Rear fender support for a vehicle and vehicle

Abstract

The utility model discloses a rear protection support of vehicle and vehicle, rear protection support of vehicle, include: frame connecting beam, support beam, support beam is connected in the below of frame connecting beam, protection beam, protection beam with detachable connection of support beam, protection beam rotatably connected in frame connecting beam, to rotate after with support beam dismounts opposite frame connecting beam. Thus, through setting up this rear protection support, it can according to the road condition condition flexibly to protection beam and turn over to the height of protection beam is convenient for adjusting, reduces the risk of protection beam and clamps stagnation, and then improves the practicality and flexibility of rear protection support.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a rear protective bracket for a vehicle and the vehicle itself. Background Technology

[0002] Medium and heavy-duty trucks need to adapt to different working conditions, making off-road capability a crucial indicator. To meet customer needs, enhance product competitiveness, and eliminate market complaints, OEMs design trucks to meet most complex working conditions and provide maximum user convenience while ensuring component functionality and reliability.

[0003] Currently, the rear protective gear connections for trucks on the market are relatively simple and cannot be adjusted. On roads with large rocks or deep ruts, the rear protective gear may become stuck and unable to pass, severely impacting vehicle operation and easily leading to customer complaints. Utility Model Content

[0004] This utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one objective of this utility model is to provide a rear protective bracket for vehicles, which can flexibly flip the protective beam according to road conditions, thereby facilitating the adjustment of the height of the protective beam and reducing the risk of the protective beam getting stuck.

[0005] This utility model further proposes a vehicle.

[0006] According to a first aspect of the present invention, a rear protective bracket for a vehicle includes: a frame connecting beam; a support beam connected below the frame connecting beam; and a protective beam detachably connected to the support beam and rotatably connected to the frame connecting beam so as to rotate relative to the frame connecting beam after being detached from the support beam.

[0007] Therefore, by setting up this rear protective bracket, the protective beam can be flexibly flipped according to road conditions, which facilitates the adjustment of the height of the protective beam, reduces the risk of the protective beam getting stuck, and thus improves the practicality and flexibility of the rear protective bracket.

[0008] In some examples of this utility model, the frame connecting beam has a receiving cavity adapted to the protective beam on the side near the protective beam, the frame connecting beam is provided with a slide rail corresponding to the receiving cavity, and the connecting end of the protective beam to the frame connecting beam is provided with a sliding member, the sliding member slidingly engaging with the slide rail, so that at least part of the protective beam slides along the slide rail into the receiving cavity after rotation.

[0009] In some examples of this utility model, the frame connecting beam is provided with a clearance notch on the side facing the protective beam, and the connecting end of the protective beam to the frame connecting beam extends into the receiving cavity through the clearance notch.

[0010] In some examples of this utility model, the clearance notch extends toward the side away from the slide and forms an open side, the frame connecting beam is provided with a through hole communicating with the receiving cavity, the through hole communicating with the open side, and the through hole is adapted to allow part of the protective beam to rotate from the clearance notch to the through hole and then retract along the slide into the receiving cavity.

[0011] In some examples of this utility model, the slide rail includes: a first mating section located at one end of the frame connecting beam near the protective beam; and an intermediate section connected to the first mating section, extending along the extension direction of the receiving cavity from the side near the protective beam to the side away from the protective beam; wherein the first mating section forms a downwardly extending first recessed area relative to the intermediate section, and when the sliding member moves to the first recessed area of ​​the first mating section, the first recessed area and the sliding member are mutually restrained and engaged in the extension direction of the slide rail.

[0012] In some examples of this utility model, the slide rail further includes: a second mating section, which is connected to the end of the middle section away from the first mating section. The second mating section forms a downwardly extending second recessed area relative to the middle section. When the slider moves to the second recessed area of ​​the second mating section, the second recessed area and the slider are mutually restrained and engaged in the extension direction of the slide rail.

[0013] In some examples of this utility model, along the extending direction of the receiving cavity, the width of the second mating section increases or decreases first and then decreases towards the side away from the middle section; and / or when the sliding member moves to the lowest point of the second recessed area, the wall of the connecting end of the protective beam to the frame connecting beam abuts against the bottom wall of the receiving cavity.

[0014] In some examples of this utility model, the rear protective bracket for the vehicle further includes: a first mounting structure disposed at the connection between the support beam and the protective beam, the first mounting structure including a first pin and a first limiting member, the first pin passing through the support beam and the protective beam, one end of the first pin having a first limiting hole, the first limiting member engaging with the first limiting hole; and a second mounting structure disposed at the connection between the support beam and the protective beam, the second mounting structure including a second pin and a second limiting member, the second pin passing through the support beam and the protective beam, one end of the second pin having a second limiting hole, the second limiting member engaging with the second limiting hole.

[0015] In some examples of this utility model, the number of the frame connecting beam and the support beam is two and they correspond one-to-one; the protective beam includes: connecting vertical beams spaced apart in the left-right direction, the two connecting vertical beams being connected to the frame connecting beam and the support beam on their corresponding sides respectively; and a protective horizontal beam extending in the left-right direction and connected to the lower ends of the two connecting vertical beams.

[0016] According to a second aspect of the present invention, a vehicle includes: a frame; a rear protective bracket for the vehicle, wherein the frame connecting beam is connected to the frame.

[0017] Additional aspects and advantages of this invention 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 the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a structural schematic diagram of the rear protective bracket and the vehicle frame according to an embodiment of the present utility model; Figure 2 This is a structural schematic diagram of the rear protective bracket and the vehicle frame in another state according to an embodiment of the present utility model; Figure 3 This is a structural schematic diagram of the rear protective bracket according to an embodiment of the present utility model; Figure 4 This is a structural schematic diagram of the rear protective bracket according to an embodiment of the present utility model in another state; Figure 5 This is a structural schematic diagram of the frame connecting beam according to an embodiment of the present utility model; Figure 6 This is a structural schematic diagram of the frame connecting beam from another angle according to an embodiment of the present utility model; Figure 7This is a structural schematic diagram of the support beam according to an embodiment of the present utility model.

[0019] Figure label: 100. Rear protective bracket; 200. Chassis; 10. Chassis connecting beam; 11. Receiving cavity; 12. Slide rail; 121. First mating section; 122. Intermediate section; 123. First recessed area; 124. Second mating section; 125. Second recessed area; 13. Clearance notch; 131. Open side; 14. Through hole; 20. Support beam; 30. Protective beam; 31. Sliding component; 32. Connecting vertical beam; 33. Protective horizontal beam; 40. First mounting structure; 41. First pin; 42. First limiting component; 50. Second mounting structure; 51. Second pin; 52. Second limiting component. Detailed Implementation

[0020] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0021] The following is for reference. Figures 1-7 The rear protective bracket 100 of a vehicle according to an embodiment of the present utility model is described, which can flexibly flip the protective beam 30 according to road conditions, thereby facilitating the adjustment of the height of the protective beam 30 and reducing the risk of the protective beam 30 getting stuck.

[0022] Combination Figures 1-7 As shown, the rear protective bracket 100 of a vehicle according to the first aspect embodiment of the present invention includes a frame connecting beam 10, a support beam 20, and a protective beam 30. The frame connecting beam 10 is used to connect to the frame 200, ensuring the connection stability and force transmission reliability between the rear protective bracket 100 and the vehicle body; the support beam 20 supports the frame connecting beam 10 and the protective beam 30, improving the overall load-bearing strength of the rear protective bracket 100 and buffering the impact force during a collision; the protective beam 30 is mainly used to directly face external impacts, effectively resisting damage to the vehicle body, frame 200, and internal components from rear impacts.

[0023] Specifically, the support beam 20 is connected to the lower part of the frame connecting beam 10, the protective beam 30 is detachably connected to the support beam 20, and the protective beam 30 is rotatably connected to the frame connecting beam 10 so as to rotate relative to the frame connecting beam 10 after being detached from the support beam 20.

[0024] Specifically, the support beam 20 is connected to the frame 200 beam, and the protective beam 30 is connected to the support beam 20 and the frame connecting beam 10, thus forming a closed force transmission path. This helps to disperse the loads they receive (for example, the protective beam 30 can disperse and transmit external impact loads to the frame connecting beam 10 and the support beam 20 through two force paths), thereby effectively improving the structural stability of the rear protective bracket 100.

[0025] Furthermore, since the protective beam 30 is detachably connected to the support beam 20, and the protective beam 30 is rotatably connected to the frame connecting beam 10, it is convenient for the protective beam 30 and the support beam 20 to be separated, and the protective beam 30 to rotate relative to the frame connecting beam 10. This allows the user to flexibly adjust the distance between the protective beam 30 and the road surface, thereby reducing the risk of the protective beam 30 getting stuck, improving the vehicle's passability, and opening up the vehicle's lower space for easy maintenance of related parts. For example, when the vehicle is traveling on a road with large rocks or deep ruts, the user can flexibly adjust the height of the protective beam 30, thereby improving the rear protective bracket 100's passability in adverse road conditions.

[0026] Moreover, compared to traditional fixed rear protection structures (whose protective beam height cannot be adjusted), the rear protection bracket 100 in this case can meet the structural protection requirements of the foundation on the one hand, and can also flexibly adjust the height between the protective beam 30 and the road surface on the other hand, thereby improving the practicality and flexibility of the rear protection bracket 100.

[0027] Therefore, by setting up the rear protective bracket 100, the protective beam 30 can be flexibly flipped according to road conditions, which facilitates the adjustment of the height of the protective beam 30, reduces the risk of the protective beam 30 getting stuck, and thus improves the practicality and flexibility of the rear protective bracket 100.

[0028] According to some optional embodiments of the present invention, combined with Figures 1-7 As shown, the frame connecting beam 10 has a receiving cavity 11 adapted to the protective beam 30 on the side near the protective beam 30. The frame connecting beam 10 is provided with a slide rail 12, which corresponds to the receiving cavity 11. The end of the protective beam 30 that connects to the frame connecting beam 10 is provided with a sliding member 31, which slides in cooperation with the slide rail 12 so that at least part of the protective beam 30 slides along the slide rail 12 into the receiving cavity 11 after rotation.

[0029] The cavity 11 on the frame connecting beam 10 can provide space for part of the protective beam 30. The sliding member 31 on the protective beam 30 slides in conjunction with the slide rail 12 of the frame connecting beam 10. Since the slide rail 12 corresponds to the cavity 11, the sliding member 31 can slide into the cavity 11 along the designated path of the slide rail 12. This allows the protective beam 30 to extend into the cavity 11 while connected to the frame connecting beam 10, reducing the structure of the protective beam 30 exposed on the outside, thus achieving a certain degree of storage effect for the protective beam 30. On the other hand, it also guides the movement of the protective beam 30 as it retracts into the cavity 11, thereby improving the convenience and accuracy of the user's operation when retracting the protective beam 30 into the cavity 11.

[0030] In detail, combined Figures 1-6 As shown, after the protective beam 30 rotates upward relative to the frame connecting beam 10, the user then pushes part of the protective beam 30 along the slide 12 into the receiving cavity 11. This can further reduce the exposed volume of the protective beam 30 and also help the frame connecting beam 10 to form a stable support effect on the rotated protective beam 30, thereby ensuring the positional stability of the protective beam 30 after rotation.

[0031] Specifically, in combination Figures 1-6 As shown, the frame connecting beam 10 has a clearance notch 13 on the side facing the protective beam 30, and the connection end of the protective beam 30 with the frame connecting beam 10 extends into the receiving cavity 11 through the clearance notch 13.

[0032] Understandably, the clearance notch 13 of the frame connecting beam 10 can provide precise clearance space for the connection end of the protective beam 30 and the frame connecting beam 10, avoiding the risk of structural interference between the connection end of the protective beam 30 and the frame connecting beam 10 when rotating. Moreover, the connection end of the protective beam 30 and the frame connecting beam 10 extends into the receiving cavity 11 of the frame connecting beam 10 through the clearance notch 13. This allows the connection part of the two beams to form a wrapping fit, effectively reducing the exposed structure of the protective beam 30, improving the concealment and protection of the connection part, and also improving the overall structural compactness of the rear protective bracket 100, reducing the space occupied after the two beams are connected.

[0033] Furthermore, combined Figures 1-6 As shown, the clearance notch 13 extends away from the slide rail 12 and has an open side 131. The frame connecting beam 10 is provided with a through hole 14 that communicates with the receiving cavity 11. The through hole 14 communicates with the open side 131. The through hole 14 is adapted to allow part of the protective beam 30 to rotate from the clearance notch 13 to the through hole 14 and then retract along the slide rail 12 into the receiving cavity 11.

[0034] In other words, the clearance notch 13 on the frame connecting beam 10 forms an open side 131 on the side away from the slide rail 12. The open side 131 and the through hole 14 are interconnected. This makes it easy for the connection end of the protective beam 30 and the frame connecting beam 10 to rotate smoothly from the clearance notch 13 to the through hole 14. The protective beam 30, which has rotated to the through hole 14, can then slide smoothly along the slide rail 12 into the receiving cavity 11. This helps to achieve the effect of the protective beam 30 first rotating (raising the height of the protective beam 30) and then sliding into the receiving cavity 11 of the frame connecting beam 10.

[0035] Specifically, in combination Figures 1-6 As shown, the slide 12 includes a first mating section 121 and an intermediate section 122. The first mating section 121 is located at one end of the frame connecting beam 10 near the protective beam 30. The intermediate section 122 is connected to the first mating section 121. Along the extension direction of the receiving cavity 11, the intermediate section 122 extends from the side near the protective beam 30 to the side away from the protective beam 30. The first mating section 121 forms a downwardly extending first recessed area 123 relative to the intermediate section 122. When the sliding member 31 moves to the first recessed area 123 of the first mating section 121, the first recessed area 123 and the sliding member 31 are limited and fitted in the extension direction of the slide 12.

[0036] Understandably, in combination Figures 1-6 As shown, when the slider 31 moves to the first recessed area 123, the first recessed area 123 and the slider 31 are engaged in an upper limit match in the extension direction of the slide rail 12. This is beneficial for providing a precise positioning reference for the slider 31 on the protective beam 30, so that the slider 31 can be quickly positioned in the preset assembly position, avoiding accidental displacement or movement of the slider 31 along the length direction of the slide rail 12, and ensuring the assembly accuracy of the protective beam 30 and the frame connecting beam 10 in normal use (that is, the frame connecting beam 10, the support beam 20 and the protective beam 30 are connected to each other). On the other hand, the structure of the first recessed area 123 extending downward relative to the middle section 122 can also form a stop effect with the slider 31, effectively offsetting the impact of vibration and bumps on the slider 31 during vehicle operation, and improving the stability and connection reliability of the rear protective bracket 100.

[0037] Furthermore, combined Figures 1-6 As shown, the slide 12 also includes a second mating section 124, which is connected to the end of the middle section 122 away from the first mating section 121. The second mating section 124 forms a downwardly extending second recessed area 125 relative to the middle section 122. When the slider 31 moves to the second recessed area 125 of the second mating section 124, the second recessed area 125 and the slider 31 are limited and mated in the extension direction of the slide 12.

[0038] In other words, when the slider 31 moves to the second recessed area 125, the second recessed area 125 and the slider 31 are engaged in an upper limit match in the extension direction of the slide rail 12. This is beneficial for providing a precise positioning reference for the slider 31 on the protective beam 30, enabling the slider 31 to be quickly positioned in the preset assembly position, avoiding accidental displacement or movement of the slider 31 along the length direction of the slide rail 12, and ensuring the assembly accuracy of the protective beam 30 in the retracted state (that is, after the support beam 20 and the protective beam 30 are disassembled, part of the protective beam 30 is retracted to the frame connecting beam 10). On the other hand, the structure of the second recessed area 125 extending downward relative to the middle section 122 can also form a stop effect with the slider 31, effectively offsetting the impact of vibration and bumps on the slider 31 during vehicle operation, and improving the stability and connection reliability of the rear protective bracket 100.

[0039] Alternatively, combined Figure 5 and Figure 6 As shown, along the extension direction of the receiving cavity 11, the width of the second mating section 124 increases or decreases towards the side away from the middle section 122.

[0040] As arranged as described above, the width of the second mating section 124 increases gradually towards the side furthest from the middle section 122. This provides a stable positioning and guiding effect for the slider 31, improving its smoothness on the second mating section 124. Furthermore, the gradually changing width of the slide rail 12 on the second mating section 124 creates a continuous guiding constraint on the slider 31, guiding it smoothly towards the second recessed area 125 along a preset path. When the width of the second mating section 124 adopts a structure that increases first and then decreases, the subsequent narrowing of the width after the slider 31 is introduced also enables a tight fit between the slider 31 and the slide rail 12, reducing the gap sway of the rear protective bracket 100 during vehicle movement and ensuring the smoothness and stability of the slider 31 during positioning and movement.

[0041] Alternatively, combine Figures 1-6 As shown, when the slider 31 moves to the lowest point of the second recessed area 125, the wall of the connecting end of the frame connecting beam 10 of the protective beam 30 abuts against the bottom wall of the receiving cavity 11.

[0042] As arranged as described above, when the sliding member 31 slides along the second mating section 124 to the lowest point of the second recessed area 125, the bottom wall of the part of the protective beam 30 that retracts into the receiving cavity 11 abuts against the bottom wall of the inner side of the receiving cavity 11. This facilitates the formation of a surface-to-surface contact between the inner wall of the receiving cavity 11 and the protective beam 30, thereby increasing the contact area between the frame connecting beam 10 and the protective beam 30. This allows the force between the two to be distributed more evenly, avoiding the problem of local stress concentration caused by relying too much on the sliding member 31 for support. This improves the structural reliability of the protective beam 30 and extends the service life of the rear protective bracket 100.

[0043] According to some optional embodiments of the present invention, combined with Figures 1-7 As shown, the rear protective bracket 100 of the vehicle also includes a first mounting structure 40. The first mounting structure 40 is disposed at the connection between the support beam 20 and the protective beam 30. The first mounting structure 40 includes a first pin 41 and a first limiting member 42. The first pin 41 passes through the support beam 20 and the protective beam 30. One end of the first pin 41 is provided with a first limiting hole. The first limiting member 42 is limited and engaged with the first limiting hole.

[0044] Specifically, when installing the support beam 20 and the protective beam 30, the user only needs to directly insert the first pin 41 through the corresponding assembly holes of the two beams, and then quickly engage the first limiting member 42 with the first limiting hole at one end of the first pin 41 to complete the fixation. There is no need for complicated thread tightening, welding or other procedures, and no need to rely on professional tools. The operation threshold is low and the time consumption is short. When disassembling the support beam 20 and the protective beam 30, the user only needs to release the engagement constraint between the first limiting member 42 and the first limiting hole to directly pull out the first pin 41, and quickly separate the support beam 20 and the protective beam 30. This avoids the cumbersome steps of disassembly in traditional connection methods (such as bolt corrosion making it difficult to disassemble, and welded structures not being able to be repeatedly disassembled and reassembled), effectively improving the disassembly and assembly efficiency of the support beam 20 and the protective beam 30. At the same time, this installation structure can be reused, which is beneficial for users to perform frequent disassembly and assembly work on the support beam 20 and the protective beam 30.

[0045] Furthermore, compared to traditional rear protective structures, which require readily available specialized tools for disassembly and repair, and which are time-consuming to disassemble and reinstall, thus affecting work efficiency, the first installation structure 40 in this case only requires manual operation by the user (i.e., inserting and removing the first limiting member 42), and the support beam 20 and protective beam 30 can be installed and removed without the aid of tools, thus effectively improving the ease of installation and removal of the support beam 20 and protective beam 30.

[0046] Alternatively, combined Figures 1-7As shown, the rear protective bracket 100 of the vehicle also includes a second mounting structure 50. The second mounting structure 50 is disposed at the connection between the support beam 20 and the frame connecting beam 10. The second mounting structure 50 includes a second pin 51 and a second limiting member 52. The second pin 51 passes through the support beam 20 and the protective beam 30. One end of the second pin 51 is provided with a second limiting hole. The second limiting member 52 is limited and engaged with the second limiting hole.

[0047] When installing the support beam 20 and the frame connecting beam 10, the user only needs to insert the second pin 51 directly through the corresponding assembly holes of the two beams, and then quickly engage the second limiting member 52 with the second limiting hole at one end of the second pin 51 to complete the fixation. There is no need for complicated thread tightening, welding or other processes, and no need to rely on professional tools. The operation threshold is low and the time consumption is short. When disassembling the support beam 20 and the frame connecting beam 10, the user only needs to release the engagement constraint between the second limiting member 52 and the second limiting hole, and then directly pull out the second pin 51 to quickly separate the support beam 20 from the protective beam 30. This avoids the cumbersome steps of disassembly in traditional connection methods (such as bolt corrosion making it difficult to disassemble, and the inability to repeatedly disassemble and assemble welded structures), effectively improving the disassembly and assembly efficiency of the support beam 20 and the frame connecting beam 10. At the same time, this installation structure can be reused, which is beneficial for users to perform frequent disassembly and assembly work on the support beam 20 and the frame connecting beam 10.

[0048] According to some optional embodiments of the present invention, combined with Figures 1-4 As shown, there are two frame connecting beams 10 and two support beams 20, and they correspond one to one; the protective beam 30 includes connecting vertical beams 32 and protective horizontal beams 33 that are spaced apart in the left and right direction. The two connecting vertical beams 32 are respectively connected to the frame connecting beams 10 and support beams 20 on their corresponding sides. The protective horizontal beams 33 extend in the left and right direction and are connected to the lower ends of the two connecting vertical beams 32.

[0049] Specifically, along the left and right direction of the vehicle, the two connecting vertical beams 32 can be precisely aligned with the frame connecting beams 10 and support beams 20 on the left and right sides respectively, dispersing the force on one side and avoiding local overload. At the same time, together with the lower protective crossbeam 33, they form a closed frame-type protective structure, effectively improving the overall bending and torsional resistance and deformation resistance of the rear protective bracket 100, and effectively resisting impacts and collisions from below or the side during vehicle operation. The protective crossbeam 33 runs horizontally (that is, in the left and right direction) through the lower ends of the two connecting vertical beams 32, which can not only form a full-coverage protection effect for the rear bottom of the vehicle, but also transfer the external force received on one side to the connecting vertical beam 32 and the vehicle body on the other side through the protective crossbeam 33, so as to achieve uniform load distribution and avoid structural damage caused by local stress concentration.

[0050] In addition, the above arrangement can effectively enhance the structural strength and bending and torsional stiffness of the rear protective bracket 100, thereby improving the structural reliability of the rear protective bracket 100 and extending its service life.

[0051] According to a second aspect embodiment of the present invention, the vehicle includes a frame 200 and a rear protective bracket 100 of the vehicle described above. A frame connecting beam 10 is connected to the frame 200. The frame connecting beam 10 can be used to establish a firm connection between the rear protective bracket 100 and the frame 200. When the vehicle with the rear protective bracket 100 encounters a rough road surface (such as a road surface with large stones or deep ruts), the user can conveniently and quickly adjust the position of the protective beam 30 to allow the vehicle to pass smoothly, thereby improving the vehicle's passability and thus enhancing the vehicle's market competitiveness.

[0052] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to 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 utility model.

[0053] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0054] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0055] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A rear protective bracket (100) for a vehicle, characterized in that, include: Frame connecting beam (10); A support beam (20) is connected below the frame connecting beam (10); A protective beam (30) is detachably connected to the support beam (20) and is rotatably connected to the frame connecting beam (10) so as to rotate relative to the frame connecting beam (10) after being detached from the support beam (20).

2. The rear protective bracket (100) for a vehicle according to claim 1, characterized in that, The frame connecting beam (10) has a receiving cavity (11) adapted to the protective beam (30) on the side near the protective beam (30). The frame connecting beam (10) is provided with a slide (12) which corresponds to the receiving cavity (11). The end of the protective beam (30) connected to the frame connecting beam (10) is provided with a sliding member (31). The sliding member (31) slides in cooperation with the slide (12) so that at least part of the protective beam (30) slides along the slide (12) into the receiving cavity (11) after rotation.

3. The rear protective bracket (100) of the vehicle according to claim 2, characterized in that, The frame connecting beam (10) has a clearance notch (13) on the side facing the protective beam (30), and the connection end of the protective beam (30) to the frame connecting beam (10) extends into the receiving cavity (11) through the clearance notch (13).

4. The rear protective bracket (100) for a vehicle according to claim 3, characterized in that, The clearance notch (13) extends away from the slide rail (12) and forms an open side (131). The frame connecting beam (10) is provided with a through hole (14) that communicates with the receiving cavity (11). The through hole (14) communicates with the open side (131). The through hole (14) is adapted to allow part of the protective beam (30) to rotate from the clearance notch (13) to the through hole (14) and then retract along the slide rail (12) into the receiving cavity (11).

5. The rear protective bracket (100) of the vehicle according to claim 3, characterized in that, The slide (12) includes: The first mating section (121) is located at one end of the frame connecting beam (10) near the protective beam (30); The intermediate section (122) is connected to the first mating section (121). Along the extension direction of the receiving cavity (11), the intermediate section (122) extends from the side close to the protective beam (30) to the side away from the protective beam (30). The first mating section (121) has a downwardly extending first recessed area (123) relative to the middle section (122). When the slider (31) moves to the first recessed area (123) of the first mating section (121), the first recessed area (123) and the slider (31) are limited and fitted in the extension direction of the slide (12).

6. The rear protective bracket (100) for a vehicle according to claim 5, characterized in that, The slide (12) also includes: The second mating section (124) is connected to the end of the middle section (122) away from the first mating section (121). The second mating section (124) has a downwardly extending second recessed area (125) relative to the middle section (122). When the slider (31) moves to the second recessed area (125) of the second mating section (124), the second recessed area (125) and the slider (31) are limited and engaged in the extension direction of the slide (12).

7. The rear protective bracket (100) for a vehicle according to claim 6, characterized in that, Along the extending direction of the receiving cavity (11), the width of the second mating section (124) increases or decreases first towards the side away from the intermediate section (122); and / or When the sliding member (31) moves to the lowest point of the second recessed area (125), the wall of the connection end of the protective beam (30) with the frame connecting beam (10) abuts against the bottom wall of the receiving cavity (11).

8. The rear protective bracket (100) for a vehicle according to claim 1, characterized in that, Also includes: A first mounting structure (40) is disposed at the connection between the support beam (20) and the protective beam (30). The first mounting structure (40) includes a first pin (41) and a first limiting member (42). The first pin (41) passes through the support beam (20) and the protective beam (30). One end of the first pin (41) is provided with a first limiting hole. The first limiting member (42) is engaged with the first limiting hole for limiting; and / or The second mounting structure (50) is located at the connection between the support beam (20) and the frame connecting beam (10). The second mounting structure (50) includes a second pin (51) and a second limiting member (52). The second pin (51) passes through the support beam (20) and the frame connecting beam (10). One end of the second pin (51) is provided with a second limiting hole. The second limiting member (52) is limited and engaged with the second limiting hole.

9. The rear protective bracket (100) of the vehicle according to claim 1, characterized in that, The number of the frame connecting beam (10) and the support beam (20) are two and correspond one-to-one; The protective beam (30) includes: Connecting vertical beams (32) are spaced apart along the left and right directions, and the two connecting vertical beams (32) are respectively connected to the frame connecting beam (10) and the support beam (20) on their corresponding sides; A protective beam (33) extends in the left-right direction and is connected to the lower ends of the two connecting vertical beams (32).

10. A vehicle, characterized in that, include: Frame (200); The rear protective bracket (100) of the vehicle according to any one of claims 1-9, wherein the frame connecting beam (10) is connected to the frame (200).

Images