Rear crash beam assembly and vehicle having the same

Abstract

This invention provides a rear bumper beam assembly and a vehicle having the same. The rear bumper beam assembly includes: a rear bumper beam body; two energy-absorbing components symmetrically arranged along the length of the rear bumper beam body, with some components located above the body and others located on the outer side; one end of each component connected to a rear tow hook reinforcement component and the other end connected to a rear bumper beam mounting plate; the side of the mounting plate away from the energy-absorbing components connected to a longitudinal beam of the vehicle; and multiple mounting brackets located below the rear bumper beam body and spaced apart along its length, with one end connected to the bottom of the body and the other end connected to the rear bumper of the vehicle. This invention solves the problem of low integration between the rear bumper beam and the vehicle's entry / exit steps in the prior art.

Description

Technical Field

[0001] This invention relates to the field of automotive collision avoidance technology, and more specifically, to a rear bumper beam assembly and a vehicle having the same. Background Technology

[0002] In the existing technology, the traditional rear bumper beam assembly and the step board cannot simultaneously meet the requirements of collision regulations and the convenience of getting in and out of the vehicle. If the rear bumper beam assembly and the step board structure are developed and installed separately, the overall vehicle weight will increase and the development cost will be high.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] The main objective of this invention is to provide a solution to the problem of low integration between the rear anti-collision beam and the vehicle entry / exit steps in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a rear bumper beam assembly is provided, comprising: a rear bumper beam body; two energy-absorbing components symmetrically arranged along the length of the rear bumper beam body, with a portion of the energy-absorbing components located above the rear bumper beam body and the other portion located outside the rear bumper beam body, one end of each energy-absorbing component connected to a rear tow hook reinforcement component, and the other end of each energy-absorbing component connected to a rear bumper beam mounting plate, the side of the rear bumper beam mounting plate away from the energy-absorbing components connected to a longitudinal beam of the vehicle; and multiple mounting brackets located below the rear bumper beam body, spaced apart along the length of the rear bumper beam body, one end of each mounting bracket connected to the bottom of the rear bumper beam body, and the other end of each mounting bracket connected to the rear bumper of the vehicle.

[0006] Furthermore, the rear bumper beam assembly also includes a first mounting end plate and a second mounting end plate. The first mounting end plate and the second mounting end plate are symmetrically arranged along the length direction of the rear bumper beam body. Both the first mounting end plate and the second mounting end plate are located above the energy-absorbing components. The first mounting end plate is connected to one of the energy-absorbing components, and the second mounting end plate is connected to the other energy-absorbing component.

[0007] Further, the energy-absorbing component includes: a first energy-absorbing structure, located above the rear bumper beam body, the first energy-absorbing structure being U-shaped, with its opening facing the rear bumper beam body, a portion of the first energy-absorbing structure welded to the rear bumper beam body, forming an installation space between the first energy-absorbing structure and the rear bumper beam body, and a portion of the rear tow hook reinforcement component located within the installation space; a second energy-absorbing structure, also U-shaped, located outside the rear bumper beam body, with its opening end opposite to the opening end of the first energy-absorbing structure, and another portion of the opening end of the first energy-absorbing structure welded to the opening end of the second energy-absorbing structure; and a third energy-absorbing structure, located between the first energy-absorbing structure and the first mounting end plate, and / or between the first energy-absorbing structure and the second mounting end plate, with its bottom connected to the first energy-absorbing structure and its top connected to either the first or second mounting end plate; wherein the length of the second energy-absorbing structure is less than the length of the first energy-absorbing structure.

[0008] Furthermore, the first energy-absorbing structure includes: a top plate, with a first side and a second side respectively provided on both sides of the top plate, the first side and the second side extending toward the rear anti-collision beam body, the first side and the second side being opposite to each other; the top plate has a third positioning hole and a fourth positioning hole at both ends, and a plurality of first welding holes are provided on the top plate, each welding hole being spaced apart along the length direction of the top plate, and a first vent hole is also provided on the top plate, the first vent hole being located between the third positioning hole and the fourth positioning hole, wherein the third energy-absorbing structure is connected to the top plate through the third positioning hole or the fourth positioning hole; a first wire harness hole, a second vent hole and a plurality of second welding holes are spaced apart on the first side; a third vent hole and a plurality of third welding holes are spaced apart on the second side, wherein the third vent hole and the second vent hole are opposite to each other, and each third welding hole corresponds to each second welding hole.

[0009] Furthermore, the second energy-absorbing structure includes: a base plate, on both sides of which a third side and a fourth side are respectively provided, the third side and the fourth side are arranged opposite to each other and extend toward the first energy-absorbing structure, a portion of the third side and a portion of the fourth side are located outside the first energy-absorbing structure, and the first side is welded to the third side and the second side is welded to the fourth side.

[0010] Furthermore, the rear tow hook reinforcement assembly includes: a first reinforcing plate, which is connected to one end of the first energy-absorbing structure; a second reinforcing plate, at least one of which is provided, and an installation channel is formed between the second reinforcing plate and the first reinforcing plate, the installation channel being used to install a trailer threaded pipe; wherein the outer surface of the trailer threaded pipe is welded to the inner surface of the installation channel.

[0011] Furthermore, three flanges are provided along the circumference of the first reinforcing plate, and each flange is welded to the top plate, the first side, and the second side, respectively.

[0012] Furthermore, the rear bumper beam assembly also includes: a first support member, one end of which is connected to the rear bumper beam body, and the other end of which is connected to a first mounting end plate or a second mounting end plate; a second support member, the first end of which is connected to the side of the first support member away from the energy absorption component, and the connection between the second support member and the first support member forms a first angle, and the second end of the second support member is connected to the first mounting end plate or the second mounting end plate.

[0013] Furthermore, at least one of the first mounting end plate and the second mounting end plate includes: a mounting plate body, the mounting plate body being a flat plate structure, the two ends of the mounting plate body being provided with a fifth positioning structure and a sixth positioning structure, the third energy-absorbing structure being connected to the mounting plate body through the fifth positioning structure, and the first support member being connected to the mounting plate body through the sixth positioning structure; the mounting plate body is also provided with a plurality of bumper mounting holes, and the mounting plate body is connected to the rear bumper through each bumper mounting hole.

[0014] According to another aspect of the present invention, a vehicle is provided having a rear bumper beam assembly, the rear bumper beam assembly being described above.

[0015] By applying the technical solution of this invention, the rear bumper beam body, energy-absorbing components, and mounting brackets are integrated into one unit: the rear bumper beam body adopts a structure with first and second positioning holes on its upper surface for assembly positioning; the energy-absorbing components, symmetrically arranged on both sides, are partially located above the body and partially extend to its outer side, with one end connected to the rear tow hook reinforcement component to bear the trailer load, and the other end connected to the rear bumper beam mounting plate and fixed to the vehicle's longitudinal beam, forming an efficient collision energy absorption and force transmission path; multiple mounting brackets are arranged at intervals along the bottom of the body, with one end connected to the bottom of the body and the other end supporting the rear bumper, forming a continuous and stable step bearing surface. This structure, through its integrated layout, achieves the organic integration of rear collision protection, trailer towing, and passenger boarding / alighting steps, eliminating the need for additional independent step components. While meeting regulatory safety requirements, it effectively reduces the number of parts, vehicle weight, and development costs, while improving assembly efficiency and ease of use. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A structural schematic diagram of an embodiment of the rear bumper beam assembly according to the present invention is shown;

[0018] Figure 2 A structural schematic diagram of an embodiment of the rear bumper beam body according to the present invention is shown;

[0019] Figure 3 A structural schematic diagram of an embodiment of the rear bumper beam body according to the present invention is shown;

[0020] Figure 4 It shows Figure 3 A schematic diagram of the cross-section of the AA section of the rear bumper beam;

[0021] Figure 5 An exploded schematic diagram of an embodiment of the energy-absorbing component according to the present invention is shown;

[0022] Figure 6 A schematic diagram of an embodiment of the first energy-absorbing structure according to the present invention is shown;

[0023] Figure 7 A schematic diagram of an embodiment of the first energy-absorbing structure according to the present invention is shown;

[0024] Figure 8 A schematic diagram of an embodiment of the first energy-absorbing structure according to the present invention is shown;

[0025] Figure 9 A structural schematic diagram of an embodiment of the first reinforcing plate according to the present invention is shown;

[0026] Figure 10 A schematic diagram of a structure according to an embodiment of the second reinforcing plate of the present invention is shown;

[0027] Figure 11 A schematic diagram of an embodiment of the mounting bracket according to the present invention is shown;

[0028] Figure 12 A schematic diagram of an embodiment of the trailer threaded tube according to the present invention is shown;

[0029] Figure 13 A schematic diagram of an embodiment of the first mounting end plate according to the present invention is shown.

[0030] The above figures include the following reference numerals:

[0031] 1. Rear bumper beam body; 100. Energy absorption components;

[0032] 200, Top plate; 300, First side edge; 400, Second side edge;

[0033] 2. Rear bumper mounting bracket; 3. Third energy-absorbing structure; 5. First energy-absorbing structure; 6. First mounting end plate; 7. Second support component; 8. First support component; 9. Second energy-absorbing structure; 10. Mounting bracket; 11. First reinforcing plate; 110. Flanged edge; 12. Second mounting end plate; 13. Rear bumper beam mounting plate; 14. Second reinforcing plate; 15. Trailer threaded pipe;

[0034] 16. First positioning structure; 17. Rear bumper assembly mounting hole; 18. Second positioning structure; 19. Weight reduction hole; 20. First wiring harness mounting hole; 21. Mounting hole; 22. Second wiring harness mounting hole;

[0035] 23. First welding hole; 24. First vent hole; 26. Third positioning hole; 27. Fourth positioning hole; 29. ​​Second welding hole; 30. First wire harness hole; 32. Second vent hole;

[0036] 34. Third welding hole; 35. Third vent hole;

[0037] 37. First plug weld hole; 38. Second plug weld hole; 39. Fifth welding hole; 40. First positioning hole; 41. Third plug weld hole; 42. Fourth plug weld hole; 43. Second positioning hole; 44. Fourth welding hole;

[0038] 45. Seventh positioning hole; 46. Trailer threaded pipe mounting hole; 47. Eighth positioning hole;

[0039] 500, base plate; 600, third side; 700, fourth side;

[0040] 48. Sixth plug weld hole; 49. Raised rib; 50. Fifth positioning hole; 51. Internal thread structure; 52. Sixth positioning structure; 53. Clearance hole; 54. Process hole; 56. Fifth positioning structure; 57. Bumper mounting hole. Detailed Implementation

[0041] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0042] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0043] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0044] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0045] Combination Figures 1 to 13 As shown, according to a specific embodiment of this application, a rear bumper beam assembly is provided.

[0046] Specifically, the rear bumper beam assembly, such as Figure 1 As shown, it includes: a rear bumper beam body 1; two energy-absorbing components 100, which are symmetrically arranged along the length of the rear bumper beam body 1, with some of the energy-absorbing components 100 located above the rear bumper beam body 1 and the other part located on the outside of the rear bumper beam body 1. One end of each energy-absorbing component 100 is connected to the rear tow hook reinforcement component, and the other end of each energy-absorbing component 100 is connected to the rear bumper beam mounting plate 13. The side of the rear bumper beam mounting plate 13 away from the energy-absorbing components 100 is connected to the longitudinal beam of the vehicle; and multiple mounting brackets 10, which are all located below the rear bumper beam body 1 and are spaced apart along the length of the rear bumper beam body 1. One end of each mounting bracket 10 is connected to the bottom of the rear bumper beam body 1, and the other end of each mounting bracket 10 is connected to the rear bumper of the vehicle.

[0047] Specifically, in this scheme, there are 4 mounting brackets 10, and the mounting brackets 10 on both sides are symmetrically arranged along the length direction of the rear anti-collision beam body 1.

[0048] Optionally, such as Figure 2 , Figure 3 , Figure 4 As shown in Figure 2 , Figure 3 , and Figure 4 , the rear anti-collision beam body 1 is made of high-strength steel. Its cross-section A-A is a "mouth" - shaped closed cavity structure, which has excellent bending and torsional stiffness, effectively improving the anti-deformation ability of the overall structure in low-speed collisions. At both ends of the upper surface of the rear anti-collision beam body 1, a first positioning structure 16 and a second positioning structure 18 are respectively provided. The first positioning structure 16 and the second positioning structure 18 are used to cooperate with the positioning pins of the tooling fixture during the welding process of the rear anti-collision beam assembly, ensuring the accurate positioning of the body during assembly, providing a reference for the symmetrical arrangement of the subsequent energy absorption component 100 and the mounting bracket 10, and ensuring the structural symmetry and welding consistency of the assembly.

[0049] Part of the structure of the energy absorption component 100 is located above the body, forming an up-and-down overlapping spatial relationship with the rear anti-collision beam body 1, enhancing the structural stiffness of the local area of the body; the other part extends to the outside of the rear anti-collision beam body 1, forming a horizontally expanded energy absorption space, which neither occupies the pedal passage area above the rear anti-collision beam body 1 nor provides a sufficient and controllable crushing path for the collision energy. One end of each energy absorption component 100 is fixedly connected to the rear tow hook reinforcement component by welding. This reinforcement component provides a stable installation foundation for the trailer hook nut, enabling the towing force to be directly transmitted to the vehicle body longitudinal beam through the energy absorption component, significantly improving the trailer carrying capacity and connection reliability; the other end is welded to the rear anti-collision beam mounting plate 13, and the mounting plate is connected to the vehicle body rear longitudinal beam by bolts, forming a complete collision load transfer channel, ensuring that energy can be efficiently absorbed and dispersed to the vehicle body skeleton under the rear-end collision condition, meeting the mandatory requirements of regulations such as GB20072 - 2006 for rear collision safety.

[0050] Applying the technical solution of the present invention, by integrating the rear anti-collision beam body 1, the energy absorption component 100, and the mounting bracket into one: the rear anti-collision beam body adopts a structure with first and second positioning holes on its upper surface for assembly positioning of the assembly; the symmetrically arranged energy absorption components 100 on both sides are partially located above the body and partially extend to its outside. One end is connected to the rear tow hook reinforcement component to carry the trailer load, and the other end is connected to the rear anti-collision beam mounting plate 13 and fixedly connected to the vehicle body longitudinal beam, forming an efficient collision energy absorption and force transfer path; multiple mounting brackets 10 are arranged at intervals along the bottom of the body, with one end connected to the bottom of the body and the other end supporting the rear bumper, forming a continuous and stable step bearing surface. Through this integrated layout, the organic integration of rear collision protection, trailer towing, and the function of the passenger boarding and alighting pedal is achieved, without the need to additionally install independent pedal components. While meeting the regulatory safety requirements, it effectively reduces the number of parts, the vehicle weight, and the development cost, and improves the assembly efficiency and use convenience.

[0051] It should be further explained that the rear bumper beam body 1 is provided with rear bumper assembly mounting holes 17. One side of the rear bumper beam body 1 has multiple first wiring harness mounting holes 20, and the other side has multiple second wiring harness mounting holes 22. The first wiring harness mounting holes 20 and the second wiring harness mounting holes 22 are arranged in a one-to-one correspondence. The wiring harness mounting holes are used to meet the engineering requirements of the rear wiring harness routing. The rear wiring harness mainly includes signal cables for reversing radar, rearview camera, rear fog lights, door control switches, and charging interfaces. Its routing must avoid moving parts and high-temperature areas, and maintain a neat and orderly bundling path. These wiring harness mounting holes serve as dedicated channels for wire passage and fixation, allowing the wiring harness to be symmetrically inserted from both sides of the body. The rear bumper beam body 1 is provided with multiple mounting holes 21, through which the mounting bracket 10 is connected to the rear bumper beam body 1.

[0052] The rear bumper beam body 1 is also provided with multiple weight reduction holes 19. The presence of weight reduction holes 19 effectively reduces the amount of material used in the body without reducing the overall bending stiffness and collision energy absorption capacity, thus achieving the goal of lightweighting.

[0053] like Figure 2 , Figure 11 As shown, the mounting bracket 10 is a Z-shaped structure. The upper end of the mounting bracket 10 is welded to the mounting hole 21 on the rear bumper beam body 1 through the sixth plug welding hole 48, forming a high-strength connection point. The lower end of the mounting bracket 10 is fixedly connected to the rear bumper assembly through the fifth positioning hole 50 (a nut and bolt connection can be used). An inclined plane is formed between the upper and lower ends of the mounting bracket 10, and a rib 49 is provided on the inclined plane to further increase the structural strength of the mounting bracket. This arrangement makes the mounting bracket form a continuous, stable, and uninterrupted support platform in the vertical direction. The upper surface of the rear bumper beam body 1 forms the step area for passengers to get in and out of the vehicle, eliminating the need for an additional independent step structure. This design not only provides passengers with a clear, flat, and non-slip step surface, effectively shortening the travel distance for getting in and out of vehicles with high ground clearance and improving human-machine convenience, but also allows the step load to be directly transferred to the vehicle's longitudinal beams via the rear anti-collision beam body 1 and energy-absorbing components due to the integrated welding of the mounting bracket and the rear anti-collision beam body 1. This avoids the risk of local deformation or loosening caused by the independent installation of traditional pedals, and achieves improved structural reliability through functional integration.

[0054] Specifically, such as Figure 1 As shown, the rear bumper beam assembly also includes a first mounting end plate 6 and a second mounting end plate 12. The first mounting end plate 6 and the second mounting end plate 12 are symmetrically arranged along the length direction of the rear bumper beam body 1. The first mounting end plate 6 and the second mounting end plate 12 are both located above the energy absorption components 100. The first mounting end plate 6 is connected to one of the energy absorption components 100, and the second mounting end plate 12 is connected to the other energy absorption component 100.

[0055] Optionally, in this design, the first mounting end plate 6 is welded and fixed to the top of the energy-absorbing component 100 on the left, and the second mounting end plate 12 is welded and fixed to the top of the energy-absorbing component 100 on the right. Both the first mounting end plate 6 and the second mounting end plate 12 adopt a flat plate structure. This design of the mounting end plate structure ensures that the installation force of the rear bumper is no longer directly applied to the side wall of the energy-absorbing component or the rear anti-collision beam body. Instead, the force is evenly distributed and transmitted through independent end plates, effectively preventing local deformation or weld cracking of the energy-absorbing component under frequent installation and disassembly or external impact, and significantly improving the durability and assembly reliability of the rear bumper system. At the same time, since the first mounting end plate 6 and the second mounting end plate 12 are located above the energy-absorbing component 100, their arrangement forms a vertical spatial separation with the step area on the upper surface of the body. This ensures the integrity and flatness of the step surface and places the mounting point of the rear bumper behind the passenger step area, avoiding accidental contact or interference with the bumper during stepping, and achieving reasonable zoning of functional space.

[0056] Furthermore, the symmetrical arrangement of the first mounting end plate 6 and the second mounting end plate 12 matches the symmetrical structure of the energy-absorbing components 100 on both sides, giving the entire rear bumper beam assembly good force flow balance under lateral force and further improving the overall stability of the structure under collision conditions. This design also facilitates modular disassembly and assembly of the rear bumper during maintenance and replacement. The bumper can be removed simply by loosening the end plate bolts, without disassembling the energy-absorbing components or the main body, greatly improving after-sales maintenance efficiency.

[0057] Specifically, such as Figure 5 As shown, the energy-absorbing component 100 includes: a first energy-absorbing structure 5, located above the rear bumper beam body 1, the first energy-absorbing structure 5 having a U-shaped structure, the opening of the first energy-absorbing structure 5 facing the rear bumper beam body 1, a portion of the first energy-absorbing structure 5 being welded to the rear bumper beam body 1, forming an installation space between the first energy-absorbing structure 5 and the rear bumper beam body 1, and a portion of the rear tow hook reinforcement component located within the installation space; a second energy-absorbing structure 9, the second energy-absorbing structure 9 having a U-shaped structure, located on the outside of the rear bumper beam body 1; the opening end of the second energy-absorbing structure 9 is connected to the first energy-absorbing structure 1. The open ends of the energy-absorbing structure 5 are arranged opposite each other, and the open end of the other part of the first energy-absorbing structure 5 is welded to the open end of the second energy-absorbing structure 9; the third energy-absorbing structure 3 is located between the first energy-absorbing structure 5 and the first mounting end plate 6, and / or, the third energy-absorbing structure 3 is located between the first energy-absorbing structure 5 and the second mounting end plate 12, the bottom of the third energy-absorbing structure 3 is connected to the first energy-absorbing structure 5, and the top of the third energy-absorbing structure 3 is connected to the first mounting end plate 6 or the second mounting end plate 12; wherein, the length dimension of the second energy-absorbing structure 9 is smaller than the length dimension of the first energy-absorbing structure 5.

[0058] Optionally, the first energy-absorbing structure 5 is a U-shaped sheet metal stamping part with its open end facing the rear bumper beam body 1. Its bottom flange is partially welded to the upper surface of the rear bumper beam body 1 to form a closed or semi-closed installation space. This space is just enough to accommodate the rear tow hook reinforcement component, so that the trailer threaded pipe 15 and its installation structure are completely wrapped inside the energy-absorbing component. This not only avoids the exposed structure from interfering with the rear bumper assembly or passenger passage, but more importantly, by incorporating the trailer force transmission path completely into the cavity structure formed between the energy-absorbing component and the rear crossbeam body, the bending and torsional resistance of the trailer load is significantly improved. The towing force no longer depends on the spot welding connection between the trailer threaded pipe and the rear crossbeam body, but is uniformly transmitted to the welding area between the first energy-absorbing structure and the body through the wall thickness of the entire U-shaped structure, which greatly enhances the reliability and safety margin of the trailer function.

[0059] The second energy-absorbing structure 9 is also U-shaped, but its open end is positioned opposite to the open end of the first energy-absorbing structure 5, located on the outside of the rear anti-collision beam body 1. One end of it is welded to the outer flange of the first energy-absorbing structure 5, forming a continuous "U"-shaped closed cavity structure, constituting the outer main body of the energy-absorbing component 100. This structure mainly bears the axial impact load from the rear during the collision. Its U-shaped cross section can be controlled to crush along the axial direction under pressure, thus absorbing energy. Its length is smaller than that of the first energy-absorbing structure 5. The design intentionally reserves an extension section of the first energy-absorbing structure 5 towards the rear anti-collision beam body 1, so that the energy absorption path forms a gradient energy absorption mode of "inside first, outside second, long first, short second" in the longitudinal direction. In the early stage of the collision, the longer first energy-absorbing structure 5 dominates the deformation and energy absorption, and then the second energy-absorbing structure 9 takes over, avoiding energy concentration in a local area, ensuring a smooth and continuous energy absorption process, effectively reducing the peak load, and protecting the rear longitudinal beam and the passenger compartment structure.

[0060] The third energy-absorbing structure 3 is located between the first energy-absorbing structure 5 and the first mounting end plate 6, or between the first energy-absorbing structure 5 and the second mounting end plate 12. Its bottom is welded to the outer edge of the top of the first energy-absorbing structure 5, and its top is welded to the bottom surface of the mounting end plate, forming a three-dimensional "triangular support" structure. This structure is not an independent energy-absorbing component, but rather serves as a connecting bridge and reinforcing rib. Its main function is to effectively transfer the rear bumper mounting load and vertical step reaction force borne by the mounting end plate to the main structure of the first energy-absorbing structure 5, preventing deformation, warping, or weld cracking of the mounting end plate due to localized stress. Simultaneously, the third energy-absorbing structure 3 enhances the local stiffness of the top area of ​​the first energy-absorbing structure 5, preventing elastic deformation due to stepping or bumper vibration under non-collision conditions, and ensuring the dimensional stability of the step surface and the bumper mounting surface.

[0061] The connection between the first energy-absorbing structure 5, the second energy-absorbing structure 9, and the third energy-absorbing structure 3 forms a three-dimensional force flow network of "internal energy absorption - external energy absorption - upper support": the first energy-absorbing structure 5 undertakes the main longitudinal energy absorption and trailer force transmission, the second energy-absorbing structure 9 enhances lateral bending resistance and assists in energy absorption, and the third energy-absorbing structure 3 realizes reliable vertical load transmission and structural stiffness enhancement. This layered collaborative design achieves simultaneous improvement in energy absorption efficiency, structural stiffness, and functional integration without increasing material usage, enabling the entire energy-absorbing assembly 100 to meet collision regulations while also ensuring installation reliability, pedal stability, and trailer safety.

[0062] Furthermore, since the second energy-absorbing structure 9 is shorter than the first energy-absorbing structure 5, its compact layout effectively controls the lateral projection size of the assembly, leaving more space for the rear bumper's design. This facilitates a smoother body transition and a lower drag coefficient, improving the overall vehicle appearance and aerodynamic performance. This layered structural, size-matched, and functionally synergistic design logic gives the energy-absorbing component 100 of this application a high degree of structural integration and engineering adaptability, making it a core innovative carrier for achieving the technical goal of "one assembly for multiple purposes".

[0063] Specifically, such as Figure 6 , Figure 7 As shown, the first energy-absorbing structure 5 includes: a top plate 200, with a first side 300 and a second side 400 respectively provided on both sides of the top plate 200. The first side 300 and the second side 400 extend toward the rear anti-collision beam body 1, and the first side 300 and the second side 400 are arranged opposite to each other. The top plate 200 has a third positioning hole 26 and a fourth positioning hole 27 at both ends. The top plate 200 has a plurality of first welding holes 23, and the first welding holes 23 are spaced apart along the length direction of the top plate 200. The top plate also has a first exhaust hole 24. The first vent 24 is located between the third positioning hole 26 and the fourth positioning hole 27. The third energy-absorbing structure 3 is connected to the top plate 200 through the third positioning hole 26 or the fourth positioning hole 27. The first side 300 is provided with a first wire harness hole 30, a second vent 32 and a plurality of second welding holes 29 at intervals. The second side 400 is provided with a third vent 35 and a plurality of third welding holes 34 at intervals. The third vent 35 is arranged opposite to the second vent 32, and each third welding hole 34 is arranged in a one-to-one correspondence with each second welding hole 29.

[0064] The first energy-absorbing structure 5 serves as the core load-bearing and energy-absorbing unit of the energy-absorbing component 100. Its structure is composed of a top plate 200, a first side 300, and a second side 400. The three are integrally stamped to form a U-shaped cavity with a closed cross-section. This structure greatly improves bending stiffness and local load-bearing capacity while ensuring lightweight.

[0065] The first vent 24, located in the middle of the top plate 200, is between the third positioning hole 26 and the fourth positioning hole 27. Its function is to release the air in the sealed space between the two plates during the welding process, preventing the weld from bulging, porosity or deformation due to gas expansion. Especially when a sandwich welding is formed between the top plate 200 and the rear anti-collision beam body 1, this vent becomes a key process hole to ensure the tightness and strength of the weld, significantly improving the stability of welding quality.

[0066] Multiple first welding holes 23 are provided at intervals along the length of the top plate 200. These holes are designed for spot welding process, allowing welding clamps to penetrate the top plate 200 from above and reliably spot weld to the upper surface of the rear anti-collision beam body 1, so as to achieve a firm connection between the first energy-absorbing structure 5 and the body.

[0067] In this design, there are 6 welding holes in the first section. The 6 welding holes are divided into three groups. Two welding holes in each group are spaced apart along the width of the top plate, and the three groups of welding holes are spaced apart along the length of the top plate.

[0068] Welding holes: Through holes or process holes made in the upper plate, used only to provide operating space for spot welding electrodes, allowing welding clamps to reach in and clamp the upper and lower plates for spot welding. The weld does not fill the hole, but forms a spot-like molten nugget on the plate contact surface at the edge of the hole. The weld point forms a local molten nugget on the plate contact surface, and the hole does not participate in load-bearing.

[0069] The first side 300 and the second side 400 extend vertically downwards from both sides of the top plate 200, forming two wings of a U-shaped structure. Process holes for wiring harness laying and venting are arranged on their outer surfaces. The first side 300 is provided with a first wiring harness hole 30, a second venting hole 32, and multiple second welding holes 29 in sequence. The first wiring harness hole 30 provides a passage for the vehicle body wiring harness (such as reversing radar and rear fog light cables), allowing the wiring harness to run from inside the energy-absorbing component to the side of the vehicle body, avoiding the risk of wear, aging, or electromagnetic interference caused by exposed wiring. The second venting hole 32 and the second welding holes 29 are arranged alternately, which not only meets the gas exhaust requirements inside the cavity during welding, but also provides operating space for the welding clamp, ensuring that the weld between the first side 300 and the first reinforcing plate or the rear anti-collision beam mounting plate 13 is complete and reliable.

[0070] The third vent 35 on the second side 400 is symmetrically arranged with the second vent 32 to ensure the mechanical balance and thermal stress uniformity of the energy absorption component structure on both sides during welding and venting. The multiple third welding holes 34 arranged thereon correspond one-to-one with the second welding holes 29 on the first side 300, which not only strengthens the symmetry of the structure on both sides, but also realizes synchronous welding and quality consistency control on both sides during assembly. It is an important design basis for realizing "universal use of left and right parts and reuse of processes" in platform development.

[0071] Specifically, such as Figure 8As shown, the second energy-absorbing structure 9 includes: a base plate 500, with a third side 600 and a fourth side 700 respectively provided on both sides of the base plate 500. The third side 600 and the fourth side 700 are arranged opposite to each other and extend toward the first energy-absorbing structure 5. Part of the third side 600 and part of the fourth side 700 are located outside the first energy-absorbing structure 5, and the first side 300 is welded to the third side 600, and the second side 400 is welded to the fourth side 700.

[0072] In another embodiment, the second energy-absorbing structure 9 serves as the outer extension of the energy-absorbing assembly 100. Its structure is formed by a base plate 500 and two extending third and fourth sides 600, which are integrally stamped to form a U-shaped cavity with an opening facing the first energy-absorbing structure 5. The third and fourth sides 600 are attached parallel to the outer surface of the first energy-absorbing structure 5, creating a continuous, closed "U"-shaped cross-section between the second and first energy-absorbing structures 9 and 5. This significantly enhances the overall rigidity of the energy-absorbing assembly in both the lateral and longitudinal directions, effectively preventing energy absorption failure due to local buckling during a collision.

[0073] The welding areas between the third side 600 and the first side 300, and between the fourth side 700 and the second side 400, constitute the longitudinal main weld of the energy-absorbing component 100. This welding method is not a simple end-to-end connection, but rather maximizes the weld length through side overlap, significantly improving the weld's shear and fatigue resistance. After welding, the two sets of sides form a "sandwich" structure in space, enabling continuous force transmission between the first energy-absorbing structure 5 and the second energy-absorbing structure 9, and also forming an internal barrier that effectively prevents disordered rebound of collision energy within the energy-absorbing component, guiding energy to smoothly crush along the axial direction, thus improving energy absorption efficiency and controllability.

[0074] The base plate 500 serves as the bottom load-bearing surface of the structure. Its planar structure provides stable bottom support for the energy-absorbing components. Simultaneously, it acts as the primary pressure-bearing surface during a collision. Its thickness and material grade match those of the first energy-absorbing structure 5, ensuring uniform stress distribution and gradual collapse during low-speed rear-end collisions. Because the length of the second energy-absorbing structure 9 is smaller than that of the first energy-absorbing structure 5, its base plate 500 forms a "narrowing" structure at the rear. This creates a gradient distribution of energy absorption paths longitudinally, from long to short and from gentle to rapid. This facilitates the absorption of most energy by the first energy-absorbing structure 5 in the initial stages of the collision, with the second energy-absorbing structure 9 taking over to absorb the remaining energy in the later stages. This avoids concentrated load peaks, thereby reducing the peak impact force transmitted to the vehicle's longitudinal beams and improving passenger compartment safety.

[0075] like Figure 8As shown, the third side 600 is provided with a third plug weld hole 41 and a fourth plug weld hole 42, the fourth side 700 is provided with a first plug weld hole 37 and a second plug weld hole 38, and the base plate 500 is provided with a fifth welding hole 39 and a fourth welding hole 44, wherein the first plug weld hole 37 and the second plug weld hole 38 are correspondingly arranged with the fifth welding hole 39 and the fourth welding hole 44. The welding of the first energy-absorbing structure and the second energy-absorbing structure is achieved through the above-mentioned plug weld holes.

[0076] Plug Weld: A pre-punched circular or elliptical through-hole in the upper plate. During welding, the welding torch electrode is inserted through this hole, fusing the upper and lower plates together. The weld fills the entire hole, forming a "plug-in" weld. Plug welding is a type of penetration welding where the weld penetrates both the upper and lower plates, forming a cylindrical weld nugget that fills the hole.

[0077] One end of the base plate 500 has a first positioning hole 40, and the other end has a second positioning hole 43. These two positioning holes at both ends of the base plate 500 serve as the core reference holes for the entire energy-absorbing assembly 100 on the vehicle assembly line. These two positioning holes form a precise spatial correspondence with the first positioning structure 16 and the second positioning structure 18 on the rear bumper beam body 1, enabling high-precision alignment and positioning of the energy-absorbing assembly and the body on the welding fixture. In the automated welding production line, the positioning holes, in conjunction with the fixture pins, ensure that the second energy-absorbing structure 9 maintains a millimeter-level positional error along the longitudinal direction relative to the body, guaranteeing the symmetry of the energy-absorbing components on both sides, the consistency of the mounting posture of the mounting end plates, and the levelness of the rear bumper and the step surface. This design significantly reduces assembly deviations caused by manual correction, improves the assembly yield, and provides a unified positioning reference for the co-line production of different vehicle models in platform development.

[0078] Specifically, such as Figure 5 As shown, the rear tow hook reinforcement assembly includes: a first reinforcing plate 11, which is connected to one end of the first energy-absorbing structure 5; a second reinforcing plate 14, at least one of which is provided, and an installation channel is formed between the second reinforcing plate 14 and the first reinforcing plate 11, the installation channel being used to install the trailer threaded pipe 15; wherein, the outer surface of the trailer threaded pipe 15 is welded to the inner surface of the installation channel.

[0079] Optionally, multiple second reinforcing plates 14 are provided according to the length of the trailer threaded pipe 15, thereby further increasing the length of the installation channel.

[0080] The first reinforcing plate 11 is a stamped sheet metal part with a flange. One edge of the plate is directly welded to the outer wall of the end of the first energy-absorbing structure 5. The welding area extends along the circumferential direction of the first energy-absorbing structure 5, forming a high-strength continuous weld to ensure a stable mechanical connection between the first reinforcing plate 11 and the first energy-absorbing structure 5. This reinforcing plate not only bears the lateral distribution of the trailer force, but also transforms the trailer load from a point-like concentrated transmission to a surface-like uniform transmission through its structural form, avoiding local tearing or deformation caused by the trailer force directly acting on the wall of the energy-absorbing component.

[0081] The second reinforcing plate 14 is positioned opposite the first reinforcing plate 11, forming a through-hole, closed installation channel. The width of this channel precisely matches the outer diameter of the trailer threaded tube 15, allowing the threaded tube to be inserted axially during installation, with its outer surface fully circumferentially fitted to the inner wall of the installation channel. This design abandons the traditional, low-reliability method of directly drilling holes in the anti-collision beam body or energy-absorbing components and fixing the threaded tube only by spot welding, instead adopting an integrated solution of "tube embedding—cavity wrapping—full circumferential welding." After the trailer threaded tube 15 passes through the installation channel, its outer surface is welded to the inner wall of the installation channel through continuous welds, making the threaded tube completely an integral part of the reinforcing component structure, thus significantly improving its axial strength, torsional stiffness, and tensile strength. The towing force is no longer borne by a single threaded connection. Instead, it is formed by the synergistic action of the threaded tube wall, the mounting channel wall, and the first and second reinforcing plates, creating a closed "tube-within-a-tube" force flow system. This allows the towing load to be directly transferred from the threaded tube to the first energy-absorbing structure 5, and then through the overall energy-absorbing component structure to the vehicle's longitudinal beams. This significantly improves the safety redundancy and service durability of the towing system. Even in extreme conditions where the threads strip or the nut loosens, the towing hook can still maintain an effective connection through the welded structure between the threaded tube and the reinforcing plate, avoiding the risk of detachment during towing.

[0082] Furthermore, since the installation channel is entirely located within the internal space of the first energy-absorbing structure 5, the trailer threaded pipe 15 is completely encased within the energy-absorbing assembly. This not only prevents the exposed structure from interfering with the rear bumper assembly or passenger access, but also effectively prevents mud and moisture from intruding and causing corrosion, thus improving long-term reliability. Simultaneously, the welding area of ​​this structure is completed synchronously with that of the first energy-absorbing structure 5, eliminating the need for additional assembly processes and achieving a unified functional integration and efficient manufacturing.

[0083] like Figure 11 As shown, the first reinforcing plate 11 is provided with a seventh positioning hole 45, such as Figure 12As shown, the second reinforcing plate 14 is provided with a trailer threaded tube mounting hole 46, which is coaxially arranged with the seventh positioning hole 45. The trailer threaded tube 15 passes through the seventh positioning hole 45 and the trailer threaded tube mounting hole 46 in sequence. The second reinforcing plate 14 is also provided with an eighth positioning hole 47; the eighth positioning hole 47 cooperates with the corresponding hole or tooling positioning pin on the first reinforcing plate 11, serving as the assembly reference for the entire rear tow hook reinforcement assembly. Before welding, by inserting the positioning pin into the positioning hole, the trailer threaded tube 15 can be forcibly and precisely inserted into the center position of the installation channel along the axial direction, so that its outer wall is evenly fitted with the inner wall of the channel, and the internal thread end face is completely coincident with the design position. This positioning mechanism ensures that the threaded tube is in the optimal posture before welding, avoiding problems such as welding stress concentration, uneven weld, and thread misalignment caused by assembly deviations.

[0084] like Figure 12 As shown, the trailer threaded tube 15 has an internal thread structure 51. When the vehicle breaks down or needs to be towed, the bolts of the trailer hook or the trailer ring can be screwed into the internal thread structure 51, forming a strong axial connection through thread engagement. Compared to the traditional solution that relies solely on welding or nuts to fix the trailer hook, the internal thread structure 51 transforms the towing force from simple spot welding or nut pressure transmission into shear and tensile loads between the threads, which are borne by the high-strength steel threaded tube as a whole, significantly improving the pull-out resistance and fatigue durability of the connection.

[0085] Specifically, such as Figure 9 As shown, three flanges 110 are provided along the circumference of the first reinforcing plate 11, and each flange 110 is welded to the top plate 200, the first side edge 300, and the second side edge 400, respectively. The three flanges 110 do not exist independently, but are integrally formed with the body of the first reinforcing plate 11, and their orientation is completely fitted with the outer contour of the U-shaped cavity of the first energy-absorbing structure 5: one flange extends along the outer edge of the top plate 200 and forms a lap weld with the outer plane of the top plate 200; the other two flanges extend along the outer walls of the first side edge 300 and the second side edge 400, respectively, and achieve lateral lap welds with the side walls of the energy-absorbing structure. This "three-sided enclosed" welding structure forms a connection relationship between the first reinforcing plate 11 and the first energy-absorbing structure 5 similar to a "wrapping interlocking" relationship, which far exceeds the connection strength of traditional single-plane spot welding or fillet welding.

[0086] When the trailer threaded pipe 15 is under stress, its axial tensile force and lateral torque are directly transmitted to the first reinforcing plate 11. In traditional structures, the reinforcing plate is only spot-welded to the wall of the energy-absorbing component, which is prone to warping or tearing under force. However, this structure fully connects the reinforcing plate to the top surface and side walls of the energy-absorbing structure through three flanges, so that the load is evenly distributed in three-dimensional space, forming a "top pressure-side tension-surface bearing" collaborative load-bearing system. This greatly improves the deformation resistance of the trailer mounting point, avoids weld cracking or plate denting caused by local stress concentration, and ensures safe and reliable trailer operation.

[0087] This three-way welded structure tightly integrates the first reinforcing plate 11 and the first energy-absorbing structure 5 into a single functional unit, changing the force transmission path of the trailer from "point-to-surface" to "surface-to-body". The trailer load passes through the threaded pipe → reinforcing plate → flange → top plate and side wall → body → longitudinal beam, forming an uninterrupted, low-stress-gradient continuous force flow channel. This completely eliminates the weak link of the traditional "nut + thin plate welding", giving the entire trailer system a structural safety margin comparable to that of the vehicle body.

[0088] Specifically, the rear bumper beam assembly further includes: a first support member 8, one end of which is connected to the rear bumper beam body 1, and the other end of which is connected to the first mounting end plate 6 or the second mounting end plate 12; a second support member 7, the first end of which is connected to the side of the first support member 8 away from the energy absorption component 100, and the connection between the second support member 7 and the first support member 8 forms a first included angle, and the second end of the second support member 7 is connected to the first mounting end plate 6 or the second mounting end plate 12.

[0089] The first support member 8 is a bent sheet metal component. One end of it is fixedly connected to the upper surface of the rear anti-collision beam body 1 by spot welding or plug welding, and the other end extends to the inner side of the mounting end plate and is welded thereto. The first support member is located on the outside of the energy absorption assembly 100. The first support member 8 is arranged longitudinally, and its function is to directly "bridge" the structural rigidity of the rear anti-collision beam body 1 to the mounting end plate, preventing the end plate from elastically sagging, twisting, or locally denting under the action of step load or rear bumper assembly force. Since the rear bumper is made of plastic or composite material, its own rigidity is extremely low, and it relies entirely on the metal end plate for support. In traditional designs, the end plate is only fixed by four corner bolts, which easily forms a "cantilever effect" when stepped on, causing the front end of the end plate to lift, produce abnormal noise, or surface cracks. The addition of the first support member 8 effectively shortens the cantilever span of the end plate, transforming the vertical load originally borne by a single bolt into compressive stress along the axis of the support member, which is then transferred to the more rigid anti-collision beam body. This significantly reduces the deformation of the end plate and improves the rigidity and usability of the step area.

[0090] The second support member 7 extends obliquely from the side of the first support member 8 away from the energy-absorbing component 100, forming an acute angle with the first support member 8 in space. Its other end is also welded to the inner side of the mounting end plate, forming a stable triangular structure with the first support member 8 and the second support member 7 as the two sides and the mounting end plate as the base. This "diagonal brace" structure is the core innovation of this application in structural mechanics: the triangle is the most stable geometric shape in nature. Its existence allows the mounting end plate to no longer rely solely on the shear resistance of the welded points when subjected to loads from above (stepping) or in front (bumper assembly). Instead, it directly transfers most of the load to the main structure of the rear anti-collision beam body 1 through the axial compression of the diagonal brace, forming a highly efficient flow path of "end plate → diagonal brace → straight brace → body".

[0091] Furthermore, the layout design of the first support member 8 and the second support member 7 fully considers manufacturing processes. Both are formed by stamping and bending, and the material is the same as that of the rear anti-collision beam body (high-strength steel).

[0092] Specifically, such as Figure 13 As shown, at least one of the first mounting end plate 6 and the second mounting end plate 12 includes: a mounting plate body, the mounting plate body being a flat plate structure, the two ends of the mounting plate body being provided with a fifth positioning structure 56 and a sixth positioning structure 52, the third energy-absorbing structure 3 being connected to the mounting plate body through the fifth positioning structure 56, the first support member 8 being connected to the mounting plate body through the sixth positioning structure 52; the mounting plate body is also provided with a plurality of bumper mounting holes 57, the mounting plate body being connected to the rear bumper through each bumper mounting hole 57.

[0093] The mounting plate body is a stamped flat sheet metal part. At both ends of the mounting plate body, a fifth positioning structure 56 and a sixth positioning structure 52 are respectively provided. These can be through holes or bosses. The fifth positioning structure 56 is used to position the third energy-absorbing structure 3, achieving high-precision axial and circumferential positioning between the third energy-absorbing structure 3 and the mounting plate body before welding. The sixth positioning structure 52 is located at the other end of the mounting plate body and is used to achieve precise docking with the end of the first support member 8. This positioning structure is typically a recessed platform with holes or a groove with a stop, its dimensions matching the end cross-section of the first support member 8, allowing the support member to be "locked" into the designed position before welding.

[0094] Furthermore, the mounting plate body is also provided with clearance holes 53 and process holes 54.

[0095] According to another aspect of the present invention, a vehicle is provided having a rear bumper beam assembly, the rear bumper beam assembly being the aforementioned rear bumper beam assembly.

[0096] The technical solution of this embodiment can be described by the following working process:

[0097] (1) Collision energy absorption process:

[0098] When a low-speed rear-end collision occurs, the rear bumper first contacts the external obstacle. The impact force is transmitted through the rear bumper assembly to the mounting end plate, and then diffuses to both sides via the mounting bracket 10 and the rear anti-collision beam body 1. The impact energy is mainly absorbed by energy-absorbing components symmetrically arranged on both sides: the energy-absorbing component is a closed cavity structure with open ends, and its "U"-shaped cross-section rear anti-collision beam body 1 serves as the main force transmission skeleton, transmitting the collision force longitudinally to the upper and lower structures of the energy-absorbing component; the energy-absorbing component achieves internal air pressure equalization through its side wall through holes, avoiding local stress concentration, and its welded connection with the rear anti-collision beam mounting plate 13 effectively transmits the impact force to the rear longitudinal beam of the vehicle body, achieving graded dissipation and buffering of energy. The entire structure maintains its integrity during deformation, effectively preventing intrusive deformation of the rear anti-collision beam body, and meeting the protection requirements for fuel system safety in the GB20072-2006 collision regulations.

[0099] (2) Pedal support process:

[0100] During passenger boarding and alighting, when the vehicle has a high ground clearance, the passenger's feet naturally descend to the bottom surface of the rear bumper beam body 1. Since the bottom surface of the rear bumper beam body 1 is a flat, high-strength steel platform, and its "U"-shaped cross-section structure possesses sufficient rigidity and bending resistance, this area is directly used as a footrest, providing a stable and non-slip support surface. The footrest functional area shares the same body with the collision energy absorption structure, eliminating the need for additional independent footrest components. During passenger boarding, the load is directly transferred through the body to the mounting bracket and energy absorption components, ultimately borne by the vehicle's longitudinal beams. The structure remains undeformed or loosened, ensuring safety and reliability.

[0101] (3) Trailer towing process:

[0102] When a vehicle needs to be towed, the trailer hook device is screwed into the internal thread structure 51 of the trailer threaded tube 15 via a thread. The towing force is transmitted axially to the outer wall of the trailer threaded tube 15, and then evenly distributed to the side wall structure of the energy-absorbing component through the welded first reinforcing plate 11. Since the trailer threaded tube 15 is completely embedded inside the closed energy-absorbing component, its welding interface with the energy-absorbing component forms a high-strength force transmission path, effectively avoiding the risk of weld tearing or nut falling off caused by uneven force on the traditional exposed trailer hook nut, and significantly improving the trailer's load-bearing capacity and safety.

[0103] The above solution can achieve the following technical effects:

[0104] First, it achieves a dual guarantee of collision safety and ease of getting in and out of the vehicle. This solution integrates the step support function directly into the upper surface of the rear bumper beam, allowing occupants to naturally step onto the bumper beam area when getting in and out of the vehicle. This not only significantly shortens the step distance for vehicles with higher ground clearance and improves the user experience, but also ensures that the step area has sufficient rigidity and load-bearing capacity in terms of structure, avoiding deformation or abnormal noise caused by stepping, truly realizing the integrated design of "safety structure as step platform".

[0105] Second, a highly efficient, controllable, and multi-level collision energy absorption system is constructed. Through the coordinated design of the rear anti-collision beam body with a "U"-shaped cross-section and the energy-absorbing components at both ends, a closed cavity structure is formed, achieving orderly and progressive crushing energy absorption during low-speed rear-end collisions. At the same time, the embedded overlap and gradient layout between the first and second energy-absorbing structures ensures a clear energy transfer path and a gradual decrease in peak load, effectively reducing the intrusion into the rear longitudinal beam and passenger compartment, fully meeting the requirements of national collision safety regulations such as GB20072-2006, and significantly improving the passive safety performance of the entire vehicle.

[0106] Third, the innovative integration of trailer towing functionality significantly improves system reliability. Through a closed installation channel formed by the "first reinforcing plate – second reinforcing plate," the trailer threaded pipe is fully embedded inside the energy-absorbing box. A high-rigidity mechanical connection is achieved through an internal thread structure, eliminating the reliance on weak nut weld points for trailer force. Instead, the force is efficiently transmitted via a continuous force flow path: "threaded pipe – reinforcing plate – energy-absorbing box – main body – vehicle longitudinal beams." This structure avoids the pitfalls of exposed trailer hooks, such as susceptibility to corrosion, interference, and insufficient strength, achieving a deep integration of trailer functionality and anti-collision structure, significantly enhancing the safety and durability of trailer operations.

[0107] Fourth, it achieves a high degree of structural integration and significantly reduces manufacturing costs. This solution integrates four types of parts that originally required independent development—the rear bumper beam, the front step, the rear bumper mounting bracket, and the tow hook mounting assembly—into a single assembly system. This significantly reduces the number of parts, molds, welding points, and assembly processes, effectively shortening the development cycle and reducing material costs and logistics and warehousing pressure. The platform-based design allows for adaptation to different vehicle models simply by adjusting the length of the energy-absorbing box and the shape of the end plate, greatly improving development efficiency and parts commonality.

[0108] Fifth, it improves the overall vehicle's lightweight design, appearance quality, and NVH performance. Eliminating the independent pedals results in a cleaner exterior surface, optimized aerodynamics, and reduced wind noise. The rear bumper mounting surface maintains high flatness due to the stable support system, and the sealing strips are compressed evenly, effectively suppressing abnormal noises. The overall structure utilizes high-strength steel stamping and welding processes, resulting in high material utilization and better weight control than traditional split-type solutions. While meeting regulatory and performance requirements, it achieves a synergistic improvement in lightweight design, aesthetics, and quietness.

[0109] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0110] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0111] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0112] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A rear bumper beam assembly, characterized in that, include: Rear bumper beam body (1); Energy-absorbing components (100), two energy-absorbing components (100) are provided, the two energy-absorbing components (100) are symmetrically arranged along the length direction of the rear anti-collision beam body (1), part of the energy-absorbing components (100) is located above the rear anti-collision beam body (1), and the other part of the energy-absorbing components (100) is located on the outside of the rear anti-collision beam body (1). One end of each energy-absorbing component (100) is connected to the rear tow hook reinforcement component, and the other end of each energy-absorbing component (100) is connected to the rear anti-collision beam mounting plate (13). The side of the rear anti-collision beam mounting plate (13) away from the energy-absorbing components (100) is connected to the longitudinal beam of the vehicle. Mounting brackets (10) are provided in multiples. Each of the mounting brackets (10) is located below the rear anti-collision beam body (1), and each mounting bracket (10) is spaced apart along the length direction of the rear anti-collision beam body (1). One end of each mounting bracket (10) is connected to the bottom of the rear anti-collision beam body (1), and the other end of each mounting bracket (10) is connected to the rear bumper of the vehicle.

2. The rear bumper beam assembly according to claim 1, characterized in that, The rear anti-collision beam assembly also includes a first mounting end plate (6) and a second mounting end plate (12). The first mounting end plate (6) and the second mounting end plate (12) are symmetrically arranged along the length direction of the rear anti-collision beam body (1). The first mounting end plate (6) and the second mounting end plate (12) are both located above the energy absorption components (100). The first mounting end plate (6) is connected to one of the energy absorption components (100), and the second mounting end plate (12) is connected to the other energy absorption component (100).

3. The rear bumper beam assembly according to claim 2, characterized in that, The energy-absorbing component (100) includes: The first energy-absorbing structure (5) is located above the rear anti-collision beam body (1). The first energy-absorbing structure (5) has a U-shaped structure. The opening of the first energy-absorbing structure (5) faces the rear anti-collision beam body (1). Part of the first energy-absorbing structure (5) is welded to the rear anti-collision beam body (1). An installation space is formed between the first energy-absorbing structure (5) and the rear anti-collision beam body (1). Part of the rear tow hook reinforcement assembly is located in the installation space. The second energy-absorbing structure (9) is U-shaped and located on the outside of the rear anti-collision beam body (1). The opening end of the second energy-absorbing structure (9) is opposite to the opening end of the first energy-absorbing structure (5), and the opening end of another part of the first energy-absorbing structure (5) is welded to the opening end of the second energy-absorbing structure (9). The third energy-absorbing structure (3) is located between the first energy-absorbing structure (5) and the first mounting end plate (6), and / or the third energy-absorbing structure (3) is located between the first energy-absorbing structure (5) and the second mounting end plate (12), the bottom of the third energy-absorbing structure (3) is connected to the first energy-absorbing structure (5), and the top of the third energy-absorbing structure (3) is connected to the first mounting end plate (6) or the second mounting end plate (12); The length of the second energy-absorbing structure (9) is smaller than that of the first energy-absorbing structure (5).

4. The rear bumper beam assembly according to claim 3, characterized in that, The first energy-absorbing structure (5) includes: The top plate (200) has a first side (300) and a second side (400) on its two sides respectively. The first side (300) and the second side (400) extend toward the rear anti-collision beam body (1) and the first side (300) and the second side (400) are arranged opposite to each other. The top plate (200) has a third positioning hole (26) and a fourth positioning hole (27) at both ends. The top plate (200) has a plurality of first welding holes (23), and each first welding hole (23) is spaced apart along the length of the top plate (200). The top plate also has a first exhaust hole (24), which is located between the third positioning hole (26) and the fourth positioning hole (27). The third energy-absorbing structure (3) is connected to the top plate (200) through the third positioning hole (26) or the fourth positioning hole (27). The first side (300) is provided with a first wire harness hole (30), a second vent hole (32) and a plurality of second welding holes (29) at intervals. The second side (400) is provided with a third vent hole (35) and a plurality of third welding holes (34) at intervals, wherein the third vent hole (35) is arranged opposite to the second vent hole (32), and each of the third welding holes (34) is arranged in a one-to-one correspondence with each of the second welding holes (29).

5. The rear bumper beam assembly according to claim 4, characterized in that, The second energy-absorbing structure (9) includes: The base plate (500) has a third side (600) and a fourth side (700) on its two sides respectively. The third side (600) and the fourth side (700) are arranged opposite to each other and extend toward the first energy-absorbing structure (5). Part of the third side (600) and part of the fourth side (700) are located outside the first energy-absorbing structure (5). The first side (300) is welded to the third side (600), and the second side (400) is welded to the fourth side (700).

6. The rear bumper beam assembly according to claim 4, characterized in that, The rear tow hook reinforcement assembly includes: The first reinforcing plate (11) is connected to one end of the first energy-absorbing structure (5); At least one second reinforcing plate (14) is provided, and an installation channel is formed between the second reinforcing plate (14) and the first reinforcing plate (11). The installation channel is used to install the trailer threaded pipe (15). The outer surface of the trailer threaded pipe (15) is welded to the inner surface of the mounting channel.

7. The rear bumper beam assembly according to claim 6, characterized in that, Three flanges (110) are provided along the circumference of the first reinforcing plate (11), and each flange (110) is welded to the top plate (200), the first side (300), and the second side (400).

8. The rear bumper beam assembly according to claim 5, characterized in that, The rear bumper beam assembly also includes: The first support member (8) has one end connected to the rear anti-collision beam body (1) and the other end connected to the first mounting end plate (6) or the second mounting end plate (12). The second support member (7) has a first end connected to the side of the first support member (8) away from the energy absorption assembly (100), and the connection between the second support member (7) and the first support member (8) forms a first included angle. The second end of the second support member (7) is connected to the first mounting end plate (6) or the second mounting end plate (12).

9. The rear bumper beam assembly according to claim 8, characterized in that, At least one of the first mounting end plate (6) and the second mounting end plate (12) includes: The mounting plate body is a flat plate structure. The two ends of the mounting plate body are provided with a fifth positioning structure (56) and a sixth positioning structure (52). The third energy-absorbing structure (3) is connected to the mounting plate body through the fifth positioning structure (56). The first support member (8) is connected to the mounting plate body through the sixth positioning structure (52). The mounting plate body is also provided with a plurality of bumper mounting holes (57), and the mounting plate body is connected to the rear bumper through each of the bumper mounting holes (57).

10. A vehicle, characterized in that, The vehicle has a rear bumper beam assembly, which is the rear bumper beam assembly according to any one of claims 1-9.

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