Towing hook connecting structure and automobile
By using an aluminum towing hook sleeve made of the same material as the anti-collision beam, directly welding and increasing the contact area, the problem of insufficient connection strength of the aluminum anti-collision beam is solved, and the lightweighting of the entire vehicle and the improvement of connection strength are achieved.
Patent Information
- Application Number
- CN202422225158.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-11
- Publication Date
- 2025-09-12
- Estimated Expiration
- 2034-09-11
AI Technical Summary
In the prior art, when the towing hook sleeve of the aluminum anti-collision beam is connected to the steel anti-collision beam, it is impossible to simultaneously ensure the connection strength and the lightweight of the entire vehicle, resulting in an increase in the weight of the entire vehicle and increased fuel consumption.
The aluminum towing hook sleeve is made of the same material as the anti-collision beam and is directly connected to the anti-collision beam by welding, which reduces the adapter frame. The connection end is combined with the fitting welding of the anti-collision beam to increase the contact area and improve the connection strength.
While achieving the lightweight of the entire vehicle and increasing the connection strength, it also reduces the weight and fuel consumption of the entire vehicle and improves the welding effect and the uniformity of stress distribution.
Smart Images
Figure CN223327269U_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of automobile parts, and in particular to a towing hook connection structure and an automobile. Background Art
[0002] As an important means of transportation in people's daily life and work, when a car breaks down and cannot move forward, it is generally towed by other vehicles to a repair shop.
[0003] When towing a vehicle, the towing hook must be connected to the sleeve on the anti-collision beam. However, to ensure connection strength, the towing hook sleeve on the aluminum anti-collision beam is mostly made of steel sleeves. The sleeve is connected to the anti-collision beam via an adapter frame, which increases the weight of the vehicle, fails to ensure lightweighting, and increases fuel consumption. Utility Model Content
[0004] Based on this, it is necessary to provide a towing hook connection structure and a vehicle to address the above-mentioned problem of being unable to simultaneously ensure connection strength and vehicle lightweight.
[0005] According to one aspect of the present application, a towing hook connection structure is provided, comprising:
[0006] anti-collision beam;
[0007] The traction hook sleeve includes a connecting end and a connecting cylinder, wherein the connecting cylinder is passed through the anti-collision beam and welded to the anti-collision beam; the connecting end is coaxially arranged on the connecting cylinder, and the connecting end has a first side surface that is in contact with the anti-collision beam, and the first side surface is welded to the anti-collision beam;
[0008] Wherein, the material of the towing hook sleeve is the same as that of the anti-collision beam.
[0009] In one embodiment, the traction hook sleeve is an aluminum sleeve, and the anti-collision beam is an aluminum anti-collision beam.
[0010] In one embodiment, the connecting end and the connecting cylinder are an integrally formed structure.
[0011] In one embodiment, the first side surface is inclined relative to the axial direction of the traction hook sleeve.
[0012] In one embodiment, the connecting end further has a second side surface facing away from the anti-collision beam, and the second side surface is parallel to the first side surface.
[0013] In one embodiment, the connecting end also has a second side surface facing away from the anti-collision beam, and a first opening is provided on the second side surface, which is coaxial with and connected to the connecting cylinder, and the radius of the first opening is larger than the inner diameter of the connecting cylinder.
[0014] In one embodiment, a second opening communicating with the first opening and the connecting cylinder is provided in the connecting end, and a radius of the second opening is equal to an inner diameter of the connecting cylinder.
[0015] In one embodiment, an internal thread structure is provided on the inner circumference of the connecting cylinder, and an internal thread structure is provided on the inner circumference of the second opening.
[0016] In one embodiment, an energy absorption box is provided on the anti-collision beam, and the end of the connecting cylinder facing away from the connecting end is located in the energy absorption box.
[0017] According to another aspect of the present application, a vehicle is provided, comprising the towing hook connection structure as described in any one of the above embodiments.
[0018] The above-mentioned towing hook connection structure and automobile, by making the material of the towing hook sleeve the same as the material of the anti-collision beam, the towing hook sleeve can be directly welded to the anti-collision beam without the use of an adapter frame for connection, thereby reducing the weight of the entire vehicle and reducing fuel consumption. At the same time, by making the first side surface of the connection end affixed and welded to the anti-collision beam, the contact area between the towing hook sleeve and the anti-collision beam is increased, thereby improving the connection strength, thereby ensuring both connection strength and vehicle lightweight. BRIEF DESCRIPTION OF THE DRAWINGS
[0019] Figure 1 This is a schematic structural diagram of the towing hook connection structure of some embodiments of the present application.
[0020] Figure 2 This is a partial structural diagram of the towing hook connection structure of some embodiments of the present application.
[0021] Figure 3 This is a schematic structural diagram of a towing hook sleeve of a towing hook connection structure in some embodiments of the present application.
[0022] Figure 4 This is a schematic structural diagram of the traction hook sleeve and the traction hook of the traction hook connection structure in some embodiments of the present application.
[0023] Reference numerals:
[0024] 1. Anti-collision beam;
[0025] 2. Towing hook sleeve;
[0026] 21, connecting end; 211, first side; 212, second side; 213, first opening; 214, second opening;
[0027] 22. Connect the cylinder;
[0028] 23. Threaded channel;
[0029] 3. Energy absorption box;
[0030] 4. Traction hook; 41. Screw; 42. Traction plate. DETAILED DESCRIPTION
[0031] To make the above-mentioned objects, features, and advantages of the present application more clearly understood, the specific embodiments of the present application are described in detail below with reference to the accompanying drawings. The following description sets forth many specific details to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways than those described herein, and those skilled in the art can make similar improvements without violating the scope of the present application. Therefore, the present application is not limited to the specific embodiments disclosed below.
[0032] In the description of this application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing this application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.
[0033] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include at least one of such features. In the description of this application, if the term "plurality" appears, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.
[0034] In this application, unless otherwise specified or limited, the terms "mounted," "connected," "connected," "fixed," etc., should be interpreted broadly. For example, these terms may refer to fixed connections, removable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediary; and internal communication between two components or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.
[0035] In this application, unless otherwise expressly specified or limited, if a first feature is described as being "above" or "below" a second feature, or similar descriptions, this may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, when a first feature is described as being "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is described as being "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.
[0036] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be an intermediate element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only embodiment.
[0037] As a key component in vehicle collision safety, the anti-collision beam is a critical safety feature, designed to absorb and cushion external impacts to protect the front and rear of the vehicle and its occupants. Conventional front and rear anti-collision beams are typically stamped or roll-formed from high-strength steel sheets, absorbing collision energy and protecting occupants. This steel anti-collision beam design allows the towing hook mounting sleeve to be welded directly to the beam, providing both superior connection strength and ease of installation for towing or rescue vehicles when needed.
[0038] With the development of the economy, the requirements for automobile collision safety and lightweighting are gradually increasing. Since aluminum alloy anti-collision beams have good energy absorption and weight reduction effects, the original steel anti-collision beams are gradually replaced by aluminum alloy anti-collision beams. However, the use of aluminum alloy anti-collision beams will bring about the problem of changes in the structural material of the traction device installation. Since aluminum parts can be reduced by about 36% compared to steel parts under the same performance, the all-aluminum anti-collision beam can be matched with an aluminum towing hook mounting sleeve to achieve the purpose of lightweighting. However, the strength of aluminum cannot reach the level of high-strength steel, so the connection strength of the aluminum towing hook mounting sleeve and the all-aluminum anti-collision beam is average, which has a limiting effect on the towing weight.
[0039] To ensure a secure connection, current vehicles utilize a steel tow hook mounting sleeve. However, compared to aluminum tow hook mounting sleeves, steel tow hook mounting sleeves are heavier for comparable performance, failing to achieve lightweighting. Furthermore, the steel tow hook mounting sleeve can only be connected to the aluminum anti-collision beam body via an adapter bracket bolt, not direct welding. This adapter bracket further increases vehicle weight, hindering lightweighting and increasing fuel consumption. Therefore, a tow hook connection structure is urgently needed to address these technical issues.
[0040] See Figure 1 , an embodiment of the present application provides a towing hook connection structure, including an anti-collision beam 1 and a towing hook sleeve 2. Among them, the anti-collision beam 1 is part of the vehicle's passive safety system, which is used to protect the safety of passengers in the event of a collision. The towing hook sleeve 2 plays a key role in the towing process, and the two together ensure the safety of the vehicle during use. It can be understood that the towing hook sleeve 2 is usually the fixed part of the towing hook, installed at the front or rear of the vehicle, and the anti-collision beam 1 is part of the front or rear structure of the vehicle, which is used to absorb and disperse collision energy. When towing or being towed, the towing hook sleeve 2 will bear the traction force, which is transmitted to the anti-collision beam 1 through the towing hook sleeve 2, and then dispersed to the vehicle body structure by the anti-collision beam 1.
[0041] For specific settings, see Figure 1 and Figure 3 The towing hook sleeve 2 is made of the same material as the anti-collision beam 1, allowing it to be connected to the anti-collision beam 1 by welding, eliminating the need for an adapter. This reduces vehicle weight and fuel consumption. A threaded channel 23 is provided within the towing hook sleeve 2 for insertion and connection. The towing hook is threaded into the threaded channel 23 to connect to the towing hook sleeve 2 and the anti-collision beam 1.
[0042] See Figure 1 and Figure 2The towing hook sleeve 2 includes a connecting end 21 and a connecting cylinder 22. The connecting cylinder 22 is inserted into the anti-collision beam 1 and welded to the anti-collision beam 1. Specifically, the anti-collision beam 1 is provided with a mounting channel having a first mounting opening and a second mounting opening arranged coaxially. The first end of the connecting cylinder 22 is located in the first mounting opening, and the second end of the connecting cylinder 22 passes through the second mounting opening. The portion of the connecting cylinder 22 located at the second mounting opening is welded to the anti-collision beam 1.
[0043] The connecting end 21 is coaxially disposed on the connecting cylinder 22. The connecting end 21 has a first side surface 211 that mates with the anti-collision beam 1. The first side surface 211 is welded to the anti-collision beam 1. Specifically, the connecting end 21 is disposed on the first end of the connecting cylinder 22. The connecting end 21 has a first side surface 211 that faces the anti-collision beam 1. The first side surface 211 mates with the anti-collision beam 1 and is welded to the anti-collision beam 1. By mate-ing and welding the first side surface 211 of the connecting end 21 to the anti-collision beam 1, the contact area between the towing hook sleeve 2 and the anti-collision beam 1 is increased, thereby improving the welding effect and the uniformity of stress distribution, and reducing the probability of failure and fracture due to excessive local stress.
[0044] In summary, the towing hook connection structure of the present application makes the material of the towing hook sleeve 2 the same as that of the anti-collision beam 1, so that the towing hook sleeve 2 can be directly welded to the anti-collision beam 1 without the need for an adapter frame for connection, thereby reducing the weight of the entire vehicle and reducing fuel consumption. At the same time, by making the first side surface 211 of the connecting end 21 fit and welded to the anti-collision beam 1, the contact area between the towing hook sleeve 2 and the anti-collision beam 1 is increased, thereby improving the connection strength, so as to simultaneously ensure the connection strength and the lightweight of the entire vehicle.
[0045] See Figure 1 and Figure 2 In one embodiment, the towing hook sleeve 2 is made of aluminum. Since aluminum parts can be approximately 36% lighter than steel parts with equivalent performance, the use of an all-aluminum anti-collision beam 1 and an aluminum towing hook sleeve 2 can achieve vehicle lightweighting.
[0046] In one embodiment, the connecting end 21 and the connecting cylinder 22 are integrally formed to facilitate the production of the towing hook sleeve 2. Specifically, the towing hook sleeve 2 is extruded using an aluminum extrusion process. This aluminum extrusion process allows the towing hook sleeve 2 to be designed with varying wall thicknesses and optimized cross-sectional structures based on the aperture requirements of the anti-collision beam 1 and the required drag strength performance, thereby increasing design flexibility. Furthermore, the towing hook sleeve 2 produced using the aluminum extrusion process can be subsequently machined with threads of varying specifications to meet the requirements of different vehicle models, eliminating the need for repeated mold development, reducing tooling development costs and cycle time, and ultimately lowering production costs.
[0047] Furthermore, the aluminum extrusion process can produce parts with a variety of complex cross-sectional profiles, providing significant design flexibility. Extruded aluminum exhibits excellent mechanical properties, with its longitudinal (extrusion direction) mechanical properties significantly exceeding those of similar products produced by other processing methods after quenching and aging. Extruded products exhibit high dimensional accuracy and excellent surface quality, reducing the need for subsequent processing. The extrusion process is simple and requires minimal equipment investment, shortening the process flow and requiring less equipment and investment compared to other production processes. The extrusion process improves the aluminum's microstructure, enhances its mechanical properties, and allows for large deformations. Compared to other manufacturing processes, the aluminum extrusion process is more cost-effective. Aluminum materials have a high recycling rate, and the extrusion process itself is relatively environmentally friendly, helping to reduce environmental impact during production. Therefore, the towing hook sleeve 2 produced using the aluminum extrusion process can offer advantages such as improved material properties, high design flexibility and customizability, a high strength-to-weight ratio, high dimensional accuracy, high production efficiency, high cost-effectiveness, and environmental friendliness.
[0048] See Figure 2 and Figure 4 In one embodiment, the first side surface 211 is inclined relative to the axial direction of the towing hook sleeve 2 so that the connecting end 21 can better fit the anti-collision beam 1. It can be understood that in order to fit the shape of the front and rear of the vehicle, the surface of the anti-collision beam 1 facing the connecting end 21 has a curvature. And to ensure the traction effect of the towing hook, the axial direction of the towing hook sleeve 2 and its insertion direction are parallel to the longitudinal direction of the vehicle. Therefore, by making the first side surface 211 inclined relative to the axial direction of the towing hook sleeve 2, the fitting effect of the connecting end 21 and the anti-collision beam 1 is guaranteed, and then the welding effect of the connecting end 21 and the anti-collision beam 1 is guaranteed.
[0049] In one embodiment, the connecting end 21 further includes a second side surface 212 facing away from the anti-collision beam 1. The second side surface 212 is parallel to the first side surface 211 to improve the uniformity of stress distribution on the connecting end 21. In addition, since the first side surface 211 can be aligned with the anti-collision beam 1, by making the second side surface 212 parallel to the first side surface 211, the second side surface 212 can be aligned with the surface shape of the anti-collision beam 1, thereby ensuring aesthetics after installation.
[0050] More specifically, the connecting end 21 further includes a third side surface connecting the first side surface 211 and the second side surface 212, and the third side surface is parallel to the axial direction of the traction hook sleeve 2. This structure enables the traction hook sleeve 2 to be extruded using an aluminum extrusion process.
[0051] See Figure 2-Figure 4In one embodiment, the connecting end 21 further has a second side surface 212 facing away from the anti-collision beam 1, and a first opening 213 is formed on the second side surface 212, which is coaxial with and connected to the connecting cylinder 22, and the radius of the first opening 213 is greater than the inner diameter of the connecting cylinder 22, so that when the traction hook 4 is installed with the connecting end 21, the first opening 213 can guide and accommodate the traction plate 42 on the traction hook 4.
[0052] Specifically, the towing hook sleeve 2 is provided with a threaded channel 23 for insertion and connection of the towing hook 4. The first opening 213 is coaxial with and communicates with the threaded channel 23. The towing hook 4 comprises a screw 41, a towing plate 42, and a retaining ring. The screw 41 is mounted perpendicularly to the towing plate 42, and the retaining ring is mounted on the side of the towing plate 42 facing away from the screw 41. When connecting the towing hook 4 to the towing hook sleeve 2, the screw 41 is inserted through the first opening 213 and screwed into the threaded channel 23. During the screwing process, the first opening 213 guides and accommodates the towing plate 42 on the towing hook 4.
[0053] More specifically, the traction plate 42 is a circular plate, and the first opening 213 is a circular opening. That is, along an axial direction perpendicular to the first opening 213, the outer cross-sectional contour of the traction plate 42 is circular, while the inner cross-sectional contour of the connecting end 21 is circular. This structure allows the traction plate 42 to rotate within the first opening 213 as the screw 41 is screwed into the threaded channel 23, ensuring a secure screw connection between the screw 41 and the threaded channel 23. The outer diameter of the traction plate 42 matches the inner diameter of the first opening 213, ensuring that the outer circumference of the traction plate 42 contacts the inner circumference of the first opening 213 as the traction plate 42 rotates within the first opening 213, ensuring that the first opening 213 effectively guides the traction plate 42.
[0054] See Figure 2-Figure 4 In one embodiment, the connecting end 21 is provided with a second opening 214 that connects the first opening 213 and the connecting barrel 22. The radius of the second opening 214 is equal to the inner diameter of the connecting barrel 22, so that the connecting end 21 can assist the connecting barrel 22 in accommodating the screw 41 of the towing hook 4. Specifically, the connecting barrel 22 has a third opening, and the second opening 214 of the connecting end 21 and the third opening of the connecting barrel 22 cooperate to form the threaded passage 23 of the towing hook sleeve 2. More specifically, the inner circumference of the connecting barrel 22 is provided with an internal thread structure, and the inner circumference of the second opening 214 is provided with an internal thread structure, so that the connecting end 21 can assist the connecting barrel 22 in securing the screw 41 of the towing hook 4, thereby ensuring that the towing hook sleeve 2 effectively secures the towing hook 4.
[0055] See Figure 1 and Figure 2In one embodiment, an energy absorption box 3 is provided on the anti-collision beam 1, and the end of the connecting cylinder 22 facing away from the connecting end 21 is located in the energy absorption box 3. Specifically, the energy absorption box 3 is installed between the anti-collision beam 1 and the frame longitudinal rail and serves as the first layer of energy absorption structure. When the car collides, the energy absorption box 3 can first deform to reduce the impact force transmitted to the vehicle body longitudinal rail. In other words, the energy absorption box 3 can aggregate and absorb the collision force absorbed by the anti-collision beam 1, and absorb and disperse the impact energy through its own deformation, thereby protecting the vehicle body structure.
[0056] More specifically, two energy absorbing boxes 3 are provided on the anti-collision beam 1, and the traction hook sleeve 2 is provided on the anti-collision beam 1, and the end of the connecting cylinder 22 of the two traction hook sleeves 2 facing away from the connecting end 21 is located in one of the energy absorbing boxes 3. In the embodiment of the present application, there is only one traction hook sleeve 2, and the end of the connecting cylinder 22 of the traction hook sleeve 2 facing away from the connecting end 21 is located in Figure 1 In the energy absorption box 3 on the right side.
[0057] Furthermore, the energy absorption box 3 can be connected to the anti-collision beam 1 via bolts, facilitating post-collision repair and replacement, reducing maintenance costs and labor. Aluminum alloy can be used as the material for the energy absorption box 3. Due to its excellent thermal conductivity and mechanical properties, aluminum alloy can maintain its performance even at low temperatures, effectively ensuring that the energy absorption box 3 can function properly in adverse weather conditions.
[0058] The embodiment of the present application further provides a car, comprising a towing hook connection structure as described in any one of the above embodiments. Specifically, the car comprises a vehicle frame, and the towing hook connection structure is arranged on the vehicle frame.
[0059] The automobile of the present application makes the material of the towing hook sleeve 2 of the towing hook connection structure the same as the material of the anti-collision beam 1, so that the towing hook sleeve 2 can be directly welded to the anti-collision beam 1 without the need for an adapter frame for connection, thereby reducing the weight of the entire vehicle and reducing fuel consumption. At the same time, by making the first side surface 211 of the connecting end 21 fit and welded to the anti-collision beam 1, the contact area between the towing hook sleeve 2 and the anti-collision beam 1 is increased, thereby improving the connection strength, thereby ensuring both the connection strength and the lightweight of the entire vehicle.
[0060] The technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0061] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.
Claims
1. A traction hook connection structure, characterized in that: include: anti-collision beam; The traction hook sleeve includes a connecting end and a connecting cylinder, wherein the connecting cylinder is passed through the anti-collision beam and welded to the anti-collision beam; the connecting end is coaxially arranged on the connecting cylinder, and the connecting end has a first side surface that is in contact with the anti-collision beam, and the first side surface is welded to the anti-collision beam; Wherein, the material of the towing hook sleeve is the same as that of the anti-collision beam.
2. The traction hook connection structure according to claim 1, characterized in that: The traction hook sleeve is an aluminum sleeve, and the anti-collision beam is an aluminum anti-collision beam.
3. The traction hook connection structure according to claim 1, characterized in that: The connecting end and the connecting cylinder are an integrally formed structure.
4. The traction hook connection structure according to claim 1, characterized in that: The first side surface is arranged to be inclined relative to the axial direction of the traction hook sleeve.
5. The traction hook connection structure according to claim 4, characterized in that: The connecting end further has a second side surface facing away from the anti-collision beam, and the second side surface is parallel to the first side surface.
6. The traction hook connection structure according to claim 1, characterized in that: The connecting end also has a second side surface away from the anti-collision beam, and a first opening is opened on the second side surface, which is coaxial with and connected to the connecting cylinder, and the radius of the first opening is larger than the inner diameter of the connecting cylinder.
7. The traction hook connection structure according to claim 6, characterized in that: A second opening communicating with the first opening and the connecting cylinder is provided in the connecting end head, and a radius of the second opening is equal to an inner diameter of the connecting cylinder.
8. The traction hook connection structure according to claim 7, characterized in that: An internal thread structure is provided on the inner circumference of the connecting cylinder, and an internal thread structure is provided on the inner circumference of the second opening.
9. The traction hook connection structure according to claim 1, characterized in that: An energy absorption box is provided on the anti-collision beam, and an end of the connecting cylinder facing away from the connecting end head is located in the energy absorption box.
10. An automobile, characterized in that: It comprises the traction hook connection structure according to any one of claims 1 to 9.