecting plate (140), the first extension plate (163) and the second extension plate (164).

7. The vehicle body rear structure assembly according to claim 6, characterized by The outer reinforcing support (160) further comprises a third extension plate (165), the first reinforcing vertical plate (161) and the third extension plate (165) are connected to form an L-shaped structure, the third extension plate (165) is located above the first extension plate (163), the first extension plate (163) is recessed relative to the third extension plate (165), a transition step (166) is formed between the first extension plate (163) and the third extension plate (165), the inner side surface of the connecting plate (140) is attached to the third extension plate (165), the outer side surface of the connecting plate (140) is flush with the surface of the first extension plate (163), and the edge of the connecting plate (140) is clamped in the transition step (166).

8. The vehicle body rear structure assembly according to claim 6 or 7, characterized by, The rear trailer hook fixing structure assembly (100) further comprises an inner reinforcing support (170), the inner reinforcing support (170) comprises a second reinforcing vertical plate (171) and a second reinforcing horizontal plate (172), the second reinforcing vertical plate (171) and the second reinforcing horizontal plate (172) are connected to form an L-shaped structure, the second reinforcing vertical plate (171) is fixedly attached to the inner surface of the outer side plate (113), the second reinforcing horizontal plate (172) is fixedly attached to the inner surface of the bottom plate (114), the second reinforcing vertical plate (171), the outer side plate (113) and the first reinforcing vertical plate (161) are sequentially stacked, and the second reinforcing vertical plate (171), the bottom plate (114) and the first reinforcing vertical plate (161) are sequentially stacked.

9. The vehicle body rear structure assembly according to claim 8, characterized by, The rear section (110) of the longitudinal beam further comprises a reinforcing rib plate (116), the reinforcing rib plate (116) is connected to the outer side plate (113) and the inner side plate (115) respectively, the reinforcing rib plate (116) divides the cavity in the rear section (110) of the longitudinal beam into an upper cavity (117) and a lower cavity (118), the box body structure is installed in the upper cavity (117), and the inner reinforcing support (170) is installed in the lower cavity (118).

10. A vehicle characterized by comprising: A rear body structure assembly comprising a rear body structure assembly according to any one of claims 5 to 9.

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