Pickup truck frame rear structure

Abstract

The application provides a pickup truck frame rear structure, which comprises a rear longitudinal beam, a rear cross beam assembly fixedly connected to the rear end of the rear longitudinal beam, a house car trailer hitch reinforcing plate assembly and a house car trailer arm sleeve assembly fixedly connected to the rear cross beam assembly, wherein the rear longitudinal beam is formed by an internal high-pressure bulging process; the house car trailer hitch reinforcing plate assembly comprises a house car trailer hitch lower reinforcing plate and a house car trailer hitch upper reinforcing plate fixedly connected to the inner cavity of the rear cross beam assembly; the house car trailer arm sleeve assembly comprises a house car trailer hitch connecting plate arranged at the bottom of the rear cross beam assembly and a house car trailer arm mounting sleeve; the house car trailer hitch upper reinforcing plate is fixedly connected to the upper end of the house car trailer hitch lower reinforcing plate; the house car trailer arm mounting sleeve is fixedly connected below the house car trailer hitch connecting plate; and the house car trailer hitch connecting plate is detachably fixedly connected to the house car trailer hitch lower reinforcing plate through screwing. The application can meet the requirements of the towing strength and the towing capacity of heavy house cars.

Description

Technical Field

[0001] This invention relates to the field of automobile frame technology, and more particularly to a rear structure of a pickup truck frame. Background Technology

[0002] The rear frame assembly is a crucial structure in pickup truck chassis. Traditional pickup truck rear frames primarily consist of mounted rear crossbeam assemblies, left and right rear longitudinal beam assemblies, and a rear tow hook assembly. These components enhance the frame's torsional rigidity, off-road towing capacity, and overall collision safety. They also distribute stress across the vehicle body during heavy loads or off-road driving, reducing the risk of cargo box deformation. However, some pickup trucks on the market currently use rear crossbeam assemblies that are bolted to the rear longitudinal beams. These assemblies only meet the requirements for rear bumper installation, everyday foot traffic, and basic towing strength with a standard rear tow hook. The rear crossbeams are insufficient for towing a 3.5-ton RV and for extreme off-road towing capacity. They may crack under complex conditions, lack sufficient torsional rigidity, and the mounting bolts for the rear crossbeam assembly are at risk of breakage. Summary of the Invention

[0003] The purpose of this invention is to provide a rear structure for a pickup truck frame that overcomes the shortcomings of existing technologies, satisfying both the strength required for towing and off-road capability and the ability to tow heavy RVs.

[0004] The technical solution adopted by this invention to solve its technical problem is: A rear structure of a pickup truck frame includes a rear longitudinal beam and a rear crossbeam assembly fixedly connected to the rear end of the rear longitudinal beam. The rear longitudinal beam is formed by an internal high-pressure bulging process. A motorhome trailer reinforcement plate assembly and a motorhome trailer arm sleeve assembly are fixedly connected to the rear crossbeam assembly. The RV trailer reinforcement plate assembly includes a lower RV trailer reinforcement plate and an upper RV trailer reinforcement plate fixedly connected to the inner cavity of the rear crossbeam assembly; the RV trailer arm sleeve assembly includes an RV trailer connecting plate and an RV trailer arm mounting sleeve disposed at the bottom of the rear crossbeam assembly. The upper reinforcing plate of the RV trailer is fixedly connected to the upper end of the lower reinforcing plate of the RV trailer; the RV trailer arm mounting sleeve is fixedly connected to the lower part of the RV trailer connecting plate, and the RV trailer connecting plate is detachably and fixedly connected to the lower reinforcing plate of the RV trailer by screws.

[0005] Preferably, in conjunction with the above scheme, the upper end of the lower reinforcing plate of the RV trailer is fixedly connected with several sets of threaded sleeves, and the upper reinforcing plate of the RV trailer is provided with threaded sleeve fixing holes at the positions corresponding to the threaded sleeves. The threaded sleeves pass through the threaded sleeve fixing holes and are fixedly connected to the threaded sleeve fixing holes. The RV trailer connecting plate is detachably fixedly connected to the threaded sleeves by screwing.

[0006] Preferably, in conjunction with the above scheme, the rear crossbeam assembly includes a rear crossbeam upper plate and a rear crossbeam lower plate with a U-shaped cross-section, the RV trailer lower reinforcing plate is fixedly connected to the inner bottom wall of the rear crossbeam lower plate, and the RV trailer connecting plate is fixedly connected to the bottom of the rear crossbeam lower plate.

[0007] Preferably, in conjunction with the above scheme, the left and right sides of the lower reinforcing plate of the RV trailer are provided with connecting protrusions, which are fixedly connected to the inner bottom wall of the lower plate of the rear crossbeam by welding; the front and rear sides of the lower reinforcing plate of the RV trailer are provided with lower connecting flanges, which are fixedly connected to the inner side wall of the lower plate of the rear crossbeam; the left and right sides of the upper reinforcing plate of the RV trailer are provided with upper connecting flanges, which are fixedly connected to the upper end face of the lower reinforcing plate of the RV trailer.

[0008] Preferably, in conjunction with the above scheme, the reinforcing plate on the RV trailer has a reinforcing boss that protrudes upward in the middle, and the reinforcing boss is fixedly connected to the inner top wall of the upper plate of the rear crossbeam by welding.

[0009] Preferably, in conjunction with the above scheme, the left and right sides of the RV trailer connecting plate are fixedly connected with first connecting side plates, and the front and rear sides of the RV trailer connecting plate are fixedly connected with second connecting side plates. The first connecting side plates are fixedly connected to the left and right sides of the RV trailer arm mounting sleeve by welding, and the second connecting side plates are fixedly connected to the upper end face of the RV trailer arm mounting sleeve by welding.

[0010] Preferably, in conjunction with the above scheme, a rear trailer hitch assembly is fixedly connected to the bottom of the rear longitudinal beam and rear cross beam assembly, and the rear trailer hitch assembly includes a rear trailer hitch inner reinforcing plate, a rear trailer hitch side reinforcing plate, and a rear trailer hitch.

[0011] Preferably, in conjunction with the above scheme, the inner reinforcing plate of the rear trailer hook is fixedly connected to the bottom of the rear longitudinal beam and the rear cross beam assembly, the side reinforcing plate of the rear trailer hook is fixedly connected to both sides of the inner reinforcing plate of the rear trailer hook, and the rear trailer hook is fixedly connected to the rear longitudinal beam, the inner reinforcing plate of the rear trailer hook, and the side reinforcing plate of the rear trailer hook.

[0012] Preferably, in conjunction with the above scheme, a pedal assembly is fixedly connected to the rear side of the rear longitudinal beam, the pedal assembly including a rear foot fixing plate and an upper foot pedal.

[0013] Preferably, in conjunction with the above scheme, the step-down fixing plate is fixedly connected to the rear side of the rear longitudinal beam, the upper step pedal is fixedly connected to the top of the rear longitudinal beam, and the lower end of the upper step pedal is fixedly connected to the upper end of the rear fixing plate.

[0014] The beneficial effects of this invention are as follows: This invention provides a rear frame structure for pickup trucks, which can be used in non-load-bearing pickup truck models. The rear frame structure not only improves the overall torsional rigidity of the frame and the rear collision safety capability of the vehicle, but also provides robust strength for a 3.5-ton RV with a centrally mounted trailer, and ensures the towing strength of the rear tow hook for getting out of trouble. The rear longitudinal beams and rear cross beams are welded and fixed to each other using an internal high-pressure bulging process, ensuring the stability and rigidity of the frame assembly during production and transportation. It saves the need for traditional pickup truck rear mounting cross beams and standard mounting parts, simplifies the structure, reduces costs, and strengthens the structure, meeting the requirements for getting out of trouble and towing capacity for RVs in different off-road scenarios.

[0015] The present invention will now be described in more detail with reference to the accompanying drawings and embodiments. Attached Figure Description

[0016] Figure 1 This is a diagram of the rear structure of an existing pickup truck frame; Figure 2 This is a rear structure diagram of a pickup truck frame according to the present invention; Figure 3 This is a structural diagram of the rear of a pickup truck frame from another direction according to the present invention; Figure 4 This is a top view of the rear structure of a pickup truck frame according to the present invention; Figure 5 This is a partially exploded view of the rear structure of a pickup truck frame according to the present invention; Figure 6 This is an exploded view of the RV trailer reinforcement plate assembly and the RV trailer arm sleeve assembly in this invention; Figure 7 This is a cross-sectional view of the RV trailer reinforcement plate assembly and the RV trailer arm sleeve assembly in this invention; Figure 8 This is a structural diagram of the RV trailer arm sleeve assembly in this invention; Figure 9 This is a structural diagram of the rear trailer hitch assembly and the foot pedal assembly in this invention; Figure 10 This is a structural diagram of the rear trailer hitch assembly and the foot pedal assembly from another direction in this invention; Figure 11 This is an exploded view of the rear trailer hitch assembly in this invention.

[0017] Among them, 1. Rear longitudinal beam; 2. Rear crossbeam assembly; 3. RV trailer reinforcement plate assembly; 4. RV trailer arm sleeve assembly; 5. Rear trailer hook assembly; 6. Step pedal assembly; 201. Rear crossbeam upper plate; 202. Rear crossbeam lower plate; 301. RV trailer lower reinforcement plate; 302. RV trailer upper reinforcement plate; 303. Threaded sleeve; 3011. Connecting protrusion; 3012. Welding hole; 3013. Lower connecting flange; 3021. Threaded sleeve fixing hole; 3022. Reinforcing boss; 302 3. Upper connecting flange; 401. RV trailer connecting plate; 4011. Bolt hole; 402. RV trailer arm mounting sleeve; 403. First connecting side plate; 404. Second connecting side plate; 405. Wiring harness connector fixing bracket; 501. Rear trailer hook inner reinforcing plate; 502. Rear trailer hook side reinforcing plate; 503. Rear trailer hook; 601. Step-on fixing plate; 602. Upper step pedal; 5031. Horizontal part of the hook; 5032. Hook connecting part; 5033. Hook body. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. It should be noted that, unless otherwise specified, the implementation methods and features in the implementation methods in this disclosure can be combined, separated, interchanged, and / or rearranged. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] In the accompanying drawings, for clarity and / or descriptive purposes, the dimensions and relative dimensions of the parts may be exaggerated, and the same reference numerals denote the same parts.

[0020] The terminology used herein is for the purpose of describing particular embodiments and is not intended to be limiting. As used herein, unless the context clearly indicates otherwise, the singular forms “a” and “(the)” are also intended to include the plural forms. Furthermore, when the terms “comprising” and / or “including” and variations thereof are used in this specification, it indicates the presence of the stated features, integrals, steps, operations, parts, components, and / or groups thereof, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, parts, components, and / or groups thereof. It should also be noted that, as used herein, the terms “substantially,” “about,” and other similar terms are used as approximate terms rather than as terms of degree, thus explaining the inherent biases in measurements, calculated values, and / or provided values ​​that would be recognized by one of ordinary skill in the art.

[0021] With the gradual relaxation of national restrictions on pickup trucks, the pickup truck market is showing significant growth. This type of vehicle, with its superior practicality and off-road capability, demonstrates unique advantages in specific application scenarios such as equipment maintenance and repair, and outdoor adventure.

[0022] Pickup trucks offer several advantages: superior cargo capacity, an open cargo bed for transporting large items (building materials, motorcycles, camping equipment, etc.), and practicality far exceeding that of SUVs and sedans. Users purchase pickup trucks seeking versatility, catering to daily commutes as well as road trips, camping, and hauling, making them particularly suitable for middle-class families and outdoor enthusiasts.

[0023] Good off-road performance: Most pickup trucks are equipped with four-wheel drive systems, high chassis and high torque engines, making them suitable for complex road conditions, such as mountains, construction sites or unpaved roads.

[0024] Ride comfort: In recent years, pickup truck interiors have been upgraded, with configurations approaching those of high-end SUVs (such as large screens, intelligent driving assistance, and luxury seats), catering to the needs of family travel.

[0025] Powerful performance and durability: Pickup trucks are typically equipped with large-displacement or turbocharged diesel / gasoline engines, offering strong towing capabilities (capable of towing RVs, yachts, etc.), making them suitable for outdoor enthusiasts and commercial use. Furthermore, their robust body structure is wear-resistant and suitable for high-intensity use.

[0026] Favorable policies and the trend of lifting restrictions: Many places in China have relaxed restrictions on pickup trucks entering cities, boosting consumer demand.

[0027] Reclassification adjustment: Some pickup trucks have been reclassified from "trucks" to "passenger vehicles," eliminating restrictions such as lettering and reflective strips, thus improving their image. At the same time, intelligent connectivity and autonomous driving functions of pickup trucks are becoming increasingly common, changing the traditional image of pickup trucks as "utility vehicles."

[0028] Cultural Symbols and Personalization: In North America, Australia, and other regions, pickup trucks represent a free and adventurous lifestyle; the culture of modification is thriving (raising the chassis, adding roll cages, etc.) to satisfy individual expression.

[0029] Pickup trucks are shifting from "production tools" to "life partners," becoming a new growth driver in the global automotive market due to their versatility, relaxed regulations, electrification, and the rise of outdoor culture. With technological advancements and changing consumer attitudes, pickup trucks are expected to further break down scenario limitations and reach a wider user base. As people's living standards improve, users are also placing higher demands on the structural design of existing pickup trucks.

[0030] like Figure 1As shown, the rear frame structure of some pickup trucks currently on the market includes a rear crossbeam assembly at the very back of the frame, and a reinforcing crossbeam fixed to the front of the rear crossbeam assembly to ensure the rigidity of the rear frame and prevent welding deformation. This structure can only meet the requirements of ordinary rear bumper installation, daily footing, and the towing strength requirements of the rear tow hook for getting out of trouble. Traditionally, to ensure stability and rigidity, the left and right rear longitudinal beams and the middle crossbeam are welded into an assembly. Then, to provide mounting points for the rear bumper and to provide footing strength, a rear crossbeam assembly for mounting the rear bumper needs to be connected by bolts. Because the existing rear crossbeam assembly uses a bolt-mounted structure, if this assembly is used to tow a 3.5-ton RV, there will be insufficient torsional rigidity and towing capacity during extreme towing situations. The bolt-mounted rear crossbeam assembly introduces weak points in the connection, and under complex working conditions, there is a risk of cracking of the rear crossbeam assembly and breakage of the mounting bolts.

[0031] The core of this invention, "A Rear Structure for a Pickup Truck Frame," lies in a specially designed rear frame structure for non-load-bearing pickup trucks. This structure is designed to meet the requirements of rear bumper foot support, rear tow hook strength for traction and towing, and also to support a 3.5-ton RV towing capacity. It satisfies the pickup truck's overall rear-end collision safety and functional needs under various complex off-road conditions. While fulfilling daily functionality, the frame significantly enhances the load-bearing capacity and traction capabilities of the RV towing system at the rear, enabling it to withstand the strength requirements of a 3.5-ton RV towing load and 100,000 Newtons of traction towing. It avoids cracking of the rear crossbeam assembly due to stress concentration under complex off-road conditions, improving structural torsional stiffness and fatigue life. Simultaneously, it mitigates the risk of breakage of the rear crossbeam assembly mounting bolts under long-term heavy-load towing conditions, improving the safety redundancy and reliability of the connections through structural optimization.

[0032] In this embodiment, the rear longitudinal beams 1 are integrally formed using a high-pressure bulging process within the tube beam, creating a stable structure with a closed "U"-shaped cross-section. The material of the left and right rear longitudinal beams 1 can be 610L, and the material thickness can be set to 2.8mm. Various mounting brackets and standard parts are welded onto the rear longitudinal beams 1 using a CO2 welding process to form the left and right rear longitudinal beam assemblies, providing mounting points for the rear suspension, wiring harnesses, and pickup truck cargo box.

[0033] The first and second intermediate crossbeams 7 and 8 are also integrally formed using a high-pressure bulging process within the tube beam, creating a stable structure with a circular closed cross-section. Both the first and second intermediate crossbeams 7 and 8 are made of 610L stainless steel with a thickness of 2.5mm. Mounting brackets and standard components can also be welded onto the first and second intermediate crossbeams 7 and 8 using a CO2 welding process to form two intermediate crossbeam assemblies, providing mounting points for the controller, fuel tank, and wiring harness.

[0034] Both ends of the first intermediate crossbeam 7 and the second intermediate crossbeam 8 pass through the side wall of the rear longitudinal beam 1 and are fixedly connected to the rear longitudinal beam 1 by welding. Specifically, a circular through hole is made at the front and near the middle of the rear longitudinal beam 1, and the first intermediate crossbeam 7 and the second intermediate crossbeam 8 are passed through the through holes on the rear longitudinal beam 1 and welded to the left and right rear longitudinal beams 1 by CO2 welding process.

[0035] Internal high-pressure forming is an advanced manufacturing process that uses metal tubing as raw material. By applying ultra-high-pressure liquid (typically 100-1000 MPa) internally and coordinating with axial feeding, the tubing is deformed and fitted within a mold cavity, thus forming a hollow longitudinal beam structure with complex cross-sections, varying wall thicknesses, or curved axes. The use of internal high-pressure forming for automotive longitudinal beams offers several significant advantages, primarily in terms of lightweighting, performance enhancement, cost optimization, and process simplification.

[0036] Because the internal high-pressure forming process uses hollow tubes as raw materials, the structure is formed directly through high-pressure liquid expansion, and its material utilization rate can reach more than 90%. In contrast, the traditional stamping and welding process has a material utilization rate of only 60-70% due to multiple blanking processes.

[0037] The internal high-pressure forming process can also reduce weight, significantly reducing weight while maintaining strength, thereby improving fuel economy and range. Compared with traditional stamped and welded longitudinal beams, the weight reduction can reach 20-40%, which helps to reduce the overall vehicle weight, thereby reducing fuel consumption or increasing the driving range of new energy vehicles.

[0038] Internal high-pressure forming technology can improve strength and stiffness, enhancing safety. This process can produce complex irregular cross-sections (such as rectangles and trapezoids), making the material distribution more aligned with stress requirements. For example, forming a circular tube into a specific rectangular cross-section can significantly increase the flexural modulus, substantially enhancing the bending and torsional resistance of the longitudinal beam, and improving vehicle collision safety and handling stability.

[0039] Internal high-pressure forming simplifies the production process and reduces manufacturing costs. Traditional stamping requires multiple sets of dies, and the subsequent welding process is complex. Internal high-pressure forming, on the other hand, can achieve "integral forming," simplifying the longitudinal beam, which originally required multiple stamped parts to be welded together, into a single integral part. This reduces the number of parts, dies, and subsequent welding processes, thereby reducing die costs, assembly costs, and labor time.

[0040] Internal high-pressure forming can also improve product precision and consistency. Traditional welding processes are prone to deformation and stress concentration, affecting precision. Internal high-pressure forming produces a seamless, integral structure, avoiding welding defects, improving dimensional accuracy and product consistency, while reducing the need for subsequent machining.

[0041] This process is applicable to lightweight, high-strength materials such as aluminum alloys and high-strength steel, effectively solving the problem of stamping cracks in high-strength materials. Simultaneously, it allows for flexible design of structures with variable cross-sections and localized reinforcement, meeting the performance requirements of the chassis in different load areas and providing greater flexibility for lightweight design. In the field of new energy vehicles, this process plays a crucial role in lightweighting, high performance, and cost control.

[0042] This application discloses a rear structure for a pickup truck frame, including a rear longitudinal beam 1 (a set of rear longitudinal beams 1 is provided on both the left and right sides of the vehicle body), and a rear crossbeam assembly 2 fixedly connected to the rear end of the rear longitudinal beam 1. The rear longitudinal beam 1 is formed by an internal high-pressure bulging process. A motorhome trailer reinforcement plate assembly 3 and a motorhome trailer arm sleeve assembly 4 are fixedly connected to the rear crossbeam assembly 2. In this embodiment, the motorhome trailer reinforcement plate assembly 3 is disposed in the inner cavity of the rear crossbeam assembly 2, while the motorhome trailer arm sleeve assembly 4 is disposed at the bottom of the rear crossbeam assembly 2. The motorhome trailer reinforcement plate assembly 3 is disposed in the middle of the rear crossbeam assembly 2, and the motorhome trailer arm sleeve assembly 4 is disposed on the right side of the rear crossbeam assembly 2.

[0043] The RV trailer reinforcement plate assembly 3 includes two main reinforcement plate parts, namely the RV trailer lower reinforcement plate 301 and the RV trailer upper reinforcement plate 302, which are fixedly connected to the inner cavity of the rear crossbeam assembly 2; the RV trailer arm sleeve assembly 4 also includes two main connecting parts, namely the RV trailer connecting plate 401 and the RV trailer arm mounting sleeve 402, which are set at the bottom of the rear crossbeam assembly 2. The RV trailer upper reinforcing plate 302 can be fixedly connected to the upper end of the RV trailer lower reinforcing plate 301 by welding; the RV trailer arm mounting sleeve 402 can be fixedly connected to the lower part of the RV trailer connecting plate 401 by welding, and the RV trailer connecting plate 401 is detachably fixedly connected to the RV trailer lower reinforcing plate 301 by screwing.

[0044] The upper end of the lower reinforcing plate 301 of the RV trailer is fixedly connected to several sets of threaded sleeves 303. The upper reinforcing plate 302 of the RV trailer has threaded sleeve fixing holes 3021 corresponding to the positions of the threaded sleeves 303. The threaded sleeves 303 pass through the threaded sleeve fixing holes 3021 and are fixedly connected to them. The RV trailer connecting plate 401 is detachably fixedly connected to the threaded sleeves 303 by screws. In this embodiment, four sets of threaded sleeves 303 are fixedly connected, spaced apart at the four corners of the lower reinforcing plate 301 of the RV trailer to ensure even force distribution. The bottom of the threaded sleeves 303 can be fixedly connected to the upper end face of the lower reinforcing plate 301 of the RV trailer by welding. After passing through the threaded sleeve fixing holes 3021, the central area of ​​the threaded sleeves 303 can be fixedly connected to the upper reinforcing plate 302 of the RV trailer by welding to ensure that the threaded sleeves 303 are firmly fixed.

[0045] The rear crossbeam assembly 2 includes an upper rear crossbeam plate 201 and a lower rear crossbeam plate 202. Both the upper and lower rear crossbeam plates 201 and 202 have U-shaped cross-sections. The downward-bent side of the upper rear crossbeam plate 201 and the upward-bent side of the lower rear crossbeam plate 202 overlap each other, and then the two are welded together to form the rear crossbeam assembly 2. An internal cavity reinforcement structure is formed inside the rear crossbeam assembly 2. The split U-shaped crossbeam plate is easy to stamp and form, the forming accuracy is easy to control, the stamping and welding processes are mature, and the mass production cost is controllable.

[0046] The RV trailer lower reinforcing plate 301 can be fixedly connected to the inner bottom wall of the rear crossbeam lower plate 202 by welding, and the RV trailer connecting plate 401 can be detachably fixed to the bottom of the rear crossbeam lower plate 202 by screwing. In this embodiment, the rear crossbeam assembly 2 is mainly composed of two parts, upper and lower. Both the rear crossbeam upper plate 201 and the rear crossbeam lower plate 202 are formed by cold stamping. The material of both the rear crossbeam upper plate 201 and the rear crossbeam lower plate 202 can be 610L. The material thickness of the rear crossbeam upper plate 201 is 3.0mm, and the material thickness of the rear crossbeam lower plate 202 is 4.0mm. The rear crossbeam upper plate 201 and the rear crossbeam lower plate 202 are welded together by CO2 welding process to form a stable structure with a closed cross section. Its cross section moment of inertia is significantly increased, and its overall bending and torsional resistance is excellent, and the frame load-bearing and deformation resistance is stronger. The enclosed cavity is less prone to localized warping and instability. Under conditions of vehicle bumps, heavy loads, and towing, the crossbeam deformation is minimal, and long-term use is less prone to dents and twisting. The load can be transferred circumferentially along the entire enclosed cross-section, avoiding stress concentration, reducing the risk of cracking at welds and bends, and extending fatigue life. Reinforcement components and towing devices can be arranged inside and outside the cavity, accommodating the installation of various auxiliary parts, and the layout is neat and orderly.

[0047] The RV trailer under reinforcement plate 301 has protruding connecting edges 3011 on both the left and right sides. The connecting edges 3011 are fixedly connected to the inner bottom wall of the rear crossbeam under plate 202 by welding. In this embodiment, each of the connecting edges 3011 on the left and right sides has a long oval welding groove 3012, so as to fix the RV trailer under reinforcement plate 301 to the inner bottom wall of the rear crossbeam under plate 202 by welding, ensuring the stability and firmness of the welded connection.

[0048] The RV trailer lower reinforcing plate 301 has lower connecting flanges 3013 bent on both its front and rear sides. These lower connecting flanges 3013 are fixedly connected to the inner wall of the rear crossbeam lower plate 202. The lower connecting flanges 3013 are bent upwards, with a radius (R) at the bend, and raised reinforcing ribs on the R to increase structural rigidity. The lower connecting flanges 3013 are then fixedly welded to the inner walls of the front and rear sides of the rear crossbeam lower plate 202. By fixing the connecting flanges 3011 and 3013 to the rear crossbeam lower plate 202, the lower reinforcing plate 301 is securely fixed, ensuring sufficient towing capability under complex off-road conditions.

[0049] The upper reinforcing plate 302 of the RV trailer has upper connecting flanges 3023 bent on both sides, which are fixedly connected to the upper end face of the lower reinforcing plate 301 of the RV trailer. The upper connecting flanges 3023 are bent downwards, and their bottoms can be fixedly connected to the upper end face of the lower reinforcing plate 301 of the RV trailer by welding. After the upper reinforcing plate 302 and the lower reinforcing plate 301 of the RV trailer are fixedly connected, a reinforcing cavity structure is formed inside to ensure the structural strength of the RV trailer reinforcing plate assembly 3.

[0050] In addition, a reinforcing boss 3022 is provided on the middle of the reinforcing plate 302 of the RV trailer, and the upper end face of the reinforcing boss 3022 is fixedly connected to the inner top wall of the upper plate 201 of the rear crossbeam by welding. Thus, the entire RV trailer reinforcing plate assembly 3 is firmly fixed in the inner cavity of the rear crossbeam assembly 2. The reinforcing boss 3022 can provide local reinforcement, improve rigidity and strength, and improve the bending and compressive resistance of the position, avoiding local deformation and cracking under heavy load and towing. It can meet the towing function requirements under complex off-road conditions, as well as the connection requirements of the RV trailer arm sleeve assembly 4.

[0051] The RV trailer connecting plate 401 is fixedly connected to both the left and right sides with first connecting side plates 403, and the RV trailer connecting plate 401 is fixedly connected to both the front and rear sides with second connecting side plates 404. The first connecting side plates 403 are fixedly connected to the left and right sides of the RV trailer arm mounting sleeve 402 by welding, and the second connecting side plates 404 are fixedly connected to the upper end face of the RV trailer arm mounting sleeve 402 by welding. A wire harness connector fixing bracket 405 is also fixedly connected to the first connecting side plate 403 by welding. In this embodiment, the RV trailer connecting plate 401 is arranged horizontally, the first connecting side plates 403 are fixedly connected vertically to the lower end of the RV trailer connecting plate 401, and the second connecting side plates 404 are also fixedly connected vertically to the RV trailer connecting plate 401. The RV trailer connecting plate 401, the first connecting side plate 403, the second connecting side plate 404, and the RV trailer arm mounting sleeve 402 are welded together to ensure a stable connection and meet the needs of RV towing.

[0052] To meet this requirement, a rear trailer hitch assembly 5 is fixedly connected to the bottom of the rear longitudinal beam 1 and the rear cross beam assembly 2. The rear trailer hitch assembly 5 includes an inner reinforcing plate 501, a side reinforcing plate 502, and a rear trailer hitch 503. In this embodiment, the rear trailer hitch assembly 5 comprises a set of V-shaped inner reinforcing plates 501, two sets of side reinforcing plates 502 disposed on both sides of the inner reinforcing plates 501, and a set of rear trailer hitches 503 with a diameter of 18mm.

[0053] The inner reinforcing plate 501 of the rear trailer hook is designed with a V-shaped structure, which can disperse the dragging impact force and optimize the force transmission path. Since the pulling force is concentrated in the rear trailer hook 503 when the trailer is towing, the V-shaped opening structure can evenly distribute the concentrated load to the left and right sides, the rear longitudinal beam 1, and the rear cross beam assembly 2, avoiding single-point stress overload and preventing stress from accumulating on a small piece of sheet metal.

[0054] The V-shaped structure can significantly improve bending and torsional stiffness. Flat and thin plates are easy to bend and become unstable. The V-shaped angle forms a three-dimensional cross section, which increases the moment of inertia of the cross section. Its bending and torsional resistance is much higher than that of flat plates. It is not easy to undergo plastic deformation when dragged or subjected to off-road bumps.

[0055] The V-shaped structure can better fit the assembly of the rear trailer hook side reinforcement plate 502. The two rear trailer hook side reinforcement plates 502 can be attached and welded to the left and right sides of the V-shaped structure. The welding connection is reliable. The three are combined to form a cage-like reinforcement structure, which greatly increases the overall load-bearing capacity.

[0056] The rear trailer hitch 503 includes a horizontal part 5031, a connecting part 5032, and a hook body 5033, which are sequentially arranged and integrally formed. The horizontal part 5031 is fixedly connected to the bottom of the rear longitudinal beam 1 by welding. The connecting part 5032 is bent downward and disposed at the rear end of the horizontal part 5031. The connecting part 5032 is fixedly connected to the rear trailer hitch side reinforcing plate 502 and the rear trailer hitch inner reinforcing plate 501 by welding. The hook body 5031 has a U-shaped structure and is horizontally disposed at the lower end of the connecting part 5032. The hook body 5033 is fixedly connected to the rear trailer hitch side reinforcing plate 502 and the rear trailer hitch inner reinforcing plate 501 by welding. The V-shaped structure of the inner reinforcing plate 501 of the rear trailer hook, together with the side reinforcing plate 502 of the rear trailer hook, can fix and limit the rear trailer hook 503. This not only ensures sufficient welding area, but also prevents the trailer hook from moving or shifting left and right during towing, keeping the force centered and avoiding uneven load tearing of the weld.

[0057] In this embodiment, the inner reinforcing plate 501 and the side reinforcing plate 502 of the rear trailer hook are both made of HR600 / 780HE material, and the rear trailer hook 503 is made of 40Cr material.

[0058] The inner reinforcing plate 501 of the rear trailer hook is fixedly connected to the bottom of the rear longitudinal beam 1 and the rear cross beam assembly 2 by welding, that is, the inner reinforcing plate 501 of the rear trailer hook needs to be connected to both the rear longitudinal beam 1 and the rear cross beam assembly 2; the side reinforcing plate 502 of the rear trailer hook is fixedly connected to both sides of the inner reinforcing plate 501 of the rear trailer hook; and the rear trailer hook 503 is fixedly connected to the rear longitudinal beam 1, the inner reinforcing plate 501 of the rear trailer hook, and the side reinforcing plate 502 of the rear trailer hook. The two sets of rear trailer hook side reinforcement plates 502 can also be welded to the inner and outer sides of the rear longitudinal beam 1 respectively by CO2 welding process. At the same time, the rear trailer hook 503, which provides the function of getting out of trouble and towing, needs to be connected to the rear longitudinal beam 1, the rear trailer hook inner reinforcement plate 501, and the rear trailer hook side reinforcement plate 502, so that when the rear trailer is under stress, it can be distributed to the rear longitudinal beam 1 and the rear cross beam assembly 2. The structure constructed by the above method has been verified by simulation and actual vehicle, and meets the requirement of 100,000 Newtons of strength for getting out of trouble and towing.

[0059] To facilitate footing, a foot pedal assembly 6 is fixedly connected to the rear side of the rear longitudinal beam 1. The foot pedal assembly 6 includes a rear foot fixing plate 601 and an upper foot pedal 602. The foot pedal assembly 6 provides footing support for the left and right sides of the rear bumper assembly.

[0060] The rear fixing plate 601 is fixedly connected to the rear side of the rear longitudinal beam 1, and the upper pedal 602 is fixedly connected to the top of the rear longitudinal beam 1. The lower end of the upper pedal 602 is fixedly connected to the upper end of the rear fixing plate 601. In this embodiment, the upper pedal 602 is horizontally arranged, and the rear fixing plate 601 is vertically fixed to the lower end of the upper pedal 602. At the same time, the rear fixing plate 601 is fixedly connected to the rear end opening of the rear longitudinal beam 1.

[0061] The non-load-bearing pickup truck frame rear structure design method described in this invention has the following key design features: Design highlight one: The rear longitudinal beams 1 on both sides of the vehicle body and the first and second intermediate crossbeams 7 and 8 are all integrally formed using a high-pressure bulging process within the tubular beams. The first and second intermediate crossbeams 7 and 8 penetrate the rear longitudinal beams 1 on both sides of the vehicle body. Simultaneously, the rear crossbeam assembly 2 is connected to the rear longitudinal beams 1 using CO2 welding. This connection method is a non-traditional installation structure. These components form the main frame structure of the rear of the vehicle. This main frame structure provides a robust foundation for rear trailer hitch towing, mid-mounted caravan towing, rear bumper footrests, and overall rear-impact safety, meeting the demands of various complex off-road conditions. It avoids the risk of breakage of the rear crossbeam assembly mounting bolts under long-term heavy-load towing conditions, and improves the safety redundancy and reliability of the connections through structural optimization.

[0062] The second key design feature is to increase structural rigidity by fixing the RV trailer reinforcement plate assembly 3 to the inner cavity of the rear crossbeam assembly 2, thus meeting the towing capacity of a 3.5-ton RV. This further prevents cracking, insufficient torsional rigidity, and broken mounting bolts in the rear crossbeam assembly 2 and related connecting parts. At the same time, the RV trailer arm sleeve assembly 4 is detachably fixed to the bottom of the rear crossbeam assembly 2 by screws, enabling the RV trailer arm sleeve assembly 4 to be detachably installed and maintained, while also ensuring the secure installation of all parts of the RV trailer arm sleeve assembly 4.

[0063] Design Focus 3: By fixing the rear trailer hook assembly 5 to the bottom of the front longitudinal beam 1 and the rear cross beam assembly 2, and welding the V-shaped rear trailer hook inner reinforcing plate 501 to the bottom of the rear longitudinal beam 1 and the rear cross beam assembly 2, fixing the rear trailer hook side reinforcing plate 502 to both sides of the rear trailer hook inner reinforcing plate 501, and fixing the rear trailer hook 503 to the rear longitudinal beam 1, the rear trailer hook inner reinforcing plate 501, and the rear trailer hook side reinforcing plate 502 to form the rear trailer hook assembly 5, the force of the rear trailer can be simultaneously distributed to the rear longitudinal beam 1 and the rear cross beam assembly 2 to meet the ultimate 100,000 Newtons of towing strength requirement.

[0064] Finally, to facilitate footing, a foot support structure is provided for the left and right sides of the rear bumper assembly. A foot pedal assembly 6 is fixedly connected to the rear side of the rear longitudinal beam 1. This foot pedal assembly 6 includes a horizontally arranged rear foot fixing plate 601 and a vertically arranged upper foot pedal 602. The rear foot fixing plate 601 is fixedly welded to the rear side of the rear longitudinal beam 1, and the upper foot pedal 602 is fixedly welded to the top of the rear longitudinal beam 1. The lower end of the upper foot pedal 602 is fixedly welded to the upper end of the rear fixing plate 601.

[0065] Through the above structural design, the rear structure of the pickup truck frame in this invention not only improves the overall torsional rigidity of the frame and the rear collision safety capability of the vehicle, but also provides robust rear tow hook towing strength (meeting at least 100,000 Newtons) and the strength to tow a 3.5-ton RV in the center. The technical optimization scheme of this invention provides an innovative method for a simple, low-cost, and robust structure, a structural design method that can meet the requirements of towing capability and RV towing capability in different off-road scenarios. This optimized design method has strong practicality and good application prospects.

[0066] In the description of this invention, it should be understood that terms such as “center,” “longitudinal,” “lateral,” “vertical,” “horizontal,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “bottom,” “inner,” “outer,” “top,” “one end,” “one side,” “both ends,” “both sides,” “clockwise,” and “counterclockwise” indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0067] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this patent, unless otherwise stated, "a plurality of" means two or more.

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

[0069] The present invention has been described above with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any improvements made using the inventive concept and technical solution of the present invention, or direct applications in other situations, fall within the protection scope of the present invention.

Claims

1. A rear structure of a pickup truck frame, comprising a rear longitudinal beam (1) and a rear crossbeam assembly (2) fixedly connected to the rear end of the rear longitudinal beam (1), characterized in that, The rear longitudinal beam (1) is formed by internal high pressure bulging process, and the rear cross beam assembly (2) is fixedly connected with the RV trailer reinforcement plate assembly (3) and the RV trailer arm sleeve assembly (4). The RV trailer reinforcement plate assembly (3) includes a lower RV trailer reinforcement plate (301) and an upper RV trailer reinforcement plate (302) fixedly connected in the inner cavity of the rear crossbeam assembly (2); the RV trailer arm sleeve assembly (4) includes an RV trailer connecting plate (401) and an RV trailer arm mounting sleeve (402) disposed at the bottom of the rear crossbeam assembly (2). The upper reinforcing plate (302) of the RV trailer is fixedly connected to the upper end of the lower reinforcing plate (301) of the RV trailer; the RV trailer arm mounting sleeve (402) is fixedly connected to the lower part of the RV trailer connecting plate (401), and the RV trailer connecting plate (401) is detachably and fixedly connected to the lower reinforcing plate (301) of the RV trailer by screwing.

2. The rear structure of the pickup truck frame according to claim 1, characterized in that, The upper end of the RV trailer lower reinforcing plate (301) is fixedly connected with several sets of threaded sleeves (303). The RV trailer upper reinforcing plate (302) is provided with threaded sleeve fixing holes (3021) corresponding to the positions of the threaded sleeves (303). The threaded sleeves (303) pass through the threaded sleeve fixing holes (3021) and are fixedly connected to the threaded sleeve fixing holes (3021). The RV trailer connecting plate (401) is detachably fixedly connected to the threaded sleeves (303) by screwing.

3. The rear structure of the pickup truck frame according to claim 1, characterized in that, The rear crossbeam assembly (2) includes a rear crossbeam upper plate (201) and a rear crossbeam lower plate (202) with a U-shaped cross section. The RV trailer lower reinforcing plate (301) is fixedly connected to the inner bottom wall of the rear crossbeam lower plate (202), and the RV trailer connecting plate (401) is fixedly connected to the bottom of the rear crossbeam lower plate (202).

4. The rear structure of the pickup truck frame according to claim 3, characterized in that, The lower reinforcing plate (301) of the RV trailer has protruding connecting edges (3011) on both the left and right sides, which are fixedly connected to the inner bottom wall of the lower rear crossbeam plate (202) by welding; the lower reinforcing plate (301) of the RV trailer has bent lower connecting flanges (3013) on both the front and rear sides, which are fixedly connected to the inner side wall of the lower rear crossbeam plate (202); the upper reinforcing plate (302) of the RV trailer has bent upper connecting flanges (3023) on both the left and right sides, which are fixedly connected to the upper end face of the lower reinforcing plate (301) of the RV trailer.

5. The rear structure of the pickup truck frame according to claim 3, characterized in that, The RV trailer has a reinforcing plate (302) with a reinforcing boss (3022) protruding upward in the middle. The reinforcing boss (3022) is fixedly connected to the inner top wall of the rear crossbeam plate (201) by welding.

6. The rear structure of the pickup truck frame according to claim 1, characterized in that, The RV trailer connecting plate (401) is fixedly connected to the left and right sides with first connecting side plates (403), and the RV trailer connecting plate (401) is fixedly connected to the front and rear sides with second connecting side plates (404). The first connecting side plates (403) are fixedly connected to the left and right sides of the RV trailer arm mounting sleeve (402) by welding, and the second connecting side plates (404) are fixedly connected to the upper end face of the RV trailer arm mounting sleeve (402) by welding.

7. The rear structure of the pickup truck frame according to claim 1, characterized in that, The rear longitudinal beam (1) and the rear cross beam assembly (2) are fixedly connected to the bottom of the rear trailer hitch assembly (5), which includes a rear trailer hitch inner reinforcing plate (501), a rear trailer hitch side reinforcing plate (502) and a rear trailer hitch (503).

8. The rear structure of the pickup truck frame according to claim 7, characterized in that, The rear trailer hook inner reinforcing plate (501) is fixedly connected to the bottom of the rear longitudinal beam (1) and the rear cross beam assembly (2). The rear trailer hook side reinforcing plate (502) is fixedly connected to both sides of the rear trailer hook inner reinforcing plate (501). The rear trailer hook (503) is fixedly connected to the rear longitudinal beam (1), the rear trailer hook inner reinforcing plate (501), and the rear trailer hook side reinforcing plate (502).

9. The rear structure of the pickup truck frame according to claim 1, characterized in that, The rear longitudinal beam (1) is fixedly connected to the rear side of the pedal assembly (6), which includes a rear foot plate (601) and an upper foot pedal (602).

10. The rear structure of the pickup truck frame according to claim 1, characterized in that, The stepping plate (601) is fixedly connected to the rear side of the rear longitudinal beam (1), the upper step pedal (602) is fixedly connected to the top of the rear longitudinal beam (1), and the lower end of the upper step pedal (602) is fixedly connected to the upper end of the stepping plate (601).

11. A vehicle characterized in that, The vehicle is equipped with a pickup truck frame rear structure according to any one of claims 1 to 10.

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