Vehicle rear frame structure and vehicle with same

Abstract

The utility model provides a vehicle rear frame structure and a vehicle with the same, and relates to the technical field of vehicles. The rear frame structure of the vehicle comprises two longitudinal beams which extend in the length direction of the vehicle and are arranged in a spaced mode; the rear cross beam is arranged between the two longitudinal beams, one end of the rear cross beam is connected with one longitudinal beam, the other end of the rear cross beam is connected with the other longitudinal beam, and the rear cross beam is used for installing at least one of a trailer wire harness and a trailer; the angle brace is arranged between the two longitudinal beams, the angle brace is connected with the rear cross beam, the angle brace is provided with two connecting ends which are oppositely arranged, one connecting end is connected with one longitudinal beam, and the other connecting end is connected with the other longitudinal beam. By the adoption of the technical scheme, the deformation resistance of the rear cross beam and the longitudinal beam is improved, and the rear end dragging installation and large dragging force use requirements of the rear cross beam can be met.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and more specifically, to a vehicle rear frame structure and a vehicle having the same. Background Technology

[0002] Currently, the structural design of trailer connectors on the market mainly consists of two parts: a rear crossbeam and corner braces. The rear crossbeam is primarily a channel beam structure, while the corner braces are mainly C-shaped structures. The corner braces are welded to the rear crossbeam. The trailer connector is the part that connects the trailer and the trailer, and its design directly affects the trailer's towing capacity and safety. Current connectors mainly adopt the following forms: One type of trailer connector structure includes a rear crossbeam, corner braces, and a crossbeam assembly. The towing mounting holes on the rear crossbeam are for installing trailer hooks, and the trailer air hose connector mounting holes are for installing trailer air hose connectors. The corner braces connect the rear crossbeam and the trailer body, and the crossbeam assembly connects the rear crossbeam and the trailer body. The trailer's towing capacity and safety design mainly rely on the structure of the rear crossbeam, corner braces, and crossbeam assembly. However, the towing mounting holes and trailer air pipe connector mounting holes on the rear crossbeam of the trailer connector structure are poorly designed in terms of diameter and location, resulting in insufficient installation accuracy and structural strength. The C-shaped structure design of the corner brace makes the connection between the corner brace and the rear crossbeam unstable, and the channel beam structure design of the crossbeam assembly makes the overall rigidity of the rear crossbeam insufficient. The rough contact surface between the trailer body and the rear crossbeam results in insufficient connection strength and reliability.

[0003] In existing technologies, the rear-end structure of a vehicle frame is often assembled from multiple independent components by welding. To improve resistance to deformation, reinforcing ribs or plates are added to certain key parts of the frame. Furthermore, corner braces and connecting plates are often separate structures, connected to the rear crossbeams and longitudinal beams of the frame by bolts or other fasteners. However, these solutions suffer from problems such as low integration, limited resistance to deformation, difficulty in achieving lightweight goals, and high costs.

[0004] There is currently no effective solution to the above problems. Utility Model Content

[0005] The main objective of this invention is to provide a vehicle rear frame structure and a vehicle having the same, in order to solve the problems of low integration and low strength of the vehicle rear frame in the prior art.

[0006] To achieve the above objectives, according to one aspect of the present invention, a vehicle rear frame structure is provided, comprising: two longitudinal beams extending along the length of the vehicle and spaced apart; a rear crossbeam disposed between the two longitudinal beams, one end of which is connected to one of the longitudinal beams and the other end of which is connected to the other longitudinal beam, the rear crossbeam being used for mounting at least one of a trailer wiring harness and a tow bar; and a corner brace disposed between the two longitudinal beams and connected to the rear crossbeam, the corner brace having two oppositely arranged connecting ends, one connecting end being connected to one of the longitudinal beams and the other connecting end being connected to the other longitudinal beam.

[0007] Furthermore, the corner brace includes a corner brace body, which is connected to the rear crossbeam and two longitudinal beams, and the edge of the corner brace body is provided with a flange structure.

[0008] Furthermore, the corner brace body includes a first connecting segment, a second connecting segment, a third connecting segment, a fourth connecting segment, and a fifth connecting segment arranged sequentially, wherein the first connecting segment forms one of the connecting ends, the fifth connecting segment forms the other connecting end, the third connecting segment is connected to the rear crossbeam, and the first connecting segment and the second connecting segment, the second connecting segment and the third connecting segment, the third connecting segment and the fourth connecting segment, and the fourth connecting segment and the fifth connecting segment are all arranged at an angle.

[0009] Furthermore, the first connecting segment is connected to one of the longitudinal beams, and the fifth connecting segment is connected to another longitudinal beam, wherein the first connecting segment and the fifth connecting segment are flush with the inner end face of the longitudinal beam.

[0010] Furthermore, a drag hole is provided on the third connecting section, and a through hole is provided on the rear crossbeam. When the third connecting section is connected to the rear crossbeam, the drag passes through at least part of the drag hole and the through hole.

[0011] Furthermore, the first connecting segment and the second connecting segment have an included angle α, the second connecting segment and the third connecting segment have an included angle β, the third connecting surface and the fourth connecting surface have an included angle β, and the fourth connecting surface and the fifth connecting surface have an included angle α, where α+β=270°.

[0012] Furthermore, the upper and lower sides of the corner brace body are provided with flange structures.

[0013] Furthermore, multiple weight-reduction holes are provided on the second and fourth connecting sections.

[0014] Furthermore, the gusset body has a first part and a second part, the first part and the second part have a connection position that is engaged and connected, and the first part and the second part have a separation position that is separated; wherein, when the first part and the second part are in the connection position, a drag hole is formed between the first part and the second part.

[0015] Furthermore, the rear frame structure also includes a crossbeam assembly, which includes: a connecting bracket, which is located inside the longitudinal beam and connected to the longitudinal beam; there are two connecting brackets, which are arranged one-to-one with the two longitudinal beams; and a suspension crossbeam, which is located between the two connecting brackets, with one end of the suspension crossbeam connected to one of the connecting brackets and the other end of the suspension crossbeam connected to the other connecting bracket. The suspension crossbeam is arranged at a distance from the rear crossbeam.

[0016] Furthermore, the rear frame structure also includes: a cargo box connecting plate, which is connected to the longitudinal beams and is located on the side of the longitudinal beams away from the crossbeam assembly.

[0017] According to another aspect of the present invention, a vehicle is also provided, including a vehicle rear frame structure, wherein the vehicle rear frame structure is the aforementioned vehicle rear frame structure.

[0018] By applying the technical solution of this utility model, the rear crossbeam and longitudinal beam are integrated on the rear frame structure of the vehicle through corner braces. The corner braces make the connection between the rear crossbeam and longitudinal beam more stable and reliable, improve the deformation resistance of the rear crossbeam and longitudinal beam, and meet the requirements of rear-end towing installation and high towing force use. Attached Figure Description

[0019] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0020] Figure 1 A schematic diagram of the structure of a first embodiment of the vehicle rear frame structure according to the present invention is shown;

[0021] Figure 2 A structural schematic diagram of an embodiment of the rear crossbeam according to the present invention is shown;

[0022] Figure 3 A schematic diagram of the structure of a first embodiment of the corner brace according to the present invention is shown;

[0023] Figure 4 A structural schematic diagram of a second embodiment of the corner brace according to the present invention is shown;

[0024] Figure 5 A structural schematic diagram of a third embodiment of the corner brace according to the present invention is shown;

[0025] Figure 6 A schematic diagram of a second embodiment of the vehicle rear frame structure according to the present invention is shown.

[0026] The above figures include the following reference numerals:

[0027] 1. Rear crossbeam;

[0028] 10. Via;

[0029] 2. Corner brace;

[0030] 20. Angle brace body;

[0031] 200. Flanged structure;

[0032] 201. The first component;

[0033] 202. The second part;

[0034] 21. First connecting segment;

[0035] 22. Second connecting segment;

[0036] 23. Third connecting segment;

[0037] 230. Trailing hole;

[0038] 24. Fourth connecting segment;

[0039] 25. Fifth connecting segment;

[0040] 26. Weight reduction hole;

[0041] 3. Crossbeam assembly;

[0042] 300. Accommodation space;

[0043] 31. Suspension crossbeam;

[0044] 32. Connecting bracket;

[0045] 321. Connecting plate;

[0046] 33. Pad;

[0047] 4. Longitudinal beams;

[0048] 5. Carriage connecting plate;

[0049] 6. Dragging. Detailed Implementation

[0050] 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.

[0051] 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.

[0052] 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 a 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.

[0053] 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.

[0054] Combination Figures 1 to 6 As shown, according to a specific embodiment of this application, a vehicle rear frame structure is provided.

[0055] Specifically, such as Figure 1 As shown, the rear frame structure of the vehicle includes longitudinal beams 4, a rear crossbeam 1, and corner braces 2. There are two longitudinal beams 4, which extend along the length of the vehicle and are spaced apart. The rear crossbeam 1 is located between the two longitudinal beams 4, with one end connected to one of the longitudinal beams 4 and the other end connected to the other longitudinal beam 4. The rear crossbeam 1 is used to install at least one of the trailer wiring harness and towing 6. The corner brace 2 is located between the two longitudinal beams 4 and is connected to the rear crossbeam 1. The corner brace 2 has two opposite connecting ends, one of which is connected to one of the longitudinal beams 4 and the other connecting end is connected to the other longitudinal beam 4.

[0056] Applying the technical solution of this embodiment, the rear crossbeam 1 and the longitudinal beam 4 are integrated and installed on the rear frame structure of the vehicle through the corner brace 2. The installation of the corner brace 2 can make the connection between the rear crossbeam 1 and the longitudinal beam 4 more stable and reliable, improve the deformation resistance of the rear crossbeam 1 and the longitudinal beam 4, and meet the requirements of rear-end towing installation and high towing force use of the rear crossbeam 1.

[0057] In this embodiment, the connection between the rear crossbeam 1 and the corner brace 2 and the longitudinal beam 4 forms a stable triangular structure, which enhances the anti-drag and anti-deformation ability of the rear end of the frame, significantly improves the structural strength of the rear end of the frame, enables it to withstand greater drag force, and maintains good stability during dragging, reducing deformation caused by drag force.

[0058] Specifically, such as Figure 3 , Figure 4 As shown, the corner brace 2 includes a corner brace body 20, which is connected to the rear crossbeam 1 and two longitudinal beams 4. The corner brace body 20 has a flanged structure 200 along its edge. The flanged structure 200 further enhances the connection strength and stability between the corner brace 2 and the rear crossbeam 1 and the two longitudinal beams 4. By providing the flanged structure 200 along the edge of the corner brace body 20, the connection between the corner brace itself and other components of the frame is strengthened, enabling more effective transmission and dispersion of drag force, reducing stress concentration at the connection points, improving the overall structure's resistance to deformation, and enhancing the drag resistance of the entire rear end structure of the frame. Furthermore, the flanged structure design helps improve positioning accuracy during assembly, ensuring precise alignment between components, thereby improving overall manufacturing quality and reliability.

[0059] It should be noted that the flange structure 200 is a vertically extending or inclined edge plate formed on the edge of the corner brace body 20 by processing methods such as stamping or bending. These edge plates can be closely attached to the surfaces of the rear crossbeam 1 and the two longitudinal beams 4 and fixed by welding or bolting, thereby increasing the contact area and the strength of the connection.

[0060] Furthermore, such as Figure 3 , Figure 4As shown, the corner brace body 20 includes a first connecting segment 21, a second connecting segment 22, a third connecting segment 23, a fourth connecting segment 24, and a fifth connecting segment 25 arranged sequentially. The first connecting segment 21 forms one connecting end, the fifth connecting segment 25 forms the other connecting end, and the third connecting segment 23 connects to the rear crossbeam 1. The first connecting segment 21 is angled to the second connecting segment 22, the second connecting segment 22 to the third connecting segment 23, the third connecting segment 23 to the fourth connecting segment 24, and the fourth connecting segment 24 to the fifth connecting segment 25. By designing the corner brace body 20 as a multi-segment connecting structure, a C-shaped stable frame is formed, which can better support and connect the rear crossbeam 1 and the longitudinal beam 4, improving the overall structure's anti-drag performance. By setting included angles between each connecting segment, the bracket body 20 can fit more tightly against the surfaces of the rear crossbeam 1 and longitudinal beam 4, increasing the contact area and connection strength with these components, thereby improving the overall structural strength. At the same time, the included angle design between each segment helps to distribute and transmit forces evenly. When the vehicle is towing or bearing rear loads, the force can be more effectively transmitted from the third connecting segment 23 to the second connecting segment 22 and the fourth connecting segment 24, then to the first connecting segment 21 and the fifth connecting segment 25, and finally distributed to the longitudinal beam 4, thereby reducing stress concentration and enhancing the structure's resistance to deformation.

[0061] It should be noted that, as Figure 5 As shown, the presence of the included angle allows the bracket body 20 to adapt to the rear structure size and shape of different vehicle models. By adjusting the angle and length between each section, the bracket can be precisely aligned and stably connected with the rear crossbeam 1 and longitudinal beam 4, meeting the requirements of different vehicle frames for rear overhang and rear outer width.

[0062] Specifically, the first connecting section 21 connects to one of the longitudinal beams 4, and the fifth connecting section 25 connects to the other longitudinal beam 4. The first connecting section 21 and the fifth connecting section 25 are flush with the inner end faces of the longitudinal beams 4. By making the inner end faces of the first connecting section 21 and the fifth connecting section 25 flush with the longitudinal beams 4, a tight fit between the corner brace 2 and the longitudinal beams 4 can be ensured, increasing the area of ​​the connection surface. This allows for more effective force dispersion and transmission when the vehicle is subjected to towing loads or rear-end collisions, improving the stability and deformation resistance of the entire structure. Simultaneously, it facilitates precise alignment during assembly, reducing assembly errors caused by dimensional mismatches or positional deviations between components, resulting in a smoother connection and facilitating routine maintenance and inspection.

[0063] In one embodiment of this application, such as Figure 5As shown, the lengths of the first connecting segment 21 and the fifth connecting segment 25 are equal, denoted by H1. The distance from the section of the first connecting segment 21 furthest from the third connecting segment 23 to the plane containing the third connecting segment 23 is H2. The length of the third connecting segment 23 is L1, and the distance between the two longitudinal beams 4 is L2. Considering the arrangement and forming process of the corner brace 2, where 0.3 ≤ L1 / L2 ≤ 0.8 and 0.3 ≤ H1 / H2 ≤ 0.8, the drag resistance and deformation resistance of the vehicle's rear frame structure can be significantly improved by setting the dimensions of the corner brace 2 and the range of angles α and β.

[0064] Furthermore, such as Figure 3 , Figure 4 As shown, a towing hole 230 is provided on the third connecting section 23, and a through hole 10 is provided on the rear crossbeam 1. When the third connecting section 23 is connected to the rear crossbeam 1, the towing device 6 passes through at least part of the towing hole 230 and the through hole 10. The precise alignment and connection of the towing hole 230 and the through hole 10 can simplify the installation process, improve the installation accuracy of the towing device, ensure the stable connection between the towing device and the frame, and greatly improve the tensile strength and overall stability of the structure.

[0065] Furthermore, such as Figure 5 As shown, there is an angle α between the first connecting segment 21 and the second connecting segment 22, an angle β between the second connecting segment 22 and the third connecting segment 23, an angle β between the third connecting segment 23 and the fourth connecting segment 24, and an angle α between the fourth connecting segment 24 and the fifth connecting segment 25, where α + β = 270°. By setting specific angles α and β, the force transmission path between the bracket 2 and the frame can be optimized, ensuring uniform force distribution, reducing stress concentration, and improving resistance to deformation. The sum of angles α and β is exactly 270°, meaning that the bracket body 20 can form a stable C-shaped structure, which helps to enhance resistance to rearward drag forces.

[0066] Furthermore, such as Figure 3 As shown, the upper and lower sides of the gusset body 20 are provided with flange structures 200. The flange structure 200 can significantly increase the contact area between the gusset body 20 and the rear crossbeam 1 and longitudinal beam 4, allowing for welding or bolting with a larger contact surface, which greatly improves the strength and stability of the connection. The flange structure 200 also helps to distribute forces evenly. When the frame is subjected to towing loads or rear impacts, the flange can help to transfer the force from the gusset body 20 to the connected frame components more evenly, reducing stress concentration and enhancing resistance to deformation.

[0067] It should be noted that the upper side of the corner brace body 20 is the top edge of the corner brace body 20, which extends from the upper edge of the first connecting segment 21 along the second connecting segment 22 to the upper edge of the third connecting segment 23, the fourth connecting segment 24, and the fifth connecting segment 25; the lower side of the corner brace body 20 is the bottom edge of the corner brace body 20, and the flange structure 200 of the bottom edge and the flange structure 200 of the top edge are arranged symmetrically.

[0068] Furthermore, multiple weight-reduction holes 26 are provided on the second connecting section 22 and the fourth connecting section 24. The introduction of weight-reduction holes 26 reduces the material used in non-critical load-bearing areas of the gusset body 20, thereby reducing the weight of the gusset, which helps to lighten the overall rear frame structure of the vehicle, improves the vehicle's fuel efficiency, and maintains good anti-towing performance.

[0069] Furthermore, such as Figure 4 As shown, the gusset body 20 has a first split 201 and a second split 202. The first split 201 and the second split 202 have a connecting position that engages with each other, and a separating position that separates them. When the first split 201 and the second split 202 are in the connecting position, a drag hole 230 is formed between them. The split design allows the first split 201 and the second split 202 to be tightly engaged in the connecting position, while they can be adjusted independently in the separating position. This flexibility allows the gusset 2 to adapt to the size requirements of different vehicles, especially for variations in rear overhang length and rear width. The positions between the splits can be adjusted during assembly according to the specific vehicle model to achieve the best installation effect. When the first part 201 and the second part 202 are in the connected position, the cooperation between the two forms the towing hole 230. The precise position and size of the towing hole 230 is the key to ensuring that the trailer hook or other towing device can be installed accurately. The split design ensures the accuracy of the hole diameter and position, and also facilitates the necessary adjustment or calibration of the hole during production or assembly.

[0070] It should be noted that the manufacturing of the split-type gusset body 20 can employ more flexible stamping or forming processes, allowing for separate processing of the first split 201 and the second split 202, thus reducing the manufacturing complexity of individual components. During assembly, the split design also simplifies the installation process, allowing for independent adjustment of the splits of the gusset body 20 to achieve optimal alignment and connection even after other components of the frame have been installed or fixed. Furthermore, the connection points between the splits can be designed as reinforced areas, forming a robust connection between the first split 201 and the second split 202 through additional welding or fasteners. This design enhances the structural strength of the gusset body 20, particularly its stability and resistance to deformation under drag.

[0071] In this embodiment, the gusset body 20 is split from the middle of the third connecting segment 23, that is, the drag hole 230 is divided into two halves. The first half is located on the first split 201, and the second half is located on the second split 202. When the first split 201 and the second split 202 are in the connected position, the surface of the third connecting segment 23 on the first split 201 and the surface of the third connecting segment 23 on the second split 202 are flush and connected. At this time, the two halves of the drag hole 230 form a complete drag hole 230.

[0072] In another embodiment of this application, when the first split 201 and the second split 202 are in the connected position, a portion of the third connecting segment 23 on the first split 201 and a portion of the third connecting segment 23 on the second split 202 are connected side by side, and at this time, the two halves of the drag hole 230 form a partially overlapping drag hole 230. By adopting the side-by-side connection method of the first split 201 and the second split 202, the strength of the connection between the corner brace 2 and the drag 6 can be strengthened, and the overall reliability and deformation resistance of the vehicle's rear frame structure can be improved.

[0073] Furthermore, such as Figure 6 As shown, the rear frame structure also includes a crossbeam assembly 3, which includes connecting brackets 32 and suspension crossbeams 31. Connecting brackets 32 are located inside the longitudinal beams 4 and connected to them. There are two connecting brackets 32, each corresponding to one of the two longitudinal beams 4. The suspension crossbeam 31 is positioned between the two connecting brackets 32, with one end connected to one of the connecting brackets 32 and the other end connected to the other. The suspension crossbeam 31 is positioned at a distance from the rear crossbeam 1. The connecting brackets 32 are configured in pairs, with each pair corresponding to one of the two longitudinal beams 4, and are securely connected by welding or bolts. This increases the connection points between the longitudinal beams 4 and the suspension crossbeam 31, improving the rigidity of the entire rear frame structure. This helps to disperse and absorb the impact force transmitted from the ground, and also facilitates the installation and positioning of the suspension crossbeam 31, ensuring its accuracy and stability. The suspension crossbeam 31 is located between two connecting brackets 32, with its two ends connected to the two connecting brackets 32 respectively, forming a stable support structure that runs through the longitudinal beam 4. By tightly integrating the connecting brackets 32 and the suspension crossbeam 31, a robust crossbeam system is formed, effectively supporting the vehicle's suspension and providing stable driving performance. Simultaneously, it helps optimize the load distribution of the rear frame structure, reduces localized stress, and enhances the overall deformation and impact resistance of the frame.

[0074] In one exemplary embodiment of this application, the corner brace body 20 may also be provided with more sequentially connected segments. For example, the corner brace body 20 includes two third connecting segments 23, which are arranged in parallel. One third connecting segment 23 is connected to the rear crossbeam 1, and the other third connecting segment 23 is connected to the suspension crossbeam 31. Both third connecting segments 23 are connected to the first connecting segment 21 through a second connecting segment 22 and to the fifth connecting segment 25 through a fourth connecting segment 24, so that the corner brace 2 is an O-shaped structure as a whole.

[0075] It should be noted that the corner brace 2 is set as a split structure, with each split structure set symmetrically, so that the structure of the corner brace 2 can be adjusted and selected according to the specific vehicle conditions.

[0076] Specifically, the connecting bracket 32 ​​includes a bracket body and connecting plates 321. The bracket body extends along the length of the longitudinal beam 4 and is connected to the longitudinal beam 4. Two connecting plates 321 are connected to the bracket body and are spaced apart along the height of the longitudinal beam 4, forming a receiving space 300 between the bracket body and the two connecting plates 321. When the suspension crossbeam 31 is connected to the connecting bracket 32, at least a portion of the suspension crossbeam 31 extends into the receiving space 300. The connecting bracket 32 ​​can withstand forces from the suspension crossbeam 31 and the rear load, while supporting the suspension crossbeam 31 to form a stable foundation structure. The double-layered structure of the connecting plate 321 provides additional support points for the suspension crossbeam 31, increasing the connection strength and rigidity between the suspension crossbeam 31 and the longitudinal beam 4. At the same time, the accommodating space 300 formed between the two connecting plates 321 provides operability for the installation of the suspension crossbeam 31. When the suspension crossbeam 31 is installed, it can be inserted into the accommodating space 300 to achieve a tighter connection. It also helps to position and fix the suspension crossbeam 31, reducing vibration and displacement during vehicle operation.

[0077] In one embodiment of this application, the connecting plate 321 is an L-shaped plate. The two surfaces of the two connecting plates 321, which are arranged opposite each other along the height direction of the longitudinal beam 4, are in contact with the suspension crossbeam 31, thus providing structural reinforcement.

[0078] Furthermore, such as Figure 6As shown, the crossbeam assembly 3 also includes a pad 33, which is disposed between the connecting plate 321 and the suspension crossbeam 31. The pad 33 increases the contact area between the connecting plate 321 and the suspension crossbeam 31, significantly improving the strength of their connection. The pad 33 also enhances the positioning accuracy and stability of the suspension crossbeam 31, preventing misalignment of the suspension crossbeam 31 due to vibration or load changes during vehicle operation. Furthermore, the pad 33 serves as an isolation layer between the suspension crossbeam 31 and the connecting plate 321, reducing wear caused by direct contact. Additionally, the choice of pad material can consider corrosion resistance, protecting the suspension crossbeam and connecting plate from environmental erosion and extending their service life.

[0079] Furthermore, the length of the frame body is X. A longer frame body can provide a larger support area, enhance the connection strength between it and the longitudinal beam 4, and improve the stability of the suspension crossbeam 31. Preferably, X ≥ 1700 mm. Setting the length X of the frame body to 1700 mm or more allows the frame body to withstand greater loads, providing better force distribution and load-bearing performance. At the same time, a longer frame body can provide a larger accommodating space 300, which not only facilitates the installation of the suspension crossbeam 31 but also provides more flexibility for the layout of other rear components.

[0080] Furthermore, the rear frame structure also includes a cargo box connecting plate 5, which is connected to the longitudinal beam 4. The cargo box connecting plate 5 is located on the side of the longitudinal beam 4 away from the crossbeam assembly 3. By directly connecting to the longitudinal beam 4, the cargo box connecting plate 5 increases the lateral support of the longitudinal beam 4, improves the overall rigidity of the rear frame, and can also disperse and absorb the vibration and impact generated by the cargo box.

[0081] According to another specific embodiment of this application, a vehicle is also provided, the vehicle including a rear frame structure, which is the rear frame structure of the vehicle in the above embodiment. By applying the rear frame structure to the vehicle, an integral rear frame structure is formed, providing additional support and connection for the rear of the vehicle, enhancing the rigidity and stability of the frame, and providing mounting positions for the vehicle's suspension system and body.

[0082] This application also provides a preferred embodiment of a vehicle rear frame structure to meet the requirements of rear-end towing installation and high towing capacity.

[0083] Specifically, the vehicle's rear frame structure includes a rear crossbeam 1, corner braces 2, a crossbeam assembly 3, longitudinal beams 4, and a cargo box connecting plate 5. For example... Figure 2As shown, the rear crossbeam 1 is a one-piece stamped part, which achieves maximum weight reduction through integrated design. It includes a web, wing plates, flange structure, through holes 10 and trailer joint mounting holes. The web is provided with through holes 10 and trailer air pipe joint mounting holes for fixing the tow 6 and trailer wiring harness joints. The wing plates extend at 90° to the web along the upper and lower sides of the web. The flange structure extends at 90° to the wing surface along the edge of the wing plate and at 90° to the web along both ends of the web. The adhesive structure is connected and fixed to the longitudinal beam 4 on the same plane, which can significantly improve the connection strength with the longitudinal beam 4 and increase the deformation resistance of the rear crossbeam 1.

[0084] The corner brace 2 is a C-shaped integral stamped part. Through integrated design, it achieves maximum weight reduction and is used to connect the rear crossbeam 1 and the longitudinal beam 4. It includes a first connecting section 21, a second connecting section 22, a third connecting section 23, a fourth connecting section 24, a fifth connecting section 25, a flange structure 200, and a weight reduction hole 26. The third connecting section 23 is provided with a drag hole 230, which is connected to the through hole 10 on the rear crossbeam 1 for fixing the drag 6; the first connecting section 21, the fifth connecting section 25 and the third connecting section 23 are connected to form a C-shaped beam through the second connecting section 22 and the fourth connecting section 24 respectively. The first connecting section 21 and the fifth connecting section 25 are connected and fixed to the longitudinal beam 4. The flange structure 200 extends at 90° along the edge of the corner brace body 20, which greatly increases the structural strength of the corner brace 2; the corner brace 2 is also provided with a weight reduction hole 26 to realize the weight reduction design. The corner brace 2 needs to ensure that α+β=270° to realize the connection between the rear crossbeam 1 and the longitudinal beam 4. By setting different values ​​of angle α and β, different requirements for rear overhang and rear outer width of the frame can be met. The angle and size values ​​of the corner brace 2 are designed differently. Combined with the layout and process forming, the drag resistance and deformation resistance of the rear end of the frame can be significantly improved.

[0085] The crossbeam assembly 3 is a sheet metal bolted assembly structure, including a suspension crossbeam 31, a connecting plate 321, and a pad 33. The suspension crossbeam 31 is a channel-shaped beam structure, and the connecting plate 321 is an L-shaped plate, stacked on the left and right sides and connected to the upper and lower flanges of the suspension crossbeam 31. The pad 33 is placed between the suspension crossbeam 31 and the connecting plate 321, and its structural reinforcement function is provided. By setting the length of the connecting plate 321 connected to the longitudinal beam 4 to be more than 1700mm, the rear-end rigidity of the frame can be significantly increased, improving the towing resistance.

[0086] The car body connecting plate 5 is a flat plate structure, which is attached to the outside of the longitudinal beam 4 for connection and fixation, further increasing the rigidity of the rear end of the frame.

[0087] The connection positions at both ends of the corner brace 2 can be adjusted according to the actual situation; the corner brace 2 is a split structure.

[0088] From the above description, it can be seen that the above embodiments of this utility model achieve the following technical effects: By setting multiple flange structures 200 on the rear crossbeam 1 and the corner brace 2, the contact area and connection strength with the longitudinal beam 4 are greatly increased, effectively improving the deformation resistance of the rear end of the frame; the use of integrated stamping technology and the design of embedding weight-reducing holes 26 in the structure enables the rear crossbeam 1 and the corner brace 2 to achieve the goal of lightweighting while ensuring sufficient strength; by setting special towing installation holes and trailer wiring harness connector installation holes on the rear crossbeam 1 and the corner brace 2, the accuracy and firmness of the towing device installation are ensured, and at the same time, through... The optimized connection design of the wing plate and the flap 2 to the trailer hitch further enhances the stability and reliability during towing. The integrated stamping design reduces the number of assembly parts, simplifies the assembly process, and improves production efficiency. At the same time, through precise dimensional control and material optimization, material waste can be reduced, thereby lowering manufacturing costs and improving the product's market competitiveness. The design of the flap 2 can adapt to the rear overhang and rear width requirements of different vehicle models by adjusting the angles α and β and the dimensions L1, L2, H1, and H2, improving the versatility and adaptability of the rear structure of the frame and meeting diverse market demands.

[0089] 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.

[0090] 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 utility model.

[0091] 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.

[0092] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A vehicle rear frame structure, characterized in that, include: Longitudinal beams (4), there are two longitudinal beams (4), the longitudinal beams (4) extend along the length direction of the vehicle, and the two longitudinal beams (4) are arranged at a distance; The rear crossbeam (1) is disposed between the two longitudinal beams (4), one end of the rear crossbeam (1) is connected to one of the longitudinal beams (4), and the other end of the rear crossbeam (1) is connected to the other longitudinal beam (4). The rear crossbeam (1) is used to install at least one of the trailer wiring harness and the tow (6). An angle brace (2) is provided between two longitudinal beams (4). The angle brace (2) is connected to the rear cross beam (1). The angle brace (2) has two connecting ends arranged opposite to each other. One of the connecting ends is connected to one of the longitudinal beams (4), and the other connecting end is connected to the other longitudinal beam (4).

2. The vehicle rear frame structure according to claim 1, characterized in that, The corner brace (2) includes a corner brace body (20), which is connected to the rear crossbeam (1) and the two longitudinal beams (4). The edge of the corner brace body (20) is provided with a flange structure (200).

3. The vehicle rear frame structure according to claim 2, characterized in that, The corner brace body (20) includes a first connecting segment (21), a second connecting segment (22), a third connecting segment (23), a fourth connecting segment (24), and a fifth connecting segment (25) arranged sequentially. The first connecting segment (21) forms one of the connecting ends, the fifth connecting segment (25) forms the other connecting end, and the third connecting segment (23) is connected to the rear crossbeam (1). The first connecting segment (21) and the second connecting segment (22), the second connecting segment (22) and the third connecting segment (23), the third connecting segment (23) and the fourth connecting segment (24), and the fourth connecting segment (24) and the fifth connecting segment (25) are all arranged at included angles.

4. The vehicle rear frame structure according to claim 3, characterized in that, The first connecting segment (21) is connected to one of the longitudinal beams (4), and the fifth connecting segment (25) is connected to the other longitudinal beam (4), wherein the first connecting segment (21), the fifth connecting segment (25) and the inner end face of the longitudinal beam (4) are flush.

5. The vehicle rear frame structure according to claim 4, characterized in that, The third connecting section (23) is provided with a drag hole (230), and the rear crossbeam (1) is provided with a through hole (10). When the third connecting section (23) is connected to the rear crossbeam (1), the drag (6) passes through at least part of the drag hole (230) and the through hole (10).

6. The vehicle rear frame structure according to claim 3, characterized in that, The first connecting segment (21) and the second connecting segment (22) have an angle α, the second connecting segment (22) and the third connecting segment (23) have an angle β, the third connecting segment (23) and the fourth connecting segment (24) have an angle β, and the fourth connecting segment (24) and the fifth connecting segment (25) have an angle α, where α+β=270°.

7. The vehicle rear frame structure according to claim 5, characterized in that, The upper and lower sides of the gusset body (20) are provided with flange structures (200).

8. The vehicle rear frame structure according to any one of claims 3-7, characterized in that, The second connecting section (22) and the fourth connecting section (24) are provided with a plurality of weight-reducing holes (26).

9. The vehicle rear frame structure according to claim 5, characterized in that, The corner brace body (20) has a first part (201) and a second part (202), the first part (201) and the second part (202) having a connection position that cooperates with each other, and the first part (201) and the second part (202) having a separation position that separates them from each other; When the first part (201) and the second part (202) are in the connection position, the drag hole (230) is formed between the first part (201) and the second part (202).

10. The vehicle rear frame structure according to claim 1, characterized in that, The rear frame structure also includes a crossbeam assembly (3), which comprises: Connecting bracket (32), the connecting bracket (32) is disposed on the inner side of the longitudinal beam (4) and connected to the longitudinal beam (4). There are two connecting brackets (32), and the two connecting brackets (32) are disposed one-to-one with the two longitudinal beams (4). A suspension crossbeam (31) is disposed between two connecting brackets (32). One end of the suspension crossbeam (31) is connected to one of the connecting brackets (32), and the other end of the suspension crossbeam (31) is connected to the other connecting bracket (32). The suspension crossbeam (31) is disposed at a distance from the rear crossbeam (1).

11. The vehicle rear frame structure according to claim 10, characterized in that, The rear frame structure also includes: The vehicle body connecting plate (5) is connected to the longitudinal beam (4) and is located on the side of the longitudinal beam (4) away from the crossbeam assembly (3).

12. A vehicle, comprising a rear frame structure, characterized in that, The vehicle rear frame structure is the vehicle rear frame structure as described in any one of claims 1-11.

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