Vehicle body and vehicle

Abstract

The application relates to the technical field of vehicle body structures, in particular to a vehicle body and a vehicle, wherein the vehicle body comprises a longitudinal beam, a mounting plate and a rear wall assembly, the mounting plate is fixedly arranged at one end of the longitudinal beam; the rear wall assembly comprises a rear wall inner plate and a rear wall outer plate, the rear wall outer plate is fixedly connected with the rear wall inner plate; the edge of the mounting plate is clamped and fixed between the rear wall inner plate and the rear wall outer plate, forming a three-layer composite connection structure of the rear wall outer plate, the mounting plate and the rear wall inner plate, and the mounting plate and the rear wall outer plate are configured to be fixedly connected with a towing device. The clamping and fixing design of the edge of the mounting plate makes the longitudinal beam and the rear wall assembly form a rigid whole, when longitudinal load is borne, the load can be synchronously transmitted to the longitudinal beam and the rear wall inner and outer plates through the mounting plate, thereby avoiding stress concentration caused by the traditional single longitudinal beam bearing; when transverse load is borne, the deformation capacity of the three-layer composite structure can reduce the risk of the rear wall outer plate being concave, and the structural stability and impact resistance of the tail part of the vehicle body are improved.

Description

Technical Field

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

[0002] In the automotive industry, towing devices, as components enabling vehicle towing, are used to tow various trailers such as RVs and cargo trailers. The reliability of their installation structure directly affects driving safety during towing. These devices are typically installed at the rear end of the vehicle's longitudinal beams and must withstand various loads, including longitudinal tension and lateral impact from the trailer. Therefore, high requirements are placed on the strength, force transmission rationality, and technological feasibility of the installation structure. With the increasing demand for vehicle towing from consumers, existing towing device installation structures at the vehicle body end are no longer sufficient to meet the ever-increasing performance requirements and urgently need optimization and improvement. The existing car towing device has a relatively simple installation structure. Its connection method is as follows: the towing device is only connected to the rear end of the vehicle body longitudinal beam, specifically by two bolts to fix the towing device to the rear section of the longitudinal beam. From the perspective of force transmission path, the force transmission sequence is singular, that is, after the external force is received by the trailer hook during the towing process, it is directly transmitted to the towing device, and finally the entire load is borne only by the rear section of the vehicle body longitudinal beam. The existing towing device installation structure has defects and cannot meet actual usage requirements. The force transmission structure is unreasonable, with the load being borne solely by the rear section of the longitudinal beam. This leads to stress concentration in the components and connecting bolts of the rear section of the longitudinal beam, which not only easily causes bolt breakage but also increases the risk of sheet metal cracking at the vehicle body end. Utility Model Content This application addresses, to at least some extent, one of the technical problems in the related art.

[0003] Therefore, this application aims to provide a vehicle body and a vehicle.

[0004] To achieve the above objectives, in a first aspect, this application provides a vehicle body, comprising: Longitudinal beam; Mounting plate, the mounting plate is fixedly disposed at one end of the longitudinal beam, and the length direction of the longitudinal beam is perpendicular to the mounting plate; Rear inner panel, the rear inner panel being located at the rear of the vehicle body; The rear outer panel is fixedly connected to the rear inner panel; The edge of the mounting plate is clamped and fixed between the inner rear panel and the outer rear panel, and the mounting plate and the outer rear panel are configured to jointly fix and drag the device.

[0005] In this technical solution, by clamping and fixing the mounting plate between the inner and outer rear bulkhead panels, a three-layered composite connection structure is formed. This effectively disperses the connection stress between the longitudinal beams and the rear bulkhead assembly, preventing weld cracking or bolt loosening caused by localized stress concentration, and improving the load-bearing limit of the rear of the vehicle. Simultaneously, the clamping constraint formed by the inner and outer rear bulkhead panels on the mounting plate allows the longitudinal force of the longitudinal beams and the lateral force of the rear bulkhead assembly to be simultaneously transmitted to the longitudinal beams and the rear bulkhead assembly through the mounting plate. This avoids vehicle body failure caused by the breakage of a single force transmission path, enhancing structural safety under extreme conditions.

[0006] If the mounting plate does not employ a clamping structure between the inner and outer rear panels, the drag load is transmitted only through a few mounting points at the ends of the longitudinal beams, forming a single and localized force transmission path. This easily leads to bolt breakage and sheet metal cracking at the ends of the longitudinal beams. The longitudinal beams and the rear assembly are typically relatively independent components with insufficient connection rigidity. Under drag force, the deformation at the ends of the longitudinal beams cannot be effectively restrained, resulting in severe stress concentration around the mounting points.

[0007] The clamping structure integrates the mounting plate with the rear assembly, allowing drag loads to be simultaneously distributed to the longitudinal beams and the rear assembly via the mounting plate. This creates a dual-path load-bearing system, connecting the longitudinal beams and the rear assembly, transforming localized concentrated loads into overall distributed loads, reducing stress peaks at critical connection points, and avoiding the risk of single-path failure.

[0008] In some embodiments of this application, the rear outer panel is disposed on the side of the mounting plate away from the longitudinal beam, the mounting plate has through holes, and the rear outer panel covers at least one of the through holes; the rear inner panel is located on the side of the mounting plate closer to the longitudinal beam.

[0009] In this technical solution, by clamping the edge of the mounting plate between the inner and outer rear panels and covering the through holes in the mounting plate with the outer rear panel, a sandwich structure is formed. This distributes the towing load across a wide area of ​​the rear assembly, reducing stress concentration at the ends of the longitudinal beams and connection points, and improving towing capacity and vehicle body structural durability. With the outer rear panel covering the through holes in the mounting plate, the load applied by the towing device can be simultaneously transferred to both the outer rear panel and the mounting plate via bolts, and then transmitted to the rear assembly through the sandwich structure. This allows the load to be shared with the rear ends of the longitudinal beams, creating a multi-path force transfer. This reduces the stress peak at the rear connection points of the longitudinal beams and avoids the risk of bolt breakage or sheet metal cracking.

[0010] In some embodiments of this application, a threaded tube is also included, which is used to fix the towing device. A mounting hole is provided on one side of the longitudinal beam, and the threaded tube is fixedly disposed inside the longitudinal beam. The threaded tube is coaxially disposed with the mounting hole.

[0011] In this technical solution, by installing a threaded tube coaxial with the mounting hole inside the longitudinal beam, external loads can be directly transferred to the internal structure of the longitudinal beam through the threaded connection, avoiding the stress concentration problem of sheet metal around the mounting hole caused by traditional bolt connections. The rigid structure of the threaded tube can effectively disperse radial forces, reduce the deformation risk of the longitudinal beam sidewall, and provide a high-strength mounting base for the towing device or rear anti-collision beam, improving the fatigue resistance and service life of the connection parts.

[0012] In some embodiments of this application, a fixing plate is also included, which connects the threaded pipe and the inner wall of the longitudinal beam.

[0013] In this technical solution, a fixed plate connects the threaded pipe to the inner wall of the longitudinal beam, forming a stable triangular support structure that further enhances the installation strength and torsional resistance of the threaded pipe. The fixed plate can distribute the axial load borne by the threaded pipe to the inner wall of the longitudinal beam, avoiding stress concentration at the welded joint between the threaded pipe and the longitudinal beam. At the same time, it improves the overall rigidity of the longitudinal beam structure and reduces the risk of deformation under dragging or collision conditions.

[0014] In some embodiments of this application, the fixing plate is provided with a flange, the flange is fixedly connected to the inner walls of both sides of the longitudinal beam, the fixing plate is provided with a groove, and the outer wall of the threaded tube is disposed in the groove.

[0015] In this technical solution, a multi-dimensional constraint structure is formed by fixing the flange on the fixed plate to the inner walls of both sides of the longitudinal beam, and embedding the outer wall of the threaded pipe into the groove of the fixed plate. The flange design increases the contact area between the fixed plate and the longitudinal beam, which can distribute the radial load borne by the threaded pipe to the side wall of the longitudinal beam and avoid stress concentration at single-point welding points; the groove structure enhances the torsional resistance of the threaded pipe through a circumferential fixing, preventing circumferential rotation or axial movement of the threaded pipe under dragging conditions, and ensuring the long-term stability of the threaded connection.

[0016] In some embodiments of this application, a connecting plate is also included, which is fixedly disposed on the inner wall of the longitudinal beam near the mounting plate.

[0017] In this technical solution, a connecting plate is installed on the inner wall of the longitudinal beam near the mounting plate to create a transitional support structure between the longitudinal beam and the mounting plate. This effectively disperses the local load transferred from the mounting plate to the longitudinal beam, preventing the risk of cracking at the ends of the longitudinal beam due to stress concentration. Simultaneously, the connecting plate increases the connection stiffness between the inner wall of the longitudinal beam and the mounting plate, optimizes the force transmission path, and allows the load under towing or collision conditions to be more evenly distributed across the entire longitudinal beam structure, enhancing the deformation resistance of the rear of the vehicle.

[0018] In some embodiments of this application, a first reinforcing plate is further included, which is fixedly disposed on the side of the mounting plate away from the rear outer panel, and the edge of the first reinforcing plate is fixedly connected to the longitudinal beam and the connecting plate.

[0019] In the technical solution, by setting a first reinforcing plate on the side of the mounting plate away from the rear outer panel and fixing its edge to the longitudinal beam and connecting plate, a closed-loop force transmission structure integrating the longitudinal beam, connecting plate, and first reinforcing plate can be formed, improving the overall structural strength of the mounting plate area. The first reinforcing plate can share the longitudinal load borne by the mounting plate, preventing buckling deformation of the mounting plate due to excessive stress at a single point. At the same time, through multiple connections with the longitudinal beam and connecting plate, the local load is distributed to a larger area of ​​the vehicle body's load-bearing structure, reducing the stress level at key connection points and improving the structural reliability of the rear of the vehicle body under complex working conditions.

[0020] In some embodiments of this application, a second reinforcing plate is further included, the second reinforcing plate being provided with a bending angle, the two bending surfaces of the bending angle being respectively connected to the side of the longitudinal beam and the first reinforcing plate.

[0021] In the technical solution, the second reinforcing plate achieves a rigid connection between the side of the longitudinal beam and the first reinforcing plate through a right-angle structure, forming a triangular stable support structure. This structure can disperse and transfer the longitudinal load borne by the first reinforcing plate to the side of the longitudinal beam, reducing stress concentration at the connection point. The two bending surfaces at the bend angle increase the force transmission area, preventing buckling deformation of the first reinforcing plate under lateral loads, improving the overall torsional stiffness of the longitudinal beam and reinforcing plate assembly, and ensuring the structural stability of the rear of the vehicle body under complex working conditions.

[0022] In some embodiments of this application, the mounting plate and the first reinforcing plate are provided with multiple through holes, and the rear outer plate is provided with a connecting hole coaxial with the through holes; the dragging device is fixedly connected to the rear outer plate and the mounting plate by bolts passing through the through holes and the connecting hole; the dragging device is fixedly connected to the threaded pipe by bolts.

[0023] In this technical solution, the towing device is fixed to the rear outer panel and mounting plate via bolts through through holes and connecting holes. Combined with the connection of bolts and threaded pipes, a dual-path composite fixing structure is formed. This design allows the towing device to receive bidirectional constraints from both the rear outer panel and the threaded pipes of the longitudinal beams, distributing the towing load across the rear assembly and longitudinal beams, thus avoiding the risk of failure along a single connection path. The rigid support of the threaded pipes, combined with the distributed connection of the through holes, can evenly transfer concentrated loads to the vehicle's longitudinal beams and rear assembly, improving the connection reliability and fatigue resistance of the towing device under extreme operating conditions.

[0024] In a second aspect, this application provides a vehicle including a power system, a driving system, and a body as described in the first aspect, wherein the power system and the driving system are disposed on the vehicle body.

[0025] In this technical solution, the vehicle body is integrated into the vehicle structure, enabling reliable towing capabilities while simultaneously reusing the rear bumper beam and towing device. This improves the integration and space utilization of the rear structure. The enhanced torsional rigidity resulting from the reinforced rear structure optimizes vehicle handling stability and reduces vibration and noise. Furthermore, the quick-switch design between the towing device and rear bumper beam enhances the vehicle's adaptability to different usage scenarios, allowing users to flexibly switch between daily commuting and outdoor towing needs.

[0026] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the vehicle body in this application; Figure 2 This is another overall structural diagram of the vehicle body of this application from another angle; Figure 3 This is another overall structural diagram of the vehicle body of this application from another angle; Figure 4 This is a partial sectional view of the longitudinal beam of the vehicle body in this application; Figure 5 This is a top view of the vehicle body in this application; Figure 6 yes Figure 5 Sectional view at point AA; Figure 7 yes Figure 6 Enlarged view at point B in the middle; Figure 8 This is a schematic diagram of the rear outer panel structure of the vehicle body in this application; Figure 9 This is a structural diagram of the mounting plate and the first reinforcing plate of the vehicle body in this application.

[0028] In the above figures: 1. Longitudinal beam; 11. Mounting plate; 111. Through hole; 12. Rear inner panel; 13. Rear outer panel; 131. Connecting hole; 14. Hole No. 1; 15. Hole No. 2; 16. Hole No. 3; 17. Hole No. 4; 18. Hole No. 5; 19. Hole No. 6; 2. Threaded pipe; 3. Fixing plate; 4. Connecting plate; 5. First reinforcing plate; 6. Second reinforcing plate. Detailed Implementation

[0029] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0030] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It should be noted that in the automotive industry, the towing device, as a component that enables vehicle towing, is used to tow various trailers such as RVs and cargo trailers. The reliability of its installation structure directly affects the driving safety during towing. This device is usually installed at the rear end of the vehicle's longitudinal beams and must withstand various loads from the trailer, including longitudinal tension and lateral impact forces. Therefore, it places high demands on the strength, force transmission rationality, and technological feasibility of the installation structure. With the increasing demand from consumers for vehicle towing, the existing towing device vehicle-side installation structure can no longer meet the ever-increasing performance requirements and urgently needs optimization and improvement. The existing car towing device has a relatively simple installation structure. Its connection method involves the towing device only connecting to the rear end of the vehicle's longitudinal beam, specifically secured to the rear section of the longitudinal beam with two bolts. From a force transmission perspective, the force transmission sequence is singular: after receiving external forces during towing, the tow hook directly transmits them to the towing device, with the entire load ultimately borne by the rear section of the vehicle's longitudinal beam. Furthermore, the existing towing device and rear bumper beam have independent installation structures. When using the towing device, the rear bumper beam must be disassembled first, making it impossible to use both. Additionally, four bolt holes need to be drilled in the rear panel to connect to the bumper beam mounting plate, resulting in an overall structure lacking in compatibility and economy. The existing towing device installation structure has significant defects and fails to meet actual usage requirements. Its strength is insufficient; because it is connected to the rear section of the longitudinal beam only by two bolts, these bolts are prone to breakage when towing trailers weighing 1.5T or more. This problem has occurred multiple times in internal company tests, seriously affecting the safety of towing. The force transmission structure is unreasonable; the load is borne solely by the rear section of the longitudinal beam, leading to stress concentration on the components and connecting bolts. This not only easily causes bolt breakage but also increases the risk of sheet metal cracking at the vehicle body end. Its practicality and economy are poor; it cannot share the installation structure with the rear bumper beam, requiring additional removal of the bumper beam during use, which is cumbersome. Furthermore, the rear outer panel and rear bumper beam mounting plate lack lightweight design, increasing vehicle weight without reducing mold development and manufacturing costs, which is inconsistent with the current automotive industry trend towards lightweighting and low-cost manufacturing. Based on this, this application proposes a vehicle body and vehicle, which clamps and fixes the edge of the mounting plate between the inner and outer rear panels, fixes a threaded tube coaxial with the mounting hole inside the longitudinal beam, reinforces the connection between the threaded tube and the inner wall of the longitudinal beam with a fixing plate, positions the inner wall of the longitudinal beam near the mounting plate with a connecting plate, connects the mounting plate, longitudinal beam and connecting plate with a first reinforcing plate, and further fixes the first reinforcing plate and longitudinal beam with a second reinforcing plate bent at a right angle. The through holes of the mounting plate and the first reinforcing plate and the connecting hole of the outer rear panel realize the assembly of the towing device and the rear anti-collision beam, thereby improving the connection strength and load-bearing reliability of the rear of the vehicle body, and solving the problems of deformation due to stress concentration, unsmooth load transmission path and unstable installation reference of functional components in the traditional rear structure of the vehicle body.

[0031] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0032] As attached Figures 1 to 9 As shown, in a first aspect, this application provides a vehicle body including a longitudinal beam 1, a mounting plate 11, and a rear bulkhead assembly. The mounting plate 11 is fixedly disposed at one end of the longitudinal beam 1. The rear bulkhead assembly is located at the rear of the vehicle body and includes an inner rear bulkhead panel 12 and an outer rear bulkhead panel 13, which are fixedly connected to the inner rear bulkhead panel 12. The edge of the mounting plate 11 is clamped and fixed between the inner rear bulkhead panel 12 and the outer rear bulkhead panel 13, forming a three-layer connection structure of the outer rear bulkhead panel 13, the mounting plate 11, and the inner rear bulkhead panel 12, wherein the fixed connection is welded. This structure, through the clamping and fixing design of the edge of the mounting plate 11, makes the longitudinal beam 1 and the rear bulkhead assembly form a rigid whole, dispersing local stress under dragging or collision conditions. When subjected to longitudinal loads, the load can be simultaneously transferred to the longitudinal beam 1 and the inner and outer rear panels through the mounting plate 11, avoiding stress concentration caused by the traditional single longitudinal beam 1 bearing the load. When subjected to lateral loads, the deformation capacity of the three-layer connection structure can reduce the risk of denting of the outer rear panel 13, improving the structural stability and impact resistance of the rear of the vehicle. The inner and outer rear panels form a clamping constraint on the mounting plate 11 from both sides, allowing the longitudinal force of the longitudinal beam 1 and the lateral force of the rear assembly to be simultaneously transferred to the dual structure of the longitudinal beam 1 and the rear assembly through the mounting plate 11, avoiding vehicle body failure caused by the breakage of a single force transmission path, and improving structural safety under extreme conditions.

[0033] In some embodiments, the rear outer panel 13 is disposed on the side of the mounting plate 11 away from the longitudinal beam 1, and the mounting plate 11 has through holes 111, with the rear outer panel 13 covering at least one of the through holes 111; the rear inner panel 12 is located on the side of the mounting plate 11 closer to the longitudinal beam 1. By clamping the edge of the mounting plate 11 between the rear inner and outer panels and making the rear outer panel 13 cover the through holes 111 on the mounting plate 11, a sandwich structure is formed, distributing the towing load to a wide area of ​​the rear assembly, reducing stress concentration at the ends and connection points of the longitudinal beam 1, and improving towing capacity and vehicle body structure durability. The rear outer panel 13 covers the through hole 111 of the mounting plate 11. The load applied by the dragging device can be transferred to the rear outer panel 13 and the mounting plate 11 simultaneously through the bolts, and then transferred to the rear assembly through the sandwich structure. It shares the force with the rear end of the longitudinal beam 1, forming a multi-path force flow transmission, reducing the stress peak at the connection point of the rear end of the longitudinal beam 1, and avoiding the risk of bolt breakage or sheet metal cracking.

[0034] In other solutions, if the mounting plate does not employ a clamping structure between the inner and outer rear panels, the drag load is transmitted only through a few mounting points at the ends of the longitudinal beams, forming a single and localized force transmission path. This easily leads to bolt breakage and sheet metal cracking at the ends of the longitudinal beams. The longitudinal beams and the rear assembly are typically relatively independent components with insufficient connection rigidity. Under drag force, the deformation at the ends of the longitudinal beams cannot be effectively restrained, resulting in severe stress concentration around the mounting points.

[0035] In this design, the clamping structure integrates the mounting plate with the rear assembly, allowing drag loads to be simultaneously distributed to the longitudinal beams and the rear assembly via the mounting plate. This creates a dual-path load-bearing system, connecting the longitudinal beams and the rear assembly, transforming localized concentrated loads into overall distributed loads, reducing stress peaks at critical connection points, and avoiding the risk of single-path failure.

[0036] In some embodiments, the vehicle body further includes a threaded tube 2. A mounting hole is provided on one side of the longitudinal beam 1. The threaded tube 2 is fixedly disposed inside the longitudinal beam 1, and is coaxial with the mounting hole. The threaded tube 2 is made of seamless steel pipe, its length is not less than three times the thickness of the side wall of the longitudinal beam 1, and both ends are fully welded to the inner wall of the longitudinal beam 1 via annular weld beads. By providing a rigid threaded tube 2 structure coaxial with the mounting hole inside the longitudinal beam 1, external loads can be directly transferred to the internal load-bearing structure of the longitudinal beam 1 through the threaded connection, avoiding the stress concentration problem of sheet metal around the mounting hole caused by traditional bolt connections.

[0037] In some embodiments, the inner wall of the threaded pipe 2 may be provided with trapezoidal thread or sawtooth thread, wherein sawtooth thread is suitable for dragging conditions with unidirectional force, and trapezoidal thread is suitable for collision conditions with bidirectional load. Users can choose the appropriate thread type according to the specific application scenario.

[0038] It should be noted that sawtooth threads have an asymmetrical tooth profile, which allows for efficient transmission of axial loads through a steep working surface under unidirectional force. Furthermore, the large angle of the non-working surface provides a mechanical anti-loosening effect, making them suitable for scenarios involving continuous unidirectional tensile force during towing. Trapezoidal threads, on the other hand, have a symmetrical tooth profile, with both tooth surfaces bearing loads evenly. This allows them to maintain connection stability under bidirectional loads, meeting the requirements of impact conditions where simultaneous resistance to frontal and rearward impact forces is necessary. This avoids the stress concentration problem that occurs with unidirectional threads under reverse loads.

[0039] In some embodiments, the vehicle body also includes a fixing plate 3, which connects the threaded pipe 2 and the inner wall of the longitudinal beam 1. The fixing plate 3 is made of high-strength steel plate by stamping, with one side fully welded to the outer wall of the threaded pipe 2 and the other side connected to the inner wall of the longitudinal beam 1 by plug welding, forming a triangular stable support structure. Through the triangular support design of the fixing plate 3, the axial load borne by the threaded pipe 2 can be distributed to the inner wall of the longitudinal beam 1, avoiding stress concentration at the welded joint between the threaded pipe 2 and the longitudinal beam 1, while improving the overall structural rigidity of the longitudinal beam 1 and reducing the risk of deformation under towing or collision conditions.

[0040] In some embodiments, weight-reduction holes may be provided on the surface of the fixing plate 3 to achieve a lightweight design while ensuring structural strength, without affecting load-bearing performance.

[0041] In some embodiments, the fixing plate 3 is provided with flanges, which are fixedly connected to the inner walls on both sides of the longitudinal beam 1. The flange structure, through multi-point fixing to the inner walls on both sides of the longitudinal beam 1, forms a three-dimensional spatial constraint system, which can disperse the radial force borne by the threaded pipe 2 to the side walls of the longitudinal beam 1, preventing warping deformation of the fixing plate 3 under unidirectional loads. Simultaneously, the close contact between the flange and the inner wall of the longitudinal beam 1 increases the welding area, improves the structural strength of the connection between the fixing plate 3 and the longitudinal beam 1, ensures the installation stability of the threaded pipe 2 under high-intensity dragging conditions, and reduces the risk of loosening at bolted connections.

[0042] In some embodiments, the fixing plate 3 is provided with a groove, and the outer wall of the threaded tube 2 is disposed in the groove. The outer wall of the threaded tube 2 is embedded in the groove of the fixing plate to form a multi-dimensional constraint structure. The groove structure enhances the torsional resistance of the threaded tube 2 through a circumferential fixing, preventing the threaded tube 2 from circumferentially rotating or axially moving under dragging conditions, and ensuring the long-term stability of the threaded connection.

[0043] In some embodiments, the vehicle body further includes a connecting plate 4, which is fixedly disposed on the inner wall of the longitudinal beam 1 near the mounting plate 11. The connecting plate 4 is made of high-strength steel plate and is in the form of a ring structure. One side of the connecting plate is fixed to the inner wall of the longitudinal beam 1 by spot welding, and the other side extends towards the mounting plate 11 and is welded to the edge of the mounting plate 11 to form a transition support structure between the longitudinal beam 1 and the mounting plate 11. This disperses the local load transmitted by the mounting plate 11 to the inner wall of the longitudinal beam 1, avoiding the risk of cracking at the end of the longitudinal beam 1 due to stress concentration; at the same time, it improves the connection stiffness between the inner wall of the longitudinal beam 1 and the mounting plate 11, optimizes the force transmission path, and makes the load under dragging or collision conditions more evenly distributed on the overall structure of the longitudinal beam 1.

[0044] In some embodiments, the connecting plate 4 is configured as a ring structure, which is fixedly installed at one end of the longitudinal beam 1. The ring structure can form a full circumferential support at the end of the longitudinal beam 1, so that the load transmitted by the mounting plate 11 is evenly distributed to the longitudinal beam 1 along the ring, avoiding local stress concentration. At the same time, the ring structure can enhance the torsional stiffness at the end of the longitudinal beam 1. When subjected to lateral torque, it can absorb energy through the overall deformation of the ring section, reduce the risk of cracking at the connection between the longitudinal beam 1 and the mounting plate 11, and improve the load-bearing stability of the rear structure of the vehicle body under complex working conditions.

[0045] In some embodiments, reinforcing ribs may be stamped on the surface of the connecting plate 4. The reinforcing ribs are arranged along the load transfer direction to further improve the bending resistance of the connecting plate 4 without increasing the structural weight.

[0046] In some embodiments, the vehicle body further includes a first reinforcing plate 5, which is fixedly disposed on the side of the mounting plate 11 away from the rear outer panel 13, and the edge of the first reinforcing plate 5 is fixedly connected to the longitudinal beam 1 and the connecting plate 4. The first reinforcing plate 5 is made of high-strength steel plate, and its main body is attached to the surface of the mounting plate 11 and fixed by spot welding. Its edge is fully welded to the inner wall of the longitudinal beam 1 and the side of the connecting plate 4, forming a three-in-one closed-loop force transmission structure of the longitudinal beam 1, the connecting plate 4, and the first reinforcing plate 5. The first reinforcing plate 5 enables the load to be transferred from the mounting plate 11 to the longitudinal beam 1 and the connecting plate 4, avoiding overload at a single connection point; at the same time, it enhances the overall structural rigidity of the area of ​​the mounting plate 11, preventing buckling deformation of the mounting plate 11 under towing conditions.

[0047] In some embodiments, the first reinforcing plate 5 may be manufactured using a welding process, with thicker plates used in stress concentration areas and thinner plates in non-critical areas, thereby achieving structural lightweighting while ensuring strength.

[0048] In some embodiments, the vehicle body further includes a second reinforcing plate 6, which is fixedly connected to the first reinforcing plate 5 and the longitudinal beam 1. The second reinforcing plate 6 has a bend angle, with two bend surfaces connecting the side of the longitudinal beam 1 and the first reinforcing plate 5, respectively. The fit of the bend surfaces improves the assembly stability of the connection, allowing the force between the first reinforcing plate 5 and the longitudinal beam 1 to be evenly transmitted along the surface, dispersing the local load generated under conditions such as dragging and collision, reducing the risk of weld cracking or bolt loosening at the connection, and extending the service life of the structure.

[0049] In some embodiments, the second reinforcement is partially located at the bottom of the longitudinal beam 1, and partially located on the side of the longitudinal beam 1 closer to the load-bearing side. The bottom second reinforcement plate 6 enhances the vertical bending stiffness of the longitudinal beam 1, resisting vertical impact loads caused by road bumps during vehicle operation; the side second reinforcement plate 6 reinforces the main load-bearing directions under dragging or collision conditions, forming a spatial three-dimensional support structure. This dual-position layout allows the second reinforcement plate 6 to collaboratively distribute multi-directional loads, avoiding structural imbalance caused by single-directional reinforcement, and further improving the structural stability and fatigue resistance of the rear of the vehicle under combined operating conditions.

[0050] In some embodiments, the mounting plate 11 and the first reinforcing plate 5 are provided with multiple through holes, and the rear outer panel 13 is provided with a connecting hole 131 coaxial with the through holes. The through holes adopt a grouped layout design. The upper through hole group includes the first hole 14 and the second hole 15, and the lower through hole group includes the third hole 16 and the fourth hole 17. The upper and lower through hole groups correspond to the mounting interfaces of the rear anti-collision beam, respectively. The bottom through hole group is the mounting hole, which includes the fifth hole 18 and the sixth hole 19. The mounting holes are coaxial with the internal threaded tube 2 of the longitudinal beam 1. Through the interface functional partition design, the towing device and the rear anti-collision beam can be quickly replaced: when installing the towing device, a multi-path force transmission structure is formed by bolts that pass through all six groups of through holes; when installing the rear anti-collision beam, only the upper and lower through hole groups need to be used to meet the connection strength requirements, without the need for secondary processing of the vehicle body structure.

[0051] In some embodiments, a removable wear-resistant bushing may be provided on the inner wall of the through hole 111. The bushing is made of high-strength engineering plastic material and has anti-slip texture on the surface. This can reduce the assembly resistance during bolt connection and avoid electrochemical corrosion caused by direct contact between metal parts, thereby improving the durability of the connection.

[0052] In some embodiments, the vehicle body also includes a towing device, which is fixedly connected to the rear outer panel 13 and the mounting plate 11 via bolts through the through holes 111 and the connecting holes 131; the towing device is also fixedly connected to the threaded pipe 2 via bolts; the mounting base of the towing device is configured as an L-shaped structure, with an annular flange at one end, and holes corresponding one-to-one with the through holes 111 on the flange, forming a rigid connection with the mounting plate 11, the first reinforcing plate 5, and the rear outer panel 13 via high-strength bolts; the other end extends and is bolted to the threaded pipe 2. The towing device is connected to the first hole 14, the second hole 15, the third hole 16, the fourth hole 17, the fifth hole 18, and the sixth hole 19, which can distribute the external load to multiple connection points of the annular flange, avoiding local stress concentration; the force transmission path constructed by the dual-path fixing method allows the longitudinal towing force to be transmitted to the rear assembly and the longitudinal beam 1 structure simultaneously, improving the overall load-bearing safety.

[0053] In some embodiments, the vehicle body also includes a rear bumper beam, which is fixedly connected to the rear outer panel 13 and the mounting plate 11 by bolts through through holes 111 and connecting holes 131; the rear bumper beam is connected to the first hole 14, the second hole 15, the third hole 16 and the fourth hole 17, and the rear bumper beam can absorb impact energy through its own buckling deformation during low-speed collisions, preventing the impact force from being directly transmitted to the vehicle body longitudinal beam 1.

[0054] In some embodiments, the outer surface of the rear bumper beam may be covered with an elastic buffer layer and equipped with an energy-absorbing box, which can reduce vehicle damage during low-speed collisions and reduce contact injuries to pedestrians during collisions.

[0055] Secondly, this application provides a vehicle, including a power system, a driving system, and a body as described in the first aspect, with the power system and driving system mounted on the body. The rear of the vehicle integrates a towing device and a rear bumper beam sharing a common mounting interface, allowing for switching between the two functional components through a differentiated hole layout, eliminating the need for secondary processing of the vehicle body structure. A multi-path force transmission structure is provided at the rear end of the longitudinal beam 1, distributing the towing load to the rear assembly and the main body of the longitudinal beam 1, improving structural safety under extreme conditions. Through the application of a reinforced rear structure, the vehicle achieves reliable towing functionality while reusing the structure of the rear bumper beam and towing device, improving the integration of the vehicle's rear structure. The increased torsional stiffness of the rear of the vehicle optimizes handling stability during driving and reduces vehicle vibration and noise. The quick-switching design between the towing device and the rear bumper beam enhances the vehicle's adaptability to different usage scenarios, meeting users' flexible switching needs between daily commuting and outdoor towing.

[0056] In some embodiments, the vehicle may be equipped with a load monitoring system that monitors changes in towing load by means of strain sensors installed at the connection point of the towing device. When an overload or abnormal stress state is detected, a warning is issued to the driver through the vehicle display screen, and the output torque of the power system is limited simultaneously, thereby further improving the active safety of the towing process.

[0057] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle body, characterized in that, include: Longitudinal beam (1); Mounting plate (11), the mounting plate (11) is fixedly disposed at one end of the longitudinal beam (1), and the length direction of the longitudinal beam is perpendicular to the mounting plate (11); Rear inner panel (12), the rear inner panel (12) is located at the rear of the vehicle body; The rear outer panel (13) is fixedly connected to the rear inner panel (12); The edge of the mounting plate (11) is clamped and fixed between the inner rear panel (12) and the outer rear panel (13), and the mounting plate (11) and the outer rear panel (13) are configured to jointly fix the dragging device.

2. The vehicle body according to claim 1, characterized in that, The rear outer panel (13) is located on the side of the mounting plate (11) away from the longitudinal beam (1), and the mounting plate (11) has a through hole (111). The rear outer panel (13) covers at least one of the through holes (111). The rear inner panel (12) is located on the side of the mounting plate (11) close to the longitudinal beam (1).

3. The vehicle body according to claim 1, characterized in that, It also includes a threaded tube (2), which is used to fix the dragging device. One side of the longitudinal beam (1) is provided with an installation hole. The threaded tube (2) is fixedly installed inside the longitudinal beam (1). The threaded tube (2) and the installation hole are coaxially arranged.

4. The vehicle body according to claim 3, characterized in that, It also includes a fixing plate (3), which connects the inner wall of the threaded pipe (2) and the longitudinal beam (1).

5. The vehicle body according to claim 4, characterized in that, The fixing plate (3) is provided with a flange, which is fixedly connected to the inner walls of both sides of the longitudinal beam (1). The fixing plate (3) is provided with a groove, and the outer wall of the threaded pipe (2) is located in the groove.

6. The vehicle body according to claim 3, characterized in that, It also includes a connecting plate (4), which is fixedly installed on the inner wall of the longitudinal beam (1) near the mounting plate (11).

7. The vehicle body according to claim 6, characterized in that, It also includes a first reinforcing plate (5), which is fixedly disposed on the side of the mounting plate (11) away from the rear outer plate (13), and the edge of the first reinforcing plate (5) is fixedly connected to the longitudinal beam (1) and the connecting plate (4).

8. The vehicle body according to claim 7, characterized in that, It also includes a second reinforcing plate (6), which has a bend angle. The two bend surfaces of the bend angle are respectively connected to the side of the longitudinal beam (1) and the first reinforcing plate (5).

9. The vehicle body according to claim 8, characterized in that, The mounting plate (11) and the first reinforcing plate (5) are provided with through holes (111), and the rear outer plate (13) is provided with a connecting hole (131) coaxial with the through hole (111); The dragging device is fixedly connected to the rear outer panel (13) and the mounting plate (11) by bolts passing through the through hole (111) and the connecting hole (131); the dragging device is fixedly connected to the threaded pipe (2) by bolts.

10. A vehicle, characterized in that, Includes a powertrain, a driving system, and a vehicle body as described in any one of claims 1 to 9; The power system and the driving system are mounted on the vehicle body.

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