Trailer device and vehicle

Abstract

The invention relates to the technical field of automobile manufacturing, and discloses a trailer device and a vehicle. The two ends, in the length direction, of the reinforcing beam are connected with the two ends of the traction beam correspondingly, and a second traction piece connecting part is arranged between the two ends, in the length direction, of the reinforcing beam. The traction member is connected with the first traction member connecting part and the second traction member connecting part, and the problem that the structural durability of the traction beam body and the rear portion of a vehicle body is affected due to the fact that the structural stress stability is insufficient can be solved.

Description

Technical Field

[0001] This invention relates to the field of automobile manufacturing technology, and more specifically to trailer equipment and vehicles. Background Technology

[0002] Currently, most passenger vehicles on the market have manual tow hooks that are exposed for extended periods, which not only affects the vehicle's appearance but also makes it prone to causing significant damage to following vehicles in the event of a rear-end collision. Therefore, electric tow hooks are gradually being adopted.

[0003] Electric trailer hitches can be retracted into the vehicle body when not in use, improving both aesthetics and safety. However, to accommodate the movement envelope required for retraction and deployment, the tow bar of an electric trailer hitch is typically designed with a U-shaped bend to avoid internal vehicle components. This design results in a longer cantilever on the tow bar during towing, generating additional bending moments. This causes excessive load on the connection structure between the tow bar and the vehicle's longitudinal beams, making it prone to insufficient strength and fatigue failure. Summary of the Invention

[0004] This invention provides a trailer device and vehicle to solve the problem of insufficient structural stress stability, which affects the structural durability of the towing beam body and the rear of the vehicle.

[0005] In a first aspect, the present invention provides a trailer assembly, comprising:

[0006] The traction beam has a first traction component connecting part between its two ends along its length; The traction beam has a first traction component connecting part between its two ends along its length; A reinforcing beam has its two ends connected to the two ends of the traction beam along its length, and a second traction component connecting part is provided between the two ends of the reinforcing beam along its length. The traction component is connected to the first traction component connecting part and the second traction component connecting part, respectively.

[0007] Beneficial Effects: This invention establishes a stable support frame by installing a traction member between the traction beam and the reinforcing beam, connecting both ends of the reinforcing beam to the ends of the traction beam, and connecting the traction member to the first and second traction member connection parts. This structure can distribute the towing load on the traction member to both ends of the traction beam through the reinforcing beam, shortening the load transmission lever arm and effectively reducing the bending moment and stress concentration at the connection between the traction beam and the vehicle body. This improves the overall load-bearing capacity, structural rigidity, and fatigue resistance of the trailer hitch, and solves the problem of easy connection damage caused by excessively long cantilever arms in existing electric trailer hooks.

[0008] In one optional embodiment, the traction beam includes a first bearing segment, a second bearing segment, and a third bearing segment in sequence along its length direction. One end of the first bearing segment and the third bearing segment are respectively connected to the opposite ends of the second bearing segment, and the other ends of the first bearing segment and the third bearing segment have a distance h from the second bearing segment in a first direction. The first traction component connection portion is disposed in the second bearing section.

[0009] Beneficial effects: By designing the traction beam into a U-shaped structure with a first, second, and third load-bearing section, and establishing a gap between the first, third, and second load-bearing sections, necessary clearance space is provided for the movement of the electric trailer hook, meeting its retraction and envelopment requirements. Simultaneously, placing the traction component connection in the second load-bearing section allows the towing load to act directly on the central area of ​​the U-shaped structure. Combined with the support of the reinforcing beam, the force flow path is further optimized, improving the structural mechanical rationality while ensuring clearance functionality.

[0010] In one alternative embodiment, a first included angle α is formed between the reinforcing beam and the first load-bearing segment, and a second included angle b is formed between the reinforcing beam and the third load-bearing segment; Wherein, both the first included angle a and the second included angle b are acute angles.

[0011] Beneficial effects: By limiting the angles formed between the reinforcing beam and the first and third load-bearing sections of the traction beam to acute angles, the reinforcing beam is ensured to efficiently connect the two ends of the traction beam and the traction component in an inclined manner. This acute angle arrangement allows the reinforcing beam to primarily bear tensile and compressive loads during towing, resulting in a more direct force transmission path and ensuring the formation of the frame structure. It effectively decomposes and transmits the load at the traction component to both ends of the traction beam, enhancing the stability and force transmission efficiency of the frame structure.

[0012] In one alternative embodiment, the reinforcing beam comprises: The tube beam, wherein the second traction component connection is disposed between the two ends of the tube beam along its length direction; The first connector is connected to the second traction member connection part, and the first connector is connected to the traction member.

[0013] Beneficial effects: The reinforced beam is specifically designed as a structure including a tubular beam and a first connecting member, where the tubular beam serves as the main load-bearing component, and the second traction component connection is located on the tubular beam. This design results in a simple and high-strength structure. The first connecting member connects the traction component to the tubular beam, providing a reliable and easy-to-assemble connection node. The tubular beam structure ensures sufficient rigidity and strength while promoting lightweight design, giving the entire reinforced beam both good load-bearing capacity and practicality.

[0014] In one optional embodiment, the reinforcing beam further includes: A pair of second connectors are respectively disposed at both ends of the tube beam along its length; The traction beam is provided with a pair of third connectors at both ends, and the pair of second connectors are connected to the pair of third connectors one by one.

[0015] Beneficial effects: By setting a pair of second connectors to connect to both ends of the reinforcing beam and a pair of third connectors to connect to both ends of the traction beam, a robust and symmetrically distributed connection interface is established between the traction beam and the reinforcing beam. This design ensures the uniformity and balance of load transfer from the reinforcing beam to both ends of the traction beam, avoiding excessive force on one side and further enhancing the overall integrity and reliability of the entire trailer assembly structure.

[0016] In one optional embodiment, the third connecting member sequentially includes a first connecting portion, a second connecting portion, and a third connecting portion along the length direction of the traction beam. One end of the first connecting portion and the third connecting portion are respectively connected to opposite ends of the second connecting portion. The other end of the first connecting portion and the third connecting portion are provided with connecting holes. The first bearing section passes through two connecting holes of one of the second connecting members, and the third bearing section passes through two connecting holes of the other second connecting member. The second connecting member is connected to the first connecting portion and / or the third connecting portion.

[0017] Beneficial effects: The third connector is specifically designed as a structure including a first connector, a second connector, and a third connector, and achieves through-connection with the first and third load-bearing sections of the traction beam through connecting holes, while also connecting with the second connector. This connection method provides a large contact area and reliable mechanical interlocking, forming a rigid connection node between the traction beam, the reinforcing beam, and the connector, effectively resisting loads in all directions during towing and preventing loosening or deformation of the connection parts.

[0018] In one alternative embodiment, the third connector further includes: The fourth connecting part is connected to the second connecting part. The first connecting part and the third connecting part are both set at an angle to the second connecting part, and the first connecting part and the third connecting part are both located on one side of the second connecting part. The fourth connecting part is located on the other opposite side of the second connecting part, and the fourth connecting part is connected to the longitudinal beam of the vehicle body.

[0019] Beneficial effects: By adding a fourth connecting part to the third connecting part and placing it on the other side of the second connecting part for connecting to the vehicle body longitudinal beams, this design allows the trailer unit to achieve multi-point connections with the towing beam, reinforcing beam, and vehicle body longitudinal beams simultaneously through this integrated third connecting part, simplifying the installation structure.

[0020] In one optional embodiment, the first connector has a U-shaped cross-section perpendicular to the first direction, and notches are provided on both opposite sidewalls of the first connector, through which the second traction member connecting portion passes.

[0021] Beneficial effects: Designing the first connector with a U-shaped cross-section and providing a notch in the side wall for the second traction component to pass through creates a wrap-around connection structure. This structure not only facilitates the installation and positioning of the traction component, but the U-shaped structure also provides effective circumferential restraint on the connection, enhancing the bending and torsional stiffness of the connection node and ensuring the stability of the connection between the traction component and the reinforcing beam under complex working conditions.

[0022] In one optional embodiment, the second connector sequentially includes a fifth connecting portion and a sixth connecting portion along the direction from the reinforcing beam to the traction beam. The fifth connecting portion and the sixth connecting portion are connected to each other and form an L-shaped structure. The fifth connecting portions of a pair of second connectors are respectively connected to both ends of the tube beam, and the sixth connecting portions of a pair of second connectors are connected to the other ends of the first bearing section and the third bearing section.

[0023] Beneficial effects: The second connector is specifically designed as an L-shaped structure, including a fifth connecting part that connects to the reinforcing beam and a sixth connecting part that connects to the traction beam. The L-shaped structure can well adapt to the spatial angular relationship between the traction beam and the reinforcing beam, providing a stable connection transition. This design enables the second connector to achieve effective force transmission within a limited space, while also being simple in structure and easy to manufacture and assemble.

[0024] Secondly, the present invention also provides a vehicle, comprising: Vehicle body longitudinal beams; The trailer is equipped with a fourth connecting part that is connected to the longitudinal beam of the vehicle body.

[0025] Beneficial effects: By applying the trailer kit to the vehicle and connecting its fourth connection to the vehicle body longitudinal beam, a high-performance and highly reliable trailer solution is provided for the vehicle.

[0026] In one alternative implementation, it further includes: The first mounting component includes a first abutting portion and a first mounting portion sequentially along the length of the vehicle body longitudinal beam. The first abutting portion and the first mounting portion are arranged at an angle. The first abutting portion abuts against the second connecting portion of the trailer device. The first mounting portion is connected to the vehicle body longitudinal beam. The first mounting component is provided in multiple ways, and the multiple first mounting components are distributed sequentially along the circumference of the vehicle body longitudinal beam, and the multiple first abutting parts are connected sequentially, and the multiple first mounting parts are connected sequentially.

[0027] Beneficial effects: By setting multiple first mounting components with first abutment portions and first mounting portions, and distributing them circumferentially along the longitudinal beams of the vehicle body and connecting them to each other, a continuous and stable reinforced mounting ring is constructed on the outer side of the longitudinal beams of the vehicle body. The first abutment portions abut against the second connecting portions of the trailer hitch, providing a direct support surface, which can distribute the towing load more evenly over a larger area of ​​the longitudinal beams of the vehicle body, enhancing the rigidity and strength of the local mounting areas of the longitudinal beams of the vehicle body, and preventing sheet metal tearing or weld failure caused by stress concentration.

[0028] In one alternative implementation, it further includes: The second mounting component includes a second mounting portion and a third mounting portion in sequence along the length direction of the vehicle body longitudinal beam. The second mounting portion and the third mounting portion are arranged at an angle. The second mounting portion is connected to the vehicle body longitudinal beam, and the third mounting portion is connected to the rear of the vehicle body.

[0029] Beneficial effects: By adding a second mounting component with a second and a third mounting section, and connecting it to the vehicle body longitudinal beams and the rear body panel respectively, an auxiliary force transmission path is established from the trailer mounting area to the rear body structure. This design helps to transfer some of the vertical load upwards to the rear body panel and its cavity structure, achieving multi-path load distribution, further optimizing the local stress state of the vehicle body, and improving the fatigue resistance of the overall structure.

[0030] In one optional embodiment, the vehicle body longitudinal beam is provided with a cavity, and the outer side wall of the vehicle body longitudinal beam is provided with a first mounting hole and a second mounting hole arranged sequentially along the length direction of the vehicle body longitudinal beam. The first mounting part is provided with a connecting hole, and the connecting hole communicates with the second mounting hole. The fourth connecting part of the trailer device is disposed in the cavity. The fourth connecting part is connected to the vehicle body longitudinal beam by a first fastener inserted into the first mounting hole, and the fourth connecting part is connected to the first mounting part by a second fastener inserted into the second mounting hole and the connecting hole.

[0031] Beneficial effects: By placing the fourth connecting part of the trailer assembly within the cavity of the vehicle's longitudinal beam and using fasteners passing through the first and second mounting holes to connect it to the longitudinal beam and the first mounting component, the internal space of the longitudinal beam cavity is fully utilized, improving tensile and shear strength of the connection. The connection point is concealed and robust. Simultaneously, fastening via the mounting holes on the outer wall of the longitudinal beam and the connecting holes of the first mounting component ensures good installation processability and facilitates assembly and maintenance.

[0032] In one alternative implementation, it further includes: The rear bumper structure is located on the side of the trailer assembly's tube beam away from the vehicle body longitudinal beam, and the tube beam is adapted to the shape of the rear bumper structure.

[0033] Beneficial effects: By adapting the shape of the trailer hitch to the rear bumper structure and positioning the trailer hitch inside the rear bumper, the trailer hitch portion of the reinforcing beam can act as an additional support frame in contact with the interior of the rear bumper during a low-speed rear collision. This increases the local support stiffness and effective contact area of ​​the rear bumper, effectively limiting its deformation and preventing excessive denting or breakage. Consequently, it reduces repair costs after low-speed collisions and improves the economic efficiency of vehicle repair. Attached Figure Description

[0034] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the structure of a trailer device according to an embodiment of the present invention; Figure 2 This is an exploded view of a trailer assembly according to an embodiment of the present invention; Figure 3 This is a top view of the reinforcing beam in an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of another vehicle according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of the rear body of the vehicle in an embodiment of the present invention; Figure 6 This is a schematic diagram of the structure of the first mounting component and the second mounting component in an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of the vehicle body longitudinal beam in an embodiment of the present invention.

[0036] Explanation of reference numerals in the attached figures: 1. Traction beam; 101. First traction component connecting part; 102. First bearing section; 103. Second bearing section; 104. Third bearing section; 105. Third connecting part; 1051. First connecting part; 1052. Second connecting part; 1053. Third connecting part; 1054. Fifth mounting hole; 1055. Fourth connecting part; 2. Reinforcing beam; 201. Second traction component connecting part; 202. Pipe beam; 203. First connecting part; 2031. Seventh connecting part; 2032. Eighth connecting part; 20321. Third mounting hole; 2033. Ninth connecting part; 204. Second connecting part; 2041. Fifth connecting part; 2042. Sixth connecting part; 20421. Fourth mounting hole; 3. Towing components; 301. Ball joint mounting bracket; 302. Tow hook; 4. Vehicle body longitudinal beam; 401. First mounting hole; 402. Second mounting hole; 403. Cavity; 5. Rear side of the vehicle body; 6. First mounting component; 601. First abutting part; 602. First mounting part; 6021. Connecting hole; 7. Second mounting component; 701. Second mounting part; 702. Third mounting part; 8. Rear cast aluminum wheel cover; X, first direction. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0038] The following is combined with Figures 1 to 7 The following describes embodiments of the present invention.

[0039] According to an embodiment of the present invention, a trailer assembly is provided, comprising a towing beam 1, a towing member 3, and a reinforcing beam 2. A first towing member connecting portion 101 is provided between the two ends of the towing beam 1 along its length. The two ends of the reinforcing beam 2 along its length are respectively connected to the two ends of the towing beam 1, and a second towing member connecting portion 201 is provided between the two ends of the reinforcing beam 2 along its length. The towing member 3 is connected to both the first towing member connecting portion 101 and the second towing member connecting portion 201.

[0040] like Figure 1 and Figure 2As shown, the traction beam 1 serves as the main frame, with a first traction component connecting part 101 in its middle for mounting the traction component 3. An additional reinforcing beam 2 is provided, with its two ends along its length fixedly connected to both ends of the traction beam 1. Simultaneously, a second traction component connecting part 201 is provided in its middle, to which the traction component 3 is also fixedly connected. Thus, the traction beam 1, the reinforcing beam 2, and the traction component 3 together constitute a stable frame structure.

[0041] When towing, the load is simultaneously transferred from the traction member 3 to the middle of the traction beam 1 and the middle of the reinforcing beam 2. Then, the reinforcing beam 2 directly transfers the load it shares to both ends of the traction beam 1, transforming the long lever arm into a short lever arm. The stress is then dispersed through the frame structure, thereby improving the structural strength and fatigue resistance during towing.

[0042] The towing component 3 includes a ball joint mounting base 301 and a tow hook 302, wherein the ball joint mounting base 301 is connected to the first towing component connecting part 101 and the second towing component connecting part 201, respectively. The tow hook 302 is specifically a trailer ball joint.

[0043] In this embodiment, the present invention provides a traction member 3 between the traction beam 1 and the reinforcing beam 2, with both ends of the reinforcing beam 2 connected to both ends of the traction beam 1, and the traction member 3 connected to the first traction member connecting part 101 and the second traction member connecting part 201, forming a stable support frame. This structure can distribute the towing load on the traction member 3 to both ends of the traction beam 1 through the reinforcing beam 2, shortening the load transmission lever arm and effectively reducing the bending moment and stress concentration at the connection between the traction beam 1 and the vehicle body. This improves the overall load-bearing capacity, structural rigidity, and fatigue resistance of the trailer hitch, and solves the problem of easy connection damage caused by excessively long cantilever arms in existing electric trailer hooks.

[0044] In one embodiment, the traction beam 1 includes, along its length, a first bearing section 102, a second bearing section 103, and a third bearing section 104. One end of the first bearing section 102 and the third bearing section 104 are respectively connected to opposite ends of the second bearing section 103, and the other ends of the first bearing section 102 and the third bearing section 104 are spaced h apart from the second bearing section 103 in a first direction X. A first traction member connecting portion 101 is disposed on the second bearing section 103.

[0045] The traction beam 1 is designed in a Z-shape, comprising a horizontally extending second load-bearing section 103 and a first load-bearing section 102 and a third load-bearing section 104 extending downward from its left and right ends, thereby forming a spacing h with a height difference between the ends of the first load-bearing section 102 and the third load-bearing section 104 and the second load-bearing section 103.

[0046] This U-shaped structure provides crucial movement clearance for the retraction and deployment mechanism of the electric trailer hitch, ensuring that the trailer hitch can be smoothly concealed inside the vehicle. The first traction component connection 101 is located in the middle of the second load-bearing section 103. This structure, while satisfying functional clearance requirements, keeps the main load-bearing area, i.e., the second load-bearing section 103, in a higher position, facilitating the formation of an efficient force transmission path in conjunction with the reinforcing beam 2.

[0047] Understandably, the first direction X is the direction perpendicular to the ground and upward.

[0048] In this embodiment, by designing the traction beam 1 as a U-shaped structure with a first bearing section 102, a second bearing section 103, and a third bearing section 104, and by creating a gap between the first bearing section 102, the third bearing section 104, and the second bearing section 103, necessary clearance space is provided for the movement of the electric trailer hook, satisfying its retraction and envelopment requirements. Simultaneously, the connecting part of the traction component 3 is located in the second bearing section 103, allowing the towing load to act directly on the central area of ​​the U-shaped structure. Combined with the support of the reinforcing beam 2, the force flow path is further optimized, improving the structural mechanical rationality while ensuring clearance functionality.

[0049] In one embodiment, a first included angle α is formed between the reinforcing beam 2 and the first load-bearing section 102, and a second included angle b is formed between the reinforcing beam 2 and the third load-bearing section 104. Both the first included angle α and the second included angle b are acute angles.

[0050] like Figure 2 As shown, the two ends of the reinforcing beam 2 are connected to the ends of the first load-bearing section 102 and the third load-bearing section 104 of the traction beam 1, respectively. In this connection state, the reinforcing beam 2 forms a first acute angle α with the first load-bearing section 102 and a second acute angle b with the third load-bearing section 104. This acute angle arrangement ensures that when subjected to drag loads, the reinforcing beam 7 is mainly in an efficient tensile-compressive stress state, rather than an unfavorable bending state.

[0051] In this embodiment, the included angles formed between the reinforcing beam 2 and the first bearing section 102 and the third bearing section 104 of the traction beam 1 are all acute angles, ensuring that the reinforcing beam 2 efficiently connects the two ends of the traction beam 1 and the traction member 3 in an inclined manner. This acute angle arrangement allows the reinforcing beam 2 to mainly bear tensile and compressive loads during dragging, resulting in a more direct force transmission path and ensuring the formation of the frame structure. It can effectively decompose and transmit the load at the traction member 3 to both ends of the traction beam 1, enhancing the stability and force transmission efficiency of the frame structure.

[0052] In one embodiment, the reinforcing beam 2 includes a tubular beam 202 and a first connecting member 203. A second traction member connecting portion 201 is disposed between the two ends of the tubular beam 202 along its length. The first connecting member 203 is connected to the second traction member connecting portion 201, and the first connecting member 203 is connected to the traction member 3.

[0053] like Figure 3 As shown, the reinforcing beam 2 includes an arc-shaped tubular beam 202 that serves as the main load-bearing frame. The curvature of the tubular beam 202 is adapted to the inner wall of the rear bumper. The second traction component connection part 201 is located in the middle region of the tubular beam 202. In addition, the reinforcing beam 2 also includes a first connecting member 203, specifically a U-shaped plate, which is vertically welded to the tubular beam 202. The U-shaped plate is used for bolt connection with the base of the traction component 3, thereby achieving a firm connection between the traction component 3 and the middle part of the reinforcing beam 2.

[0054] In this embodiment, the reinforcing beam 2 is specifically configured as a structure including a tubular beam 202 and a first connecting member 203. The tubular beam 202 serves as the main load-bearing component, and the second traction member connecting part 201 is disposed on the tubular beam 202. This structure is simple and has high strength. The first connecting member 203 is used to connect the traction member 3 to the tubular beam 202, providing a reliable and easy-to-assemble connection node. The tubular beam 202 structure ensures sufficient rigidity and strength while also contributing to weight reduction, making the entire reinforcing beam 2 possess both good load-bearing capacity and practicality.

[0055] In one embodiment, the reinforcing beam 2 further includes a second connector 204. A pair of second connectors 204 are respectively disposed at both ends of the tube beam 202 along its length. A pair of third connectors 105 are disposed at both ends of the traction beam 1, and the pair of second connectors 204 and the pair of third connectors 105 are respectively connected to each other.

[0056] During installation, each second connector 204 is connected to the corresponding third connector 105 by bolts.

[0057] In this embodiment, a pair of second connectors 204 are respectively connected to both ends of the tube beam 202 of the reinforcing beam 2, and a pair of third connectors 105 are connected to both ends of the traction beam 1, thus establishing a robust and symmetrically distributed connection interface between the traction beam 1 and the reinforcing beam 2. This design ensures the uniformity and balance of load transfer from the reinforcing beam 2 to both ends of the traction beam 1, avoiding excessive force on one side and further enhancing the overall integrity and reliability of the entire trailer assembly structure.

[0058] In one embodiment, the third connecting member 105 includes, sequentially along the length of the traction beam 1, a first connecting portion 1051, a second connecting portion 1052, and a third connecting portion 1053. One end of the first connecting portion 1051 and the third connecting portion 1053 are respectively connected to opposite ends of the second connecting portion 1052. The other ends of the first connecting portion 1051 and the third connecting portion 1053 are each provided with a connecting hole. The first bearing section 102 passes through two connecting holes of one of the second connecting members 204, and the third bearing section 104 passes through two connecting holes of the other second connecting member 204. The second connecting member 204 is connected to the first connecting portion 1051 and / or the third connecting portion 1053.

[0059] like Figure 2 As shown, the second connecting portion 1052 serves as the main body, with the first connecting portion 1051 and the third connecting portion 1053 extending from both sides of the second connecting portion 1052, forming a U-shaped groove structure. Both the first connecting portion 1051 and the third connecting portion 1053 have connecting holes at their ends. The end of the first load-bearing section 102 of the traction beam 1 is inserted into the U-shaped groove of one of the third connecting members 105, aligning the load-bearing section with the connecting hole on the bracket, and then fixed by bolts or welding. This combination of insertion and fixed connection provides greater resistance to shear and torsion.

[0060] In this embodiment, the third connector 105 is specifically designed to include a first connector 1051, a second connector 1052, and a third connector 1053. It achieves through-connection with the first bearing section 102 and the third bearing section 104 of the traction beam 1 through connecting holes, and is also connected to the second connector 204. This connection method provides a large contact area and reliable mechanical interlocking, forming a rigid connection node between the traction beam 1, the reinforcing beam 2, and the connector. This effectively resists loads in all directions during dragging and prevents loosening or deformation of the connection points.

[0061] In one embodiment, the third connector 105 further includes a fourth connector 1055 connected to the second connector 1052. The first connector 1051 and the third connector 1053 are both arranged at an angle to the second connector 1052, and the first connector 1051 and the third connector 1053 are both located on one side of the second connector 1052. The fourth connector 1055 is located on the other opposite side of the second connector 1052, and the fourth connector 1055 is connected to the vehicle body longitudinal beam 4.

[0062] A fourth connecting part 1055 is also provided on the back of the second connecting part 1052. This fourth connecting part 1055 is typically a plate-like structure, serving as an interface for connecting the entire trailer assembly to the longitudinal beams of the vehicle body. Through this design, the third connecting part 105 integrates multiple functions, including connecting to the towing beam 1, connecting to the reinforcing beam 2, and connecting to the vehicle body, simplifying the structure and making the load transfer path from the trailer assembly to the main body of the vehicle body more direct and compact.

[0063] In this embodiment, a fourth connecting part 1055 is added to the third connecting part 105 and disposed on the other side of the second connecting part 1052 for connecting the vehicle body longitudinal beam 4. This design allows the trailer equipment to achieve multi-point connection with the towing beam 1, the reinforcing beam 2, and the vehicle body longitudinal beam 4 through the integrated component of the third connecting part 105, simplifying the installation structure.

[0064] In one embodiment, the first connector 203 has a U-shaped cross-section perpendicular to the first direction X, and notches are provided on both opposite sidewalls of the first connector 203, through which the second traction member connecting part 201 passes.

[0065] During installation, the tube beam 202 fits precisely into and passes through the two notches, and is then fixed to the first connector 203 by welding. The ball head mounting seat 301 of the traction component 3 is respectively attached to the traction beam 1 and the first connector 203 and fastened with bolts.

[0066] Specifically, the first connecting member 203 includes a seventh connecting part 2031, an eighth connecting part 2032, and a ninth connecting part 2033 sequentially along the length of the reinforcing beam 2. One end of the seventh connecting part 2031 and the ninth connecting part 2033 are respectively connected to the opposite ends of the eighth connecting part 2032. The seventh connecting part 2031 and the ninth connecting part 2033 are both set at an angle to the eighth connecting part 2032, and the seventh connecting part 2031 and the ninth connecting part 2033 are both located on the same side of the eighth connecting part 2032 along a third direction. The other end of the seventh connecting part 2031 and the ninth connecting part 2033 are both provided with a notch. The second traction member connecting part 201 passes through the notch and is connected to the seventh connecting part 2031 and the ninth connecting part 2033 respectively.

[0067] The eighth connecting part 2032 is provided with a third mounting hole 20321, and the eighth connecting part 2032 is connected to the traction member 3 by a third fastener inserted into the third mounting hole 20321.

[0068] In this embodiment, the first connector 203 is designed with a U-shaped cross-section and a notch is provided on the side wall for the second traction component connector 201 to pass through, forming a wrap-around connection structure. This structure not only facilitates the installation and positioning of the traction component 3, but the U-shaped structure can also form an effective circumferential constraint on the connection, enhancing the bending and torsional stiffness of the connection node and ensuring the stability of the connection between the traction component 3 and the reinforcing beam 2 under complex working conditions.

[0069] In one embodiment, the second connector 204 includes a fifth connector 2041 and a sixth connector 2042 sequentially along the direction from the reinforcing beam 2 to the traction beam 1. The fifth connector 2041 and the sixth connector 2042 are connected to each other and form an L-shaped structure. The fifth connector 2041 of a pair of second connectors 204 are respectively connected to both ends of the tube beam 202, and the sixth connector 2042 of a pair of second connectors 204 are connected to the other ends of the first bearing section 102 and the third bearing section 104.

[0070] Each L-shaped second connector 204 consists of a fifth connector 2041 and a sixth connector 2042 that are perpendicular to each other. The fifth connector 2041 is fixed to the end of the tube beam 202 of the reinforcing beam 2 by welding or bolting. The sixth connector 2042 is fixed to the first connector 1051 and / or the third connector 1053 at the end of the traction beam 1 by bolting.

[0071] Specifically, the sixth connecting part 2042 is provided with a fourth mounting hole 20421, and the first connecting part 1051 and / or the third connecting part 1053 is provided with a fifth mounting hole 1054. The sixth connecting part 2042 is connected to the first connecting part 1051 and / or the third connecting part 1053 by a fourth fastener inserted into the fourth mounting hole 20421 and the fifth mounting hole 1054.

[0072] In this embodiment, the second connector 204 is specifically designed as an L-shaped structure, including a fifth connecting part 2041 connected to the reinforcing beam 2 and a sixth connecting part 2042 connected to the traction beam 1. The L-shaped structure can well adapt to the spatial angular relationship between the traction beam 1 and the reinforcing beam 2, providing a stable connection transition. This design enables the second connector 204 to achieve effective force transmission within a limited space, while also being simple in structure and easy to manufacture and assemble.

[0073] According to an embodiment of the present invention, another aspect provides a vehicle including a body longitudinal beam 4 and a trailer hitch, wherein a fourth connecting portion 1055 of the trailer hitch is connected to the body longitudinal beam 4.

[0074] In this embodiment, by applying the trailer to the vehicle and connecting its fourth connection 1055 to the vehicle body longitudinal beam 4, a high-performance and high-reliability trailer solution is provided for the vehicle.

[0075] The body longitudinal beam 4 is located below the rear cast aluminum wheel arch 8.

[0076] In one embodiment, a first mounting member 6 is also included, which includes a first abutting portion 601 and a first mounting portion 602 in sequence along the length direction of the vehicle body longitudinal beam 4. The first abutting portion 601 and the first mounting portion 602 are arranged at an angle. The first abutting portion 601 abuts against the second connecting portion 1052 of the trailer device, and the first mounting portion 602 is connected to the vehicle body longitudinal beam 4.

[0077] The first mounting component 6 is provided in multiple ways, and the multiple first mounting components 6 are distributed sequentially along the circumference of the vehicle body longitudinal beam 4, and the multiple first abutting parts 601 are connected sequentially, and the multiple first mounting parts 602 are connected sequentially.

[0078] like Figures 5 to 7 As shown, in a localized area where the trailer hitch is mounted on the longitudinal beam 4 of the vehicle body, a ring-shaped reinforcing structure, i.e., a boxed reinforcing plate, is fitted onto the structure. This structure is formed by welding multiple first mounting parts 6 end to end. Each first mounting part 6 has a first abutment portion 601 and a first mounting portion 602 at an angle. The multiple first mounting parts 6 are arranged circumferentially around the longitudinal beam, such that the overall first abutment portion 601 forms a robust support surface that fits against the second connection portion 1052 of the trailer hitch, while the first mounting portion 602 is welded to the outer wall of the longitudinal beam.

[0079] The first mounting component 6 can be set as a sheet metal stamping part.

[0080] In this embodiment, by providing multiple first mounting members 6, each having a first abutment portion 601 and a first mounting portion 602, and distributing them circumferentially along the longitudinal beam 4 of the vehicle body and connecting them to each other, a continuous and stable reinforced mounting ring is constructed on the outer side of the longitudinal beam 4 of the vehicle body. The first abutment portion 601 abuts against the second connecting portion 1052 of the trailer hitch, providing a direct support surface, which can distribute the towing load more evenly over a larger area of ​​the longitudinal beam 4 of the vehicle body, enhancing the rigidity and strength of the local mounting area of ​​the longitudinal beam 4 of the vehicle body, and preventing sheet metal tearing or weld failure caused by stress concentration.

[0081] In one embodiment, a second mounting member 7 is also included. The longitudinal beam 4 of the vehicle body includes a second mounting part 701 and a third mounting part 702 in sequence along its length. The second mounting part 701 and the third mounting part 702 are arranged at an angle. The second mounting part 701 is connected to the longitudinal beam 4 of the vehicle body, and the third mounting part 702 is connected to the rear panel 5 of the vehicle body.

[0082] like Figure 5As shown, a second mounting member 7, namely an L-shaped reinforcing plate structure, is provided above or to the side of the box-type reinforcing plate, having a second mounting part 701 and a third mounting part 702 that are perpendicular to each other. The second mounting part 701 is welded to the longitudinal beam 4 of the vehicle body, and the third mounting part 702 extends upward and is welded to the rear panel 5 of the vehicle body.

[0083] During towing, the second mounting component 7 can guide part of the load to the rear panel area of ​​the vehicle body, and further disperse the load by utilizing the cavity structure of the rear panel, thereby achieving multi-path force transmission, effectively reducing the stress level of local weld points or sheet metal of the longitudinal beams, and improving fatigue durability.

[0084] In this embodiment, by adding a second mounting member 7 with a second mounting portion 701 and a third mounting portion 702, and connecting it to the vehicle body longitudinal beam 4 and the vehicle body rear panel 5 respectively, an auxiliary force transmission path is established from the trailer mounting area to the vehicle body rear panel 5 structure. This design helps to transfer part of the vertical load upward to the vehicle body rear panel 5 and its cavity structure, realizing multi-path load dispersion, further optimizing the local stress state of the vehicle body, and improving the fatigue resistance of the overall structure.

[0085] In one embodiment, the vehicle body longitudinal beam 4 is provided with a cavity 403, and the outer side wall of the vehicle body longitudinal beam 4 is provided with a first mounting hole 401 and a second mounting hole 402 arranged sequentially along the length direction of the vehicle body longitudinal beam 4. The first mounting part 602 is provided with a connecting hole 6021, which communicates with the second mounting hole 402. The fourth connecting part 1055 of the trailer device is provided in the cavity 403.

[0086] The fourth connecting part 1055 is connected to the vehicle body longitudinal beam 4 by a first fastener inserted into the first mounting hole 401, and the fourth connecting part 1055 is connected to the first mounting part 602 by a second fastener inserted into the second mounting hole 402 and the connecting hole 6021.

[0087] like Figure 7 As shown, the vehicle body longitudinal beam 4 has a hollow cavity structure. The fourth connecting part 1055 of the trailer hitch extends into this cavity. On the outer side wall of the vehicle body longitudinal beam 4, there are first mounting holes 401 and second mounting holes 402 arranged front to back. The box-shaped reinforcing plate fitted over the vehicle body longitudinal beam 4 has a connecting hole 6021 on its first mounting part 602, which is aligned with the second mounting hole 402 of the vehicle body longitudinal beam 4.

[0088] During installation, the first fastener passes through the first mounting hole 401 of the body longitudinal beam 4 from the outside and is fastened to the fourth connecting part 1055 inside; the second fastener passes through the second mounting hole 402 of the body longitudinal beam 4 and the connecting hole 6021 of the boxed reinforcing plate, and is also fastened to the fourth connecting part 1055 inside.

[0089] In this embodiment, the fourth connecting part 1055 of the trailer device is disposed within the cavity 403 of the longitudinal beam 4 of the vehicle body, and the connection with the longitudinal beam and the first mounting member 6 is achieved by fasteners passing through the first mounting hole 401 and the second mounting hole 402. This fully utilizes the internal space of the longitudinal beam cavity, improves tensile and shear resistance, and makes the connection point concealed and secure. At the same time, the mounting holes on the outer wall of the longitudinal beam are fastened to the communicating holes 6021 of the first mounting member 6, resulting in good installation processability and facilitating assembly and maintenance.

[0090] In one embodiment, a rear bumper structure is also included, disposed on the side of the trailer assembly’s tube beam 202 away from the vehicle body longitudinal beam 4, and the tube beam 202 is adapted to the shape of the rear bumper structure.

[0091] The tubular beam 202 of the reinforcing beam 2 of the trailer hitch has an arc-shaped design that closely matches the inner contour of the vehicle's rear bumper and is located directly behind the rear bumper. When a low-speed rear-end collision occurs, the rear bumper skin deforms inward and quickly comes into contact with the tubular beam 202. At this time, the tubular beam 202, as a pre-arranged rigid support frame, can effectively resist the rear bumper, significantly limiting its crumple zone and preventing the rear bumper skin from rupturing, the internal supports from undergoing severe plastic deformation, and potentially damaging more expensive components such as the tailgate.

[0092] In this embodiment, by adapting the shape of the trailer beam 202 to the rear bumper structure and positioning the beam 202 inside the rear bumper, the beam 202 portion of the reinforcing beam 2 can act as an additional support frame in contact with the interior of the rear bumper during a low-speed rear collision. This increases the local support stiffness and effective contact area of ​​the rear bumper, effectively limiting the deformation of the rear bumper and preventing excessive denting or breakage. Consequently, it reduces the repair cost after a low-speed collision and improves the economic efficiency of vehicle repair.

[0093] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A trailer assembly, characterized in that, include: The traction beam (1) has a first traction component connecting part (101) between its two ends along its length direction. The reinforcing beam (2) is connected to both ends of the traction beam (1) along its length direction, and a second traction component connecting part (201) is provided between the two ends of the reinforcing beam (2) along its length direction. The traction component (3) is connected to the first traction component connecting part (101) and the second traction component connecting part (201), respectively.

2. The trailer assembly according to claim 1, characterized in that, The traction beam (1) includes a first bearing section (102), a second bearing section (103), and a third bearing section (104) in sequence along its length. One end of the first bearing section (102) and the third bearing section (104) are respectively connected to the opposite ends of the second bearing section (103). The other end of the first bearing section (102) and the third bearing section (104) has a distance h from the second bearing section (103) in the first direction (X). The first traction member connecting part (101) is disposed on the second bearing section (103).

3. The trailer assembly according to claim 2, characterized in that, The reinforcing beam (2) forms a first included angle a with the first bearing section (102), and the reinforcing beam (2) forms a second included angle b with the third bearing section (104); Wherein, both the first included angle a and the second included angle b are acute angles.

4. The trailer assembly according to any one of claims 2 to 3, characterized in that, The reinforcing beam (2) includes: The tube beam (202) has the second traction member connecting part (201) disposed between the two ends of the tube beam (202) along its length direction; The first connector (203) is connected to the second traction member connecting part (201), and the first connector (203) is connected to the traction member (3).

5. The trailer assembly according to claim 4, characterized in that, The reinforcing beam (2) also includes: A pair of second connectors (204) are respectively disposed at both ends of the tube beam (202) along its length direction; The traction beam (1) is provided with a pair of third connectors (105) at both ends, and the pair of second connectors (204) are connected to the pair of third connectors (105) respectively.

6. The trailer assembly according to claim 5, characterized in that, The third connecting member (105) includes a first connecting part (1051), a second connecting part (1052) and a third connecting part (1053) in sequence along the length direction of the traction beam (1). One end of the first connecting part (1051) and the third connecting part (1053) are respectively connected to the two opposite ends of the second connecting part (1052). The other end of the first connecting part (1051) and the third connecting part (1053) are provided with connecting holes. The first bearing section (102) passes through two connecting holes of one of the second connecting members (204), and the third bearing section (104) passes through two connecting holes of the other second connecting member (204). The second connecting member (204) is connected to the first connecting part (1051) and / or the third connecting part (1053).

7. The trailer assembly according to claim 6, characterized in that, The third connector (105) also includes: The fourth connecting part (1055) is connected to the second connecting part (1052). The first connecting part (1051) and the third connecting part (1053) are both set at an angle to the second connecting part (1052). The first connecting part (1051) and the third connecting part (1053) are both located on one side of the second connecting part (1052). The fourth connecting part (1055) is located on the other opposite side of the second connecting part (1052). The fourth connecting part (1055) is connected to the vehicle body longitudinal beam (4).

8. The trailer assembly according to claim 4, characterized in that, The first connector (203) has a U-shaped cross section perpendicular to the first direction (X). Notches are provided on both opposite side walls of the first connector (203), and the second traction member connecting part (201) passes through the notches.

9. The trailer assembly according to claim 5, characterized in that, The second connector (204) includes a fifth connecting part (2041) and a sixth connecting part (2042) in sequence along the direction from the reinforcing beam (2) to the traction beam (1). The fifth connecting part (2041) and the sixth connecting part (2042) are connected to each other and form an L-shaped structure. The fifth connecting part (2041) of a pair of second connectors (204) is connected to both ends of the tube beam (202), and the sixth connecting part (2042) of a pair of second connectors (204) is connected to the other end of the first bearing section (102) and the third bearing section (104).

10. A vehicle, characterized in that, include: Vehicle body longitudinal beam (4); The trailer assembly according to any one of claims 1 to 9, wherein the fourth connecting part (1055) of the trailer assembly is connected to the longitudinal beam (4) of the vehicle body.

11. The vehicle according to claim 10, characterized in that, Also includes: The first mounting component (6) includes a first abutting part (601) and a first mounting part (602) in sequence along the length direction of the vehicle body longitudinal beam (4). The first abutting part (601) and the first mounting part (602) are arranged at an angle. The first abutting part (601) abuts against the second connecting part (1052) of the trailer device. The first mounting part (602) is connected to the vehicle body longitudinal beam (4). The first mounting component (6) is provided in multiple ways, and the multiple first mounting components (6) are distributed sequentially along the circumference of the vehicle body longitudinal beam (4), and the multiple first abutting parts (601) are connected in sequence, and the multiple first mounting parts (602) are connected in sequence.

12. The vehicle according to claim 11, characterized in that, Also includes: The second mounting component (7) includes a second mounting part (701) and a third mounting part (702) in sequence along the length direction of the longitudinal beam (4) of the vehicle body. The second mounting part (701) and the third mounting part (702) are arranged at an angle. The second mounting part (701) is connected to the longitudinal beam (4) of the vehicle body, and the third mounting part (702) is connected to the rear panel (5) of the vehicle body.

13. The vehicle according to claim 11, characterized in that, The vehicle body longitudinal beam (4) is provided with a cavity (403). The outer side wall of the vehicle body longitudinal beam (4) is provided with a first mounting hole (401) and a second mounting hole (402) arranged sequentially along the length direction of the vehicle body longitudinal beam (4). The first mounting part (602) is provided with a connecting hole (6021), which communicates with the second mounting hole (402). The fourth connecting part (1055) of the trailer device is provided in the cavity (403). The fourth connecting part (1055) is connected to the vehicle body longitudinal beam (4) by a first fastener inserted into the first mounting hole (401), and the fourth connecting part (1055) is connected to the first mounting part (602) by a second fastener inserted into the second mounting hole (402) and the connecting hole (6021).

14. The vehicle according to claim 10, characterized in that, Also includes: The rear bumper structure is located on the side of the trailer assembly’s tube beam (202) away from the vehicle body longitudinal beam (4), and the tube beam (202) is adapted to the shape of the rear bumper structure.

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