Tow hooks and vehicles

Abstract

This application relates to the field of vehicle technology and discloses a trailer hitch and a vehicle. The trailer hitch includes a crossbeam extending along the width of the vehicle body; a hitch seat located at the middle of the crossbeam along the width of the vehicle body; and two connecting seats located at both ends of the crossbeam. Each connecting seat includes: a base plate comprising a first side plate and a second side plate connected together, the first side plate being connected to the vehicle body, and the second side plate being connected to the crossbeam, the first and second side plates being connected at an angle (not a right angle); and a reinforcing plate connected to both the first and second side plates. The trailer hitch of this application, through the combined design of a non-right-angle base plate and a reinforcing plate, optimizes the structural strength of the connecting seat under limited X-axis space conditions to meet diverse trailer requirements.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a trailer hitch and vehicle. Background Technology

[0002] With the rapid development of automotive technology, the demand for towing travel equipment such as caravans and bicycles is increasing in family cars, especially SUVs and off-road vehicles. Installing dedicated tow hooks at the rear of vehicles has become a common requirement. However, as the weight of travel equipment such as caravans continues to increase, tow hooks need to have higher strength to meet towing requirements.

[0003] Existing trailer hitch structures often lack sufficient strength in the crossbeam-to-vehicle connection bracket when the vehicle's X-axis space is limited, making it difficult to meet heavy-duty towing requirements. Utility Model Content

[0004] In view of this, this application provides a trailer hitch and vehicle, which optimizes the structural strength of the connecting seat under the condition of limited space in the X direction by combining a non-right-angle base plate and a reinforcing plate to meet diverse trailer needs.

[0005] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0006] On one hand, this application provides a trailer hitch for installation onto the body of a vehicle, comprising: a crossbeam extending along the width direction of the vehicle body; two connecting seats and a tow hook seat, the tow hook seat being disposed at the middle of the crossbeam along the width direction of the vehicle body, and the two connecting seats being respectively disposed at both ends of the crossbeam, the connecting seats comprising:

[0007] The base plate includes a first side plate and a second side plate connected together. The first side plate is used to connect with the vehicle body, and the second side plate is connected with the crossbeam. The first side plate and the second side plate are connected and have an included angle, which is not a right angle.

[0008] A reinforcing plate, which is connected to the first side plate and the second side plate respectively.

[0009] By combining a non-right-angle base plate with a reinforcing plate, the structural strength of the connecting seat is optimized under the condition of limited space in the X direction. The non-right-angle connecting seat design avoids interference with the rear bumper and also improves the connection strength. When the towing load is transferred to the crossbeam through the hook seat, the reinforcing plate can convert the towing load into shear force and bending moment. The setting of the reinforcing plate further enhances the structural rigidity, reduces stress concentration, and enables the trailer hook to withstand greater towing loads, thereby improving the overall strength and durability. This solves the problem of insufficient strength of the trailer hook under limited space conditions in the prior art.

[0010] In one possible implementation, the included angle between the first side plate and the second side plate ranges from 95° to 150°.

[0011] When the angle between the first and second side plates is between 95° and 150°, the projected length of the connecting seat in the X-direction of the vehicle will be compressed, avoiding spatial interference with the rear bumper. Furthermore, this angle range allows the connecting seat to form a trapezoidal support structure, reducing stress concentration compared to a right-angle structure, achieving reasonable load distribution, extending the service life of the tow hook, ensuring support strength, and enabling the tow hook to withstand greater towing force, meeting the needs of existing large SUVs and towing heavy-duty RVs.

[0012] In one possible implementation, there are multiple reinforcing plates, which are symmetrically arranged about the centerline of the base plate along the vehicle height direction.

[0013] The strength of the connecting seat has been improved. Multiple reinforcing plates are symmetrically arranged, which makes the connecting seat more evenly stressed and effectively avoids stress concentration. In addition, the reinforcing plates increase the rigidity of the base plate, improve the stability of the connection between the trailer hitch and the vehicle body, and balance the weight distribution of the connecting seat, further improving the overall performance of the trailer hitch.

[0014] In one possible implementation, along the width direction of the vehicle body and away from the first side panel, the width of the second side panel gradually decreases along the height direction of the vehicle body.

[0015] The reinforcing plate includes: a first plate segment, a second plate segment, and a transition connecting plate. The first plate segment is connected to the first side plate, and the second plate segment is connected to the second side plate. The first plate segment and the second plate segment are parallel to each other and have a height difference. The transition connecting plate is connected to the first plate segment and the second plate segment respectively, and extends at an angle relative to the first plate segment and the second plate segment.

[0016] By designing a second side plate with a gradually decreasing width along the vehicle's height, overall weight can be reduced while maintaining connection strength. The three-section structure of the reinforcing plate effectively enhances the overall strength of the base plate. The inclined design of the transition connecting plate further disperses stress and improves the load-bearing capacity of the entire connecting seat. Thus, while meeting the strength requirements of the trailer hitch, structural optimization and weight reduction are also achieved.

[0017] In one possible implementation, the transition connecting plate is arranged at an interval from the substrate.

[0018] This design allows the transition plate to reduce overall weight while maintaining connection strength, which helps improve vehicle fuel economy and handling performance. The design also reduces weld length and provides space for installing other components or laying cables, increasing design flexibility.

[0019] In one possible implementation, the first side plate is further provided with weight reduction holes, which are located on the center line of the base plate along the vehicle height direction, and the plurality of reinforcing plates are located on both sides of the weight reduction holes along the vehicle height direction.

[0020] While ensuring the strength of the trailer hitch, weight reduction is achieved. The weight-reducing holes effectively lower the overall weight of the trailer hitch, improving fuel economy. The arrangement of the reinforcing plates compensates for the strength loss caused by the weight-reducing holes, ensuring the stability and reliability of the overall trailer hitch structure. Furthermore, the rational arrangement of the weight-reducing holes and reinforcing plates optimizes stress distribution, extending the service life of the trailer hitch.

[0021] In one possible implementation, the first side plate is provided with a fixing hole and a positioning hole, the fixing hole being used for fixed connection with the vehicle body, and the positioning hole being used for positioning engagement with the vehicle body.

[0022] The fit between the positioning holes and the positioning components prevents localized stress concentration caused by misalignment during installation. The positioning holes ensure accurate installation positioning and avoid installation errors, while the fixing holes enhance connection strength. This combined installation method of fixing and positioning holes ensures that the load is evenly distributed to the vehicle's longitudinal beams, thus meeting the strength requirements under towing conditions even with limited space in the X-direction.

[0023] On the other hand, this application also provides a vehicle, including: a body, including a longitudinal beam and a mounting seat disposed at one end of the longitudinal beam; and the aforementioned trailer hitch, wherein the connecting seat of the trailer hitch is fixedly connected to the mounting seat.

[0024] The mounting bracket is welded to the end of the longitudinal beam, its position avoiding the X-direction space restriction area of ​​the rear bumper. The connecting bracket is fastened to the mounting bracket by bolts passing through the fixing holes of the first side plate. The positioning holes cooperate with the positioning pins of the mounting bracket to ensure installation position accuracy. The non-right-angle design of the base plate allows the second side plate to extend obliquely in the vehicle width direction, avoiding interference with the rear bumper. Reinforcing plates are symmetrically distributed along the base plate to improve bending stiffness. Through the rigid fixation of the mounting bracket and the connecting bracket, the load transfer path of the tow hook extends along the longitudinal beam and is distributed to the main body structure of the vehicle, avoiding local stress concentration. A stable connection between the vehicle body and the tow hook is achieved. Under the premise of ensuring X-direction installation space restriction, the cooperation of multi-level fixing units and positioning units avoids stress concentration at the connection point under towing conditions, thereby meeting the strength requirements of heavy towing.

[0025] In one possible implementation, the mounting base is provided with mounting holes and positioning elements.

[0026] The mounting base and the connecting base are connected by fasteners passing through the mounting holes and fixing holes.

[0027] The mounting base and the connecting base are positioned and engaged by the positioning element passing through the positioning hole.

[0028] It enables rapid and accurate positioning and assembly of the mounting base and the connecting base. The fit between the positioning pin and the positioning hole eliminates circumferential displacement deviation during installation and avoids abnormal concentration of bolt shear force caused by misalignment.

[0029] In one possible implementation, the mounting base includes a plurality of sub-bases distributed circumferentially along the longitudinal beam, each sub-base having the mounting hole, and at least a portion of the sub-bases having the positioning element.

[0030] By utilizing multiple circumferentially distributed sub-support bodies to form a ring support structure, the connection load between the trailer hook and the vehicle body longitudinal beam is evenly distributed in different areas around the longitudinal beam, effectively reducing the stress at a single connection point. The synergistic effect of multiple sub-support bodies enhances the torsional resistance of the trailer hook under vehicle towing conditions and strengthens the connection reliability between the trailer hook and the vehicle body. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the structure of the trailer hook according to an embodiment of the present utility model;

[0032] Figure 2 This is a schematic diagram of the structure of the trailer hook as a display substrate in an embodiment of this utility model. Figure 1 ;

[0033] Figure 3 This is a schematic diagram of the structure of the trailer hook as a display substrate in an embodiment of this utility model. Figure 2 ;

[0034] Figure 4 This is a schematic diagram of the structure of the trailer hook as a display substrate in an embodiment of this utility model. Figure 3 ;

[0035] Figure 5 This is a schematic diagram showing the trailer hitch installed on a vehicle according to an embodiment of the present invention.

[0036] Figure 6 for Figure 5 The middle section shows a schematic diagram of the mounting base.

[0037] Figure label:

[0038] 10-Body body; 11-Longitudinal beam; 12-Mounting base; 12a-Sub-base body; 13-Mounting hole; 14-Positioning component; 20-Rear bumper;

[0039] 30 - Trailer hook;

[0040] 100 - Crossbeam;

[0041] 200 - Connector; 210 - Base plate; 211 - First side plate; 212 - Second side plate; 220 - Reinforcing plate; 221 - First plate segment; 222 - Second plate segment; 223 - Transition connecting plate;

[0042] 300-Hook mount;

[0043] 410 - Weight reduction hole; 420 - Fixing hole; 430 - Positioning hole. Detailed Implementation

[0044] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0045] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0046] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the orientation of the components shown in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the orientation of the components in the accompanying drawings.

[0047] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0048] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0049] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0050] With the rapid development of automotive technology, the demand for towing travel equipment such as caravans and bicycles is increasing in family cars, especially SUVs and off-road vehicles. Installing dedicated tow hooks at the rear of vehicles has become a common requirement. However, as the weight of travel equipment such as caravans continues to increase, with some caravans trending towards weighing over 1.5 tons, higher demands are placed on the structural strength of the tow hooks.

[0051] Existing trailer hitch structures often lack sufficient strength in the connection between the crossbeam and the vehicle body when space is limited in the front and rear directions of the vehicle, especially when the rear bumper and the rear longitudinal beam structure of the vehicle body are fixed, making it difficult to meet the requirements of heavy towing.

[0052] Furthermore, existing technologies often use right-angle connections between trailer hitches and vehicle bodies. This design not only fails to make efficient use of limited space but also easily interferes with the rear bumper structure. At the same time, increasing material usage to meet strength requirements leads to increased product weight, affecting the overall vehicle performance.

[0053] In view of this, the present application provides a trailer hitch and vehicle. Through the combination design of a non-right-angle base plate and a reinforcing plate, the structural strength of the connecting seat is optimized under the condition of limited space in the X direction (i.e., the front-to-back direction of the vehicle). The non-right-angle connecting seat design avoids interference with the rear bumper and also improves the connection strength. When the towing load is transmitted to the crossbeam through the towing seat, the reinforcing plate can convert the towing load into shear force and bending moment. The setting of the reinforcing plate further enhances the structural rigidity, reduces stress concentration, enables the trailer hitch to withstand greater towing loads, improves the overall strength and durability, and solves the problem of insufficient strength of the trailer hitch under limited space conditions in the prior art.

[0054] refer to Figures 1 to 6 On the one hand, this application provides a trailer hitch 30 for installation on the body 10 of a vehicle. The trailer hitch 30 includes a crossbeam 100, two connecting seats 200 and a hook seat 300.

[0055] The crossbeam 100 extends along the width direction of the vehicle body 10 (i.e., the Y-direction of the vehicle body, or the left-right direction of the vehicle). Two connecting seats 200 are respectively disposed at both ends of the crossbeam 100. The connecting seat 200 includes a base plate 210 and a reinforcing plate 220. The base plate 210 includes a first side plate 211 and a second side plate 212 connected together. The first side plate 211 is used to connect with the vehicle body 10, and the second side plate 212 is connected with the crossbeam 100. The first side plate 211 and the second side plate 212 are connected and have an included angle, which is not a right angle. The reinforcing plate 220 is connected to the first side plate 211 and the second side plate 212 respectively. The coupler seat 300 is disposed at the middle of the crossbeam 100 along the width direction of the vehicle body 10.

[0056] Optionally, the crossbeam 100 is fixed to the first side plate 211 and the second side plate 212 by welding. In some examples, MIG welding can be used for fixing.

[0057] It is understandable that the crossbeam 100 extends along the width of the vehicle body 10, that is, the crossbeam 100 is arranged laterally at the rear of the vehicle body, connecting the longitudinal beams 11 on both sides of the vehicle body. Optionally, the crossbeam 100 can be made of metal sheet or profile, and the load generated during dragging is distributed by the lateral extension, thereby improving the overall structural strength.

[0058] The first side plate 211 and the second side plate 212 of the base plate 210 form a non-right angle, which can avoid the X-direction space restriction of the rear bumper 20 by tilting, while increasing the contact area between the connecting seat 200 and the vehicle body 10. Optionally, the angle between the first side plate 211 and the second side plate 212 can be greater than or less than 90 degrees, such as 95°-150°. The tilted design of the first side plate 211 and the second side plate 212 adapts to the spatial constraints between the rear longitudinal beam 11 and the rear bumper 20, thereby avoiding interference and optimizing the stress transmission path.

[0059] In addition, the reinforcing plate 220 is connected to the first side plate 211 and the second side plate 212 respectively. Optionally, the reinforcing plate 220 can be welded or riveted between the first side plate 211 and the second side plate 212. The triangular support structure enhances the bending stiffness and shear resistance of the substrate 210, which can prevent the connecting seat 200 from deforming or breaking during dragging.

[0060] The hook seat 300 is used to connect the towed object. Optionally, the hook seat 300 can be a U-shaped or ring structure. By centered, the distribution of the towing force on the crossbeam 100 can be balanced, which can reduce the risk of the crossbeam 100 twisting due to off-center loading.

[0061] As can be seen, by combining the non-right-angle base plate 210 with the reinforcing plate 220, the structural strength of the connecting seat 200 is optimized under the condition of limited space in the X direction. The non-right-angle connecting seat 200 design avoids interference with the rear bumper 20 and also improves the connection strength. When the towing load is transmitted to the crossbeam 100 through the hook seat 300, the reinforcing plate 220 can convert the towing load into shear force and bending moment. The setting of the reinforcing plate 220 further enhances the structural rigidity, reduces stress concentration, and enables the trailer hook 30 to withstand greater towing loads, thereby improving the overall strength and durability and solving the problem of insufficient strength of the trailer hook 30 under limited space conditions in the prior art.

[0062] In some embodiments, combined with Figure 2 , Figure 4 and Figure 5 The included angle between the first side plate 211 and the second side plate 212 ranges from 95° to 150°.

[0063] Optionally, the included angle between the first side plate 211 and the second side plate 212 can be 95°, 100°, 110°, 120°, 125°, 130°, 140°, 145°, 150°, etc., and can be selectively designed according to actual usage requirements, without limitation here. Preferably, the included angle between the first side plate 211 and the second side plate 212 can be 120°.

[0064] Understandably, this angle range is adapted to the spatial constraints of the installation position of the crossbeam 100. In some examples, when the included angle is less than 95°, it may cause interference between the connecting seat 200 and the rear bumper 20 components, while when it exceeds 150°, it may weaken the load-bearing capacity of the connecting seat 200 for longitudinal drag forces.

[0065] When the angle formed by the first side plate 211 and the second side plate 212 is limited to 95°-150°, the projected length of the connecting seat 200 in the X-direction of the vehicle will be compressed, avoiding spatial interference with the rear bumper 20. Furthermore, this angle range allows the connecting seat 200 to form a trapezoidal support structure, reducing stress concentration compared to a right-angle structure, achieving reasonable load distribution, extending the service life of the tow hook 30, ensuring support strength, and enabling the tow hook 30 to withstand greater towing force, meeting the needs of existing large SUVs towing heavy-duty RVs, etc.

[0066] In some embodiments, combined with Figures 1 to 3 There are multiple reinforcing plates 220, and the multiple reinforcing plates 220 are symmetrically arranged about the center line of the base plate 210 along the height direction of the vehicle body 10.

[0067] Optionally, the number of reinforcing plates 220 can be two, four, or other similar, arranged in a mirror-symmetrical manner. Each reinforcing plate 220 is welded and fixed to the first side plate 211 and the second side plate 212, respectively. The symmetrically arranged reinforcing plates 220 are spaced equally apart and are equidistant from the center line.

[0068] It is understandable that the symmetrically arranged reinforcing plates 220 can form a support structure of equal strength on both sides of the substrate 210. When the drag load is transmitted to the crossbeam 100 through the coupler seat 300, the symmetrically arranged reinforcing plates 220 can convert the drag load into symmetrically distributed shear force and bending moment through uniformly distributed support force, which can prevent the substrate 210 from plastic deformation due to excessive force on one side.

[0069] In this way, the strength of the trailer hook 30 connecting seat 200 is improved. The symmetrical arrangement of multiple reinforcing plates 220 makes the connecting seat 200 more evenly stressed, effectively avoiding stress concentration. In addition, the setting of reinforcing plates 220 increases the rigidity of the base plate 210, improves the stability of the connection between the trailer hook 30 and the vehicle body 10, and balances the weight distribution of the connecting seat 200, further improving the overall performance of the trailer hook 30.

[0070] In some embodiments, combined with Figures 1 to 4 Along the width direction of the vehicle body 10 and away from the first side panel 211, the width of the second side panel 212 gradually decreases along the height direction of the vehicle body 10. The reinforcing plate 220 includes a first plate segment 221, a second plate segment 222, and a transition connecting plate 223. The first plate segment 221 is connected to the first side panel 211, and the second plate segment 222 is connected to the second side panel 212. The first plate segment 221 and the second plate segment 222 are parallel to each other and have a height difference. The transition connecting plate 223 is connected to the first plate segment 221 and the second plate segment 222 respectively, and extends obliquely relative to the first plate segment 221 and the second plate segment 222.

[0071] Optionally, the first plate segment 221 and the first side plate 211 can be fixed by welding, and the second plate segment 222 and the second side plate 212 can be fixed by welding. In some examples, the welding method can be MIG welding.

[0072] Thus, the width variation of the second side panel 212 is achieved by gradually decreasing its size along the width direction of the vehicle body 10, giving it a trapezoidal or wedge-shaped cross-section. Optionally, the end of the second side panel 212 furthest from the first side panel 211 is semi-circular. The design of the second side panel 212 gradually decreasing in width can adapt to the space constraints at the rear of the vehicle body 10, reducing the amount of material used while ensuring welding with the crossbeam 100. In addition, the gradual structure can also disperse stress during towing.

[0073] The height difference between the first plate segment 221 and the second plate segment 222 is formed by their staggered arrangement in the height direction of the vehicle body 10. This enhances the bending resistance of the base plate 210 at non-right-angle angles.

[0074] Optionally, the transition connecting plate 223 may be designed to be spaced apart from the substrate 210 to further reduce weight while retaining structural deformation allowance and preventing local interference caused by welding or assembly errors.

[0075] The inclined extension design of the transition connecting plate 223 connects the two plate segments, transferring the load from the first side plate 211 to the second side plate 212, and compensating for the height difference through the inclination angle to avoid stress concentration. In one example, two transition connecting plates 223 may be provided. It is understood that the ends of the two reinforcing plates 220 are respectively connected to the first side plate 211 and the second side plate 212, wherein the distance between the ends of the two reinforcing plates 220 connecting the first side plate 211 is greater than the distance between the ends of the two reinforcing plates 220 connecting the second side plate 212. Thus, the ends of the two reinforcing plates 220 connecting the first side plate 211 are closer to the mounting point of the crossbeam 100, while the ends of the two reinforcing plates 220 connecting the second side plate 212 can more disperse the stress and transfer it to the first side plate 211.

[0076] By designing the second side plate 212 with a gradually decreasing width along the height of the vehicle body 10, the overall weight can be reduced while ensuring connection strength. The three-section structural design of the reinforcing plate 220 effectively enhances the overall strength of the base plate 210. The inclined design of the transition connecting plate 223 further disperses stress and improves the load-bearing capacity of the entire connecting seat 200. Thus, while meeting the strength requirements of the trailer hitch 30, structural optimization and weight reduction are also achieved.

[0077] In some embodiments, combined with Figure 2 and Figure 4 The transition connecting plate 223 is arranged at intervals between the substrate 210 and the substrate 223.

[0078] It is understood that a gap is formed between the transition connecting plate 223 and the base plate 210, and the two do not directly contact each other. The size of the gap can be adjusted according to the thickness of the base plate 210 and the force direction of the reinforcing plate 220. This design allows the transition connecting plate 223 to reduce the overall weight while ensuring connection strength, which is beneficial to improving the vehicle's fuel economy and handling performance.

[0079] Optionally, the first plate segment 221 and the first side plate 211 can be fixed by welding, the second plate segment 222 and the second side plate 212 can be fixed by welding, and the transition connecting plate 223 and the base plate 210 are arranged at intervals. That is, the transition connecting plate 223 is cut before welding. This design can also reduce the weld length.

[0080] In addition, this spacing arrangement can provide space for installing other components or laying cables, increasing design flexibility.

[0081] In some embodiments, combined with Figure 2 The first side plate 211 is also provided with a weight reduction hole 410, which is located on the center line of the base plate 210 along the height direction of the vehicle body 10. Multiple reinforcing plates 220 are located on both sides of the weight reduction hole 410 along the height direction of the vehicle body 10.

[0082] It is understandable that the weight-reducing holes 410 are arranged in the centerline region of the base plate 210, which is the structural neutral region in the height direction of the body 10. The bending stress in this region is close to zero, so the removal of material has little impact on the overall bending stiffness. The reinforcing plates 220 are distributed on both sides of the weight-reducing holes 410, which can form a symmetrical load transfer path.

[0083] Optionally, the weight reduction hole 410 can be circular, elliptical, or polygonal in shape.

[0084] Optionally, the number of weight-reducing holes 410 can be one or more.

[0085] In some examples, combined Figure 2 The weight reduction hole 410 can also be opened on the first side plate 211 and the second side plate 212 (the dotted part in the figure).

[0086] Through the above technical solution, this application achieves weight reduction while ensuring the strength of the trailer hitch 30. The weight-reducing holes 410 can effectively reduce the overall weight of the trailer hitch 30 and improve fuel economy. The arrangement of the reinforcing plate 220 can compensate for the strength loss caused by the weight-reducing holes 410, ensuring the stability and reliability of the overall structure of the trailer hitch 30. Furthermore, the reasonable arrangement of the weight-reducing holes 410 and the reinforcing plate 220 can optimize stress distribution and improve the service life of the trailer hitch 30.

[0087] In some embodiments, combined with Figure 2 A fixing hole 420 and a positioning hole 430 are provided on the first side plate 211. The fixing hole 420 is used for fixed connection with the body 10, and the positioning hole 430 is used for positioning and cooperating with the body 10.

[0088] Optionally, multiple fixing holes 420 may be provided, and the multiple fixing holes 420 may be arranged at intervals near the edge of the first side plate 211.

[0089] Optionally, the body 10 may be designed with a locating pin, and a locating hole 430 for insertion into the locating pin.

[0090] Specifically, when installing the connector 200 onto the vehicle body 10, it first engages with the positioning member 14 of the vehicle body 10 via the positioning hole 430 to restrict the displacement of the connector 200 in the width and height directions of the vehicle body 10. Subsequently, a fastener is passed through the fixing hole 420 and locked with the threaded hole of the vehicle body 10 to complete the fixing.

[0091] The engagement of the positioning hole 430 and the positioning component 14 prevents localized stress concentration caused by misalignment during installation. The positioning hole 430 ensures the accuracy of the installation position and avoids installation errors, while the fixing hole 420 enhances the connection strength. The combined installation method of the fixing hole 420 and the positioning hole 430 ensures that the load is evenly distributed to the longitudinal beam 11 of the vehicle body 10, thereby meeting the strength requirements under towing conditions even with limited space in the X-direction.

[0092] On the other hand, this application also provides a vehicle. In this embodiment, a vehicle can refer to a large car, a small car, a special-purpose vehicle, etc. For example, according to the power type, the vehicle in this application can be a pure electric vehicle, a hybrid vehicle, a fuel vehicle, etc. For fuel vehicles, the power source can refer to a gasoline engine, a diesel engine, or other fuel engines; for electric vehicles, the power source can refer to an electric motor; for hybrid electric vehicles, the power source can refer to an engine or an electric motor; for vehicles powered by other means, the power source can refer to a device that generates power. According to the vehicle type, the vehicle in this application can be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other types of vehicles.

[0093] refer to Figures 1 to 6 The vehicle includes a body 10 and a trailer hitch 30 as described in the above embodiment. The body 10 includes a longitudinal beam 11 and a mounting base 12 located at one end of the longitudinal beam 11. The connecting seat 200 of the trailer hitch 30 is fixedly connected to the mounting base 12.

[0094] In addition, the vehicle also includes a rear bumper 20, and the tow hook 30 in this application can bypass the rear bumper 20.

[0095] Understandably, the mounting base 12 provides a fixing interface for the trailer hitch 30, and the connecting seat 200 of the trailer hitch 30 is connected to the vehicle body 10 via the base plate 210. The first side plate 211 of the base plate 210 is fitted to the mounting base 12 of the vehicle body 10, and the second side plate 212 is connected to the crossbeam 100. A non-right angle is formed between the first side plate 211 and the second side plate 212 of the base plate 210, and the reinforcing plate 220 spans the connection area between the first side plate 211 and the second side plate 212. The weight reduction hole 410 is provided on the center line of the first side plate 211.

[0096] Specifically, the mounting base 12 is welded to the end of the longitudinal beam 11, and its position avoids the X-direction spatial restriction area of ​​the rear bumper 20. The connecting seat 200 is fastened to the mounting base 12 by bolts passing through the fixing holes 420 of the first side plate 211, and the positioning holes 430 cooperate with the positioning pins of the mounting base 12 to ensure the accuracy of the installation position. The non-right-angle design of the base plate 210 causes the second side plate 212 to extend obliquely in the width direction of the vehicle body 10, avoiding interference with the rear bumper 20. The reinforcing plates 220 are symmetrically distributed along the base plate 210 to improve bending stiffness. Through the rigid fixation of the mounting base 12 and the connecting seat 200, the load transmission path of the trailer hitch 30 extends along the longitudinal beam 11 and is distributed to the main structure of the vehicle body 10, avoiding local stress concentration.

[0097] Through the above technical solution, this application achieves a stable connection between the vehicle body 10 and the trailer hitch 30. Under the premise of ensuring the X-direction installation space limit, the structure avoids stress concentration at the connection point under towing conditions through the cooperation of multi-level fixing units and positioning units, thereby meeting the strength requirements of heavy towing.

[0098] In some embodiments, combined with Figure 2 and Figure 6 The mounting base 12 is provided with mounting holes 13 and positioning elements 14. The mounting base 12 and the connecting base 200 can be connected by fasteners passing through the mounting holes 13 and fixing holes 420. The mounting base 12 and the connecting base 200 can be positioned and engaged by the positioning elements 14 passing through the positioning holes 430.

[0099] Optionally, the positioning element 14 can be a positioning pin.

[0100] Specifically, during installation, the positioning element 14 is first inserted into the positioning hole 430 of the connector 200, restricting the connector 200's freedom in the horizontal and vertical directions, ensuring that the mounting hole 13 and the fixing hole 420 are perfectly aligned. Subsequently, the fastener passes through the aligned mounting hole 13 and fixing hole 420 to lock the sub-base 12a to the connector 200.

[0101] In this way, the mounting base 12 and the connecting base 200 can be quickly and accurately positioned and assembled. The fit between the positioning pin and the positioning hole 430 eliminates the circumferential displacement deviation during the installation process and avoids the abnormal concentration of bolt shear force caused by misalignment.

[0102] In some embodiments, combined with Figure 5 and Figure 6 The mounting base 12 includes a plurality of sub-bases 12a distributed circumferentially along the longitudinal beam 11. Each sub-base 12a is provided with a mounting hole 13, and at least some of the sub-bases 12a are provided with positioning elements 14.

[0103] Optionally, the sub-body 12a can be designed to have two, three, or four parts.

[0104] In some examples, combined Figure 6 The longitudinal beam 11 has a rectangular cross-section, and there are three sub-bases 12a, including a first base, a second base and a third base. The first base and the second base are symmetrically arranged, and both the first base and the second base are provided with mounting holes 13. The third base is provided with a positioning element 14 and mounting holes 13.

[0105] Among them, multiple sub-base bodies 12a distributed along the circumference form multiple independent bearing units. In actual installation, the sub-base body 12a with positioning member 14 can be initially positioned by inserting the positioning member 14 into the positioning hole 430 on the connecting seat 200, and then the fastening connection is completed by bolts passing through the mounting hole 13 and the fixing hole 420 in sequence.

[0106] In this way, by using multiple circumferentially distributed sub-support bodies 12a to form a ring support structure, the connection load between the trailer hook 30 and the vehicle body longitudinal beam 11 is evenly distributed in different circumferential areas of the longitudinal beam 11, effectively reducing the stress at a single connection point. The synergistic effect of multiple sub-support bodies 12a improves the torsional resistance of the trailer hook 30 under vehicle towing conditions and enhances the reliability of the connection between the trailer hook 30 and the vehicle body.

[0107] In addition, the design of the positioning element 14 and the mounting hole 13 ensures that the connecting seat 200 and the mounting seat 12 are quickly positioned during the assembly process, avoiding misalignment when the bolts are tightened.

[0108] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A trailer hitch for mounting to a body of a vehicle, characterised in that, include: A crossbeam that extends along the width direction of the vehicle body; Two connecting seats are respectively disposed at both ends of the crossbeam, and each connecting seat includes: The base plate includes a first side plate and a second side plate connected together. The first side plate is used to connect with the vehicle body, and the second side plate is connected with the crossbeam. The first side plate and the second side plate are connected and have an included angle, which is not a right angle. A reinforcing plate, which is connected to the first side plate and the second side plate respectively; A coupler seat is located at the middle of the crossbeam along the width direction of the vehicle body.

2. The trailer hitch according to claim 1, characterized in that, The included angle between the first side plate and the second side plate ranges from 95° to 150°.

3. The trailer hitch according to claim 2, characterized in that, There are multiple reinforcing plates, and the multiple reinforcing plates are symmetrically arranged about the center line of the base plate along the vehicle height direction.

4. The trailer hitch according to claim 3, characterized in that, Along the width direction of the vehicle body and away from the first side panel, the width of the second side panel gradually decreases along the height direction of the vehicle body. The reinforcing plate includes: a first plate segment, a second plate segment, and a transition connecting plate. The first plate segment is connected to the first side plate, and the second plate segment is connected to the second side plate. The first plate segment and the second plate segment are parallel to each other and have a height difference. The transition connecting plate is connected to the first plate segment and the second plate segment respectively, and extends at an angle relative to the first plate segment and the second plate segment.

5. The trailer hitch according to claim 4, characterized in that, The transition connecting plate is arranged at an interval with the substrate.

6. The trailer hitch according to claim 3, characterized in that, The first side plate is also provided with weight reduction holes, which are located on the center line of the base plate along the vehicle height direction, and the plurality of reinforcing plates are located on both sides of the weight reduction holes along the vehicle height direction.

7. The trailer hitch according to claim 6, characterized in that, The first side plate is provided with a fixing hole and a positioning hole. The fixing hole is used to fix it to the vehicle body, and the positioning hole is used to position it in conjunction with the vehicle body.

8. A vehicle, characterized in that, include: The vehicle body includes longitudinal beams and mounting brackets disposed at one end of the longitudinal beams; The trailer hook according to any one of claims 1-7, wherein the connecting seat of the trailer hook is fixedly connected to the mounting seat.

9. The vehicle according to claim 8, characterized in that, The mounting base is provided with mounting holes and positioning elements. The mounting base and the connecting base are connected by fasteners passing through the mounting holes and fixing holes. The mounting base and the connecting base are positioned and engaged by the positioning element passing through the positioning hole.

10. The vehicle according to claim 9, characterized in that, The mounting base includes a plurality of sub-bases distributed circumferentially along the longitudinal beam, each sub-base having a mounting hole, and at least a portion of the sub-bases having a positioning element.

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