Rear subframe and vehicle

Abstract

The present invention provides a rear subframe and a vehicle. The rear subframe of the present invention includes a front crossbeam and a longitudinal beam whose front end is connected to the front crossbeam; wherein a reducer mounting sleeve for mounting a reducer is provided on the top of the longitudinal beam, and the reducer mounting sleeve is arranged close to the front crossbeam. The rear subframe of the present invention arranges the reducer mounting sleeve for mounting the reducer at a position close to the connection between the front crossbeam and the longitudinal beam, which can fully utilize the strong structural rigidity of the "T"-shaped intersection; the reducer mounting sleeve is arranged above the longitudinal beam, and the reducer mounting sleeve is connected in the form of support rather than hoisting, which is also conducive to reducing the connection burden between the reducer mounting sleeve and the longitudinal beam; it is conducive to improving the structural stability of the reducer installation part.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle body structure, and in particular to a rear subframe. In addition, the present invention also relates to a vehicle. Background Art

[0002] A four-wheel drive vehicle is generally equipped with a rear subframe, and a reducer mounting point is set on the rear subframe. In order to improve the structural strength of the reducer mounting point, a reinforcement structure is generally set at the reducer mounting point.

[0003] The rear subframe of a four-wheel drive vehicle mainly carries the reducer excitation, tire load, and motion excitation. The strength of its installation point will directly affect the degree of vibration and noise of the whole vehicle caused by the transmission of the reducer and tire excitation to the vehicle body. At the same time, the stability of vehicle control requires the above-mentioned installation points to have strong rigidity performance, so as to have a good structural strength foundation during operation.

[0004] In the prior art, the mounting connection structure between the rear subframe and the reducer has a corresponding strengthening design, but due to many deficiencies in the location and method of the setting, the overall structural strength performance of the reducer mounting point is still weak, which is mainly reflected in the following aspects:

[0005] 1. The reinforcement structure of the connection surface between the rear subframe and the reducer is weak.

[0006] 2. The reinforced structure connecting the rear subframe and the reducer has not been designed for styling reinforcement, and its strength is insufficient. The stiffness characteristics of the structural shape have not been effectively utilized to improve the overall installation position and its local stiffness. A weak structure can easily cause noise and vibration problems in the vehicle.

[0007] 3. Some reinforcement designs improve the overall structural strength by increasing the thickness of the reinforcement plate or the number of reinforcement plates. Although this can achieve the purpose of enhancing the structural strength, it has adverse effects in terms of the space occupied by the structure, the increase in consumables and assembly workload, and the increase in the overall weight of the vehicle.

[0008] Based on the above-mentioned problems, it is necessary to optimize the design and development of the reducer mounting structure on the rear subframe to improve the structural stiffness performance of the reducer mounting location. Summary of the invention

[0009] In view of this, the present invention aims to provide a rear subframe to improve the structural stability of the reducer installation portion.

[0010] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0011] A rear subframe comprises a front crossbeam and a longitudinal beam whose front end is connected to the front crossbeam; a reducer mounting sleeve for mounting a reducer is arranged on the top of the longitudinal beam, and the reducer mounting sleeve is arranged close to the front crossbeam.

[0012] Furthermore, a sleeve mounting concave surface is formed on the top of the longitudinal beam, and the bottom of the reducer mounting sleeve abuts against the sleeve mounting concave surface; the reducer mounting sleeve is arranged along the left and right directions of the vehicle, and a reinforcing bracket is provided on the front and / or rear side of the reducer mounting sleeve.

[0013] Furthermore, a weight-reducing hole is provided in the middle of the sleeve mounting concave surface, and the reducer mounting sleeve is welded to the sleeve mounting concave surface.

[0014] Furthermore, the longitudinal beam includes an upper beam body and a lower beam body that are buckled together, and the upper beam body and the lower beam body form a V-shaped port at the front end of the longitudinal beam, and the front cross beam is partially included in the V-shaped port; and / or, the longitudinal beam connecting portion of the front cross beam used to connect the longitudinal beam is in a shape that is arched upward.

[0015] Furthermore, the reinforcing bracket includes a first bracket arranged on the front side of the reducer mounting sleeve; the bottom end of the first bracket is connected to the top of the front cross beam, the first bracket is extended from the front cross beam toward the side of the reducer mounting sleeve, and the top end of the first bracket is supported on the side of the reducer mounting sleeve.

[0016] Furthermore, the first bracket includes a main support plate, and a transition plate bent from the top of the main support plate into an upward inclined posture toward the direction of the reducer mounting sleeve; the bottom of the main support plate is provided with a lower flange for connecting to the front cross beam, and / or the top of the transition plate is provided with an upper flange for connecting to the reducer mounting sleeve.

[0017] Furthermore, the main support plate has a main facade arranged parallel to the left and right directions of the vehicle, and a side facade located outside the main facade; the side facade is bent relative to the main facade in the direction of the reducer mounting sleeve, and the end of the top of the side facade away from the main facade is connected to the end of the upper flange.

[0018] Furthermore, the reinforcing bracket includes a second bracket arranged on the rear side of the reducer mounting sleeve; the second bracket has a main board body and a front end flange bent upward at the front end of the main board body, the main board body is attached to the top of the longitudinal beam, and the front end flange is connected to the reducer mounting sleeve.

[0019] Furthermore, a second groove is formed on the main board body, and corresponding to the second groove, a third groove is provided on the top of the longitudinal beam, and the portion of the main board body protruding downward due to the second groove is inserted into the third groove; and / or, an arched protrusion is formed at the connecting portion between the main board body and the front end flange.

[0020] Compared with the prior art, the present invention has the following advantages:

[0021] The rear subframe of the present invention arranges the reducer installation sleeve for installing the reducer at a position close to the connection between the front cross beam and the longitudinal beam, which can fully utilize the strong structural rigidity of the "T"-shaped intersection; the reducer installation sleeve is arranged above the longitudinal beam, and the reducer installation sleeve is connected in the form of support rather than lifting, which is also conducive to reducing the connection burden between the reducer installation sleeve and the longitudinal beam; and is conducive to improving the structural stability of the reducer installation part.

[0022] In addition, a weight-reducing hole is opened in the middle of the sleeve mounting concave surface, which not only has the effect of reducing weight, but also facilitates the welding operation of the reducer mounting sleeve and the upper beam body from the inner side of the upper beam body of the longitudinal beam. Full welding is performed along the edge of the weight-reducing hole, which can greatly increase the welding connection area between the reducer mounting sleeve and the longitudinal beam, thereby improving the connection firmness and structural rigidity of the two.

[0023] By arranging the first bracket between the front crossbeam and the reducer mounting sleeve, a stable support structure can be formed on the front side of the reducer mounting sleeve. The reducer as a whole is arranged to extend upward from the front crossbeam toward the reducer mounting sleeve, so that a support similar to a triangle is formed between the front crossbeam, the reducer mounting sleeve and the first bracket; the structural rigidity between the reducer mounting sleeve and the rear subframe can be greatly improved. By arranging the second bracket on the rear side of the reducer mounting sleeve, a stable support structure can be formed on the rear side of the reducer mounting sleeve.

[0024] Another object of the present invention is to provide a vehicle, wherein the vehicle adopts the rear subframe of the present invention. The vehicle of the present invention has the technical advantages possessed by the above-mentioned rear subframe. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The accompanying drawings, which constitute part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention. The directional terms such as front and back, up and down, etc. involved therein are only used to indicate relative positional relationships and do not constitute improper limitations on the present invention. In the accompanying drawings:

[0026] Figure 1 This is a schematic diagram of the overall structure of the rear subframe according to the first embodiment of the present invention;

[0027] Figure 2 for Figure 1 a top view of the rear subframe;

[0028] Figure 3 for Figure 1 a left side view of the rear subframe;

[0029] Figure 4 for Figure 2 A partial enlarged view of the part shown in A;

[0030] Figure 5 for Figure 3 A partial enlarged view of the part shown in B;

[0031] Figure 6 It is a partial structural schematic diagram of the part where the sleeve installation concave surface is located in the rear sub-frame according to the first embodiment of the present invention;

[0032] Figure 7 This is a schematic diagram of the three-dimensional structure of the first bracket according to the first embodiment of the present invention;

[0033] Figure 8 It is a schematic diagram of the three-dimensional structure of the second bracket described in the first embodiment of the present invention.

[0034] Description of reference numerals:

[0035] 1. Front crossbeam; 10. Longitudinal beam connection; 2. Rear crossbeam;

[0036] 3. longitudinal beam; 30. V-shaped port; 31. upper beam body; 32. lower beam body; 310. third sink; 311. first through hole; 312. sleeve installation concave surface; 313. weight reduction hole;

[0037] 4. Reducer installation sleeve;

[0038] 5. First bracket; 50. Main support plate; 500. Main facade; 501. Side facade; 502. Third perforation; 51. Lower flange; 52. Upper flange; 53. Transition plate; 54. First sink; 540. Second perforation;

[0039] 6. Second bracket; 60. Main board body; 61. Front end flange; 62. First side portion; 63. Second side portion; 64. Second sink; 640. Fourth through hole; 641. Front protrusion; 65. Arched protrusion; 651. First protrusion; 652. Second protrusion. DETAILED DESCRIPTION

[0040] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments may be combined with each other.

[0041] In the description of the present invention, it should be stated that if there are terms indicating directions or positional relationships such as "up, down, left, right, front, back, inside, outside", etc., they are based on the directions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed or operated in a specific direction, and therefore cannot be understood as limiting the present invention. Taking the rear subframe of the vehicle described in the present invention as an example, the directions used in the embodiments such as "up, down, left, right, front, back" are defined based on the up and down direction (also known as the height direction), the left and right direction (also known as the width direction) and the front and back direction (also known as the length direction) of the vehicle. Specifically, as shown in the drawings, the X direction is the front and back direction of the vehicle, wherein the side to which the arrow points is the "front", and the opposite is the "back". The Y direction is the left and right direction of the vehicle, wherein the side to which the arrow points is the "left", and the opposite is the "right". The Z direction is the up and down direction of the vehicle, wherein the side to which the arrow points is the "up", and the opposite is the "down". “Inside” and “outside” are defined based on the contour of the corresponding components. For example, “inside” and “outside” are defined based on the contour of a vehicle, with the side of the vehicle contour close to the middle of the vehicle being “inside” and the opposite being the case being “outside”.

[0042] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installed", "connected", "connection", and "connector" should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, an indirect connection through an intermediate medium, or a connection between the two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances. The limiting terms such as "first, second, A, B, C, D" that appear in the description of the present invention are only for distinguishing similar features of different positions, affiliations or uses, so as to achieve the purpose of avoiding ambiguity and confusion in the description, and cannot be understood as indicating or implying relative importance.

[0043] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0044] Embodiment 1

[0045] This embodiment relates to a rear subframe, which is beneficial to improving the structural stability of the reducer installation part; an exemplary structure thereof is as follows Figures 1 to 5 shown.

[0046] In general, the rear subframe includes a front crossbeam 1 and a longitudinal beam 3 whose front end is connected to the front crossbeam 1. A reducer mounting sleeve 4 for mounting a reducer is provided on the top of the longitudinal beam 3, and the reducer mounting sleeve 4 is arranged close to the front crossbeam 1.

[0047] like Figure 6As shown, a sleeve mounting concave surface 312 is formed at the top of the longitudinal beam 3 near the front cross beam 1, and the bottom of the reducer mounting sleeve 4 abuts against the sleeve mounting concave surface 312. Designing a concave sleeve mounting concave surface 312 at the top of the longitudinal beam 3 can effectively increase the contact area between the reducer mounting sleeve 4 and the longitudinal beam 3 and improve the connection firmness. Moreover, the sleeve mounting concave surface 312 at this position is designed as an arched pit structure, which can make full use of the high strength of the arched pit structure to increase the structural strength of this position. By using the above structural design, the overall structural strength of the reducer mounting point can be improved, and the sensitivity of this position to vibration response can be reduced.

[0048] Based on the above arrangement, the reducer mounting sleeve 4 is arranged in the recess formed by the sleeve mounting concave surface 312 along the left-right direction of the vehicle; at the same time, a reinforcing bracket is provided on the front or rear side of the reducer mounting sleeve 4, and of course, reinforcing brackets can also be provided on both the front and rear sides.

[0049] In addition, in this embodiment, a weight-reducing hole 313 is provided in the middle of the sleeve mounting concave surface 312, and the reducer mounting sleeve 4 is welded to the sleeve mounting concave surface 312. The weight-reducing hole 313 is provided in the middle of the sleeve mounting concave surface 312, which not only has the effect of reducing weight, but also facilitates the welding operation of the reducer mounting sleeve 4 and the upper beam body 31 from the inner side of the upper beam body 31 of the longitudinal beam 3. Full welding is performed along the edge of the weight-reducing hole 313, which can greatly increase the welding connection area between the reducer mounting sleeve 4 and the longitudinal beam 3, thereby improving the connection firmness and structural rigidity of the two. Specifically, the weight-reducing hole 313 of this embodiment is designed to have a length of 73 mm and a width of 41 mm, and at the same time plays a role in weight reduction. While reducing weight, the welding connection length between the reducer mounting sleeve 4 and the longitudinal beam 3 is increased, and the connection strength between the reducer mounting sleeve 4 and the longitudinal beam 3 is improved by increasing the welding connection length.

[0050] Of course, there are multiple design options for the specific location, structure and number of the above-mentioned reinforcement bracket. In this embodiment, the reinforcement bracket includes a first bracket 5 arranged on the front side of the reducer mounting sleeve 4, and a second bracket 6 arranged on the rear side of the reducer mounting sleeve 4.

[0051] Specifically, the bottom end of the first bracket 5 is connected to the top of the front cross beam 1, the first bracket 5 is extended from the front cross beam 1 toward the side of the reducer mounting sleeve 4, and the top end of the first bracket 5 is supported on the side of the reducer mounting sleeve 4. By arranging the first bracket 5 between the front cross beam 1 and the reducer mounting sleeve 4, a stable support structure can be formed on the front side of the reducer mounting sleeve 4, and the reducer as a whole is arranged to extend upward from the front cross beam 1 toward the reducer mounting sleeve 4, so that a support similar to a triangle is formed between the front cross beam 1, the reducer mounting sleeve 4 and the first bracket 5; the structural rigidity between the reducer mounting sleeve 4 and the rear subframe can be greatly improved.

[0052] Combination Figure 7 As shown, the first bracket 5 includes a main support plate 50 and a transition plate 53 bent from the top of the main support plate 50 to an upward tilted posture toward the direction of the reducer mounting sleeve 4. A lower flange 51 for connecting to the front cross beam 1 can be provided at the bottom of the main support plate 50, and an upper flange 52 for connecting to the reducer mounting sleeve 4 can be provided at the top of the transition plate 53, thereby increasing the contact area between the first bracket 5 and the front cross beam 1 and the reducer mounting sleeve 4.

[0053] In the height direction of the vehicle, the first bracket 5 is designed to be composed of a main support plate 50 and a transition plate 53, which is adapted to the situation that the height position of the front cross beam 1 is relatively low relative to the height position of the reducer mounting sleeve 4. The main support plate 50 plays the role of up and down support, and the transition plate 53 realizes oblique support, so that the first bracket 5 is supported as a whole between the front cross beam 1 and the reducer mounting sleeve 4 in an arch-like structure, and a closed cavity structure is formed between the first bracket 5, the front cross beam 1 and the reducer mounting sleeve 4. The high-strength characteristics of the arch and closed cavity, as well as the strength of the front cross beam 1 itself, are used to support and strengthen the front part of the reducer mounting sleeve 4, thereby achieving a good structural reinforcement effect.

[0054] Based on the above arrangement, the main support plate 50 has a main facade 500 arranged parallel to the left and right direction of the vehicle, and a side facade 501 located outside the main facade 500. The side facade 501 is bent relative to the main facade 500 toward the direction of the reducer installation sleeve 4, and the end of the top of the side facade 501 away from the main facade 500 is connected to the end of the upper flange 52. Figure 7 As shown in , in the overall width direction of the first bracket 5, the width ratio of the main facade 500 to the side facade 501 is preferably set to 2:1. At this moment, the side facade 501, the main facade 500, and the transition plate 53 are all substantially trapezoidal, so that the main part of the first bracket 5 is a trapezoidal bending structure, and the strength of the bracket itself is increased by utilizing the high strength of the trapezoidal bending structure, and the structural performance of the bracket is improved by utilizing the high strength and stability of the arch and trapezoid.

[0055] In the left-right direction of the vehicle, the main support plate 50 is divided into two parts, a main facade 500 and a side facade 501, which are connected in sequence from the inside to the outside, so that another arch-like curved structure is formed in the left-right direction. The main facade 500, the side facade 501 and the transition plate 53 form three surfaces of a box body, which play a role in mutual structural support and reinforcement, so that the self-structural strength of the first bracket 5 is greatly improved.

[0056] In addition, a first sunken groove 54 is formed on the transition plate 53 of this embodiment. Preferably, a first sunken groove 54 is set on the upwardly inclined transition plate 53, and the first sunken groove 54 is set to be an ellipse with a long axis consistent with the front-rear direction of the vehicle, so that its front end and rear end are respectively connected to the upper flange 52 and the main facade 500; at this moment, by reasonably setting the concave depth of the first sunken groove 54, the bottom of the first sunken groove 54 near its front end will protrude outside the surface of the transition plate 53, forming a concave-convex combination structure. The number of the first sunken grooves 54 is preferably multiple (specifically two in this embodiment), and each first sunken groove 54 is evenly spaced along the top edge of the main facade 500; the setting of the first sunken grooves 54 can improve the strength and rigidity of the transition plate 53 and its surrounding structures.

[0057] Combination Figure 8 As shown, the second bracket 6 of this embodiment has a main board body 60 and a front flange 61 bent upward and formed at the front end of the main board body 60. A first side edge 62 and a second side edge 63 arranged in accordance with the top shape of the longitudinal beam 3 are also formed on the left and right sides of the main board body 60, so that the second bracket 6 can better fit closely with the longitudinal beam 3. By fully welding and fixing at the edges of the first side edge 62, the second side edge 63, and other edges of the second bracket 6 that fit with the longitudinal beam 3 or the reducer mounting sleeve 4, it is ensured that the second bracket 6 is firmly connected between the reducer mounting sleeve 4 and the longitudinal beam 3.

[0058] Among them, the main board body 60 is attached to the top of the longitudinal beam 3, and the front end flange 61 is connected to the reducer mounting sleeve 4. The second bracket 6 is arranged on the rear side of the reducer mounting sleeve 4, so that a stable support structure can be formed on the rear side of the reducer mounting sleeve 4; the main board body 60 of the second bracket 6 is attached to the top of the longitudinal beam 3, and the connection between the second bracket 6 and the longitudinal beam 3 can be made firm and reliable by welding or other fixing methods; the front end flange 61 formed at the front end of the second bracket 6 is used to support and strengthen the part near the rear side of the reducer mounting sleeve 4, and a triangular support structure is formed between the second bracket 6, the reducer mounting sleeve 4 and the longitudinal beam 3. At the same time, due to the bending setting between the front end flange 61 and the main board body 60, and the main board body 60 following the top arch posture of the longitudinal beam 3, the overall posture of the second bracket 6 is roughly "S" shaped when viewed from the left and right directions of the vehicle. By utilizing the characteristics of multiple arch supports, high structural strength, and a large welding area and long length with the longitudinal beam 3, the connection strength between the second bracket 6 and the longitudinal beam 3 and the reducer mounting sleeve 4 can be increased, and the self-strength effect of the second bracket 6 can be further enhanced.

[0059] In addition, similar to the first bracket 5, a second recessed groove 64 is formed on the main board body 60 of the second bracket 6; corresponding to the second recessed groove 64, a third recessed groove 310 is provided on the top of the longitudinal beam 3, and the portion of the main board body 60 that protrudes downward due to the second recessed groove 64 is inserted into the third recessed groove 310; an arched protrusion 65 is also formed at the connection portion between the main board body 60 and the front end flange 61.

[0060] A second recessed groove 64 is designed on the main body 60, and a third recessed groove 310 is correspondingly provided on the longitudinal beam 3 to accommodate the downward protruding portion of the second recessed groove 64. The third recessed groove 310 can not only position the second bracket 6, but also increase the contact and welding area between the second bracket 6 and the longitudinal beam 3. The shape of the second recessed groove 64 can be set with reference to the characteristics of the first recessed groove 54, and is preferably designed to be an ellipse whose long axis direction is consistent with the length direction of the longitudinal beam 3; in view of the fact that the main body 60 is in a downwardly inclined posture following the top shape trend of the longitudinal beam 3, the second recessed groove 64 is recessed downward. At this moment, by reasonably setting the recessed depth of the second recessed groove 64, the bottom of the second recessed groove 64 near its front end will protrude beyond the top surface of the longitudinal beam 3, forming a front protrusion 641, thereby forming a concave-convex combination structure in the second recessed groove 64 and its surrounding area, which can greatly improve the structural strength and rigidity of the main body 60; the third recessed groove 310 can be set following the shape of the second recessed groove 64.

[0061] The connection between the main body 60 and the front flange 61 is provided with an arched protrusion 65, which can further enhance the structural rigidity of this part. Preferably, two arched protrusions 65 are arranged at intervals along the width direction of the second bracket 6, specifically a first protrusion 651 and a second protrusion 652. At the same time, it is also preferred that each arched protrusion 65 is designed to be an ellipse with a long axis consistent with the length direction of the second bracket 6, and its length dimension is increased as much as possible according to the space conditions of each location. Figure 7 As shown in the figure, the first protrusion 651 is located on the outside, and the corner of the second bracket 6 close to this position extends outward more, so the space is larger, and the first protrusion 651 can be designed to be longer accordingly; the second protrusion 652 is located directly in front of the second sink groove 64, and can be designed to be shorter accordingly.

[0062] In addition, a number of through holes can be set on the first bracket 5, the second bracket 6 and the longitudinal beam 3 at positions that do not affect the overall structural strength. For example, a first through hole 311 is set in the third sink 310 of the longitudinal beam 3, and a fourth through hole 640 is set in the second sink 64 of the second bracket 6. The first through hole 311 and the fourth through hole 640 are set opposite to each other, and the connection stability between the second bracket 6 and the longitudinal beam 3 is improved by inserting a bolt pair or welding; a second through hole 540 is set in the first sink 54 of the first bracket 5, and a third through hole 502 is set on the main support plate 50, which reduces the self-weight of the first bracket 5 and also increases the fixing points for fixing the surrounding components.

[0063] In addition, if Figure 3 As shown in , the longitudinal beam 3 of this embodiment includes an upper beam body 31 and a lower beam body 32 that are buckled together. The upper beam body 31 and the lower beam body 32 form a V-shaped port 30 at the front end of the longitudinal beam 3, and the front cross beam 1 is partially contained in the V-shaped port 30. The longitudinal beam 3 is designed as a split structure that buckles up and down, which is convenient for the structural processing of the beam body and also convenient for the welding and assembly of the reducer mounting sleeve 4 on the upper beam body 31. The front end of the longitudinal beam 3 is designed in the form of a fish mouth-shaped V-shaped port 30, which partially wraps the longitudinal beam connection part 10 of the front cross beam 1, the end of the upper beam body 31 abuts against the upper side of the longitudinal beam connection part 10, and the lower beam body 32 abuts against the lower side of the longitudinal beam connection part 10, which can effectively increase the welding area between the longitudinal beam 3 and the front cross beam 1, thereby improving the connection firmness between the two.

[0064] Preferably, in this embodiment, the longitudinal beam connection portion 10 on the front cross beam 1 for connecting the longitudinal beam 3 is in an upwardly arched shape. The longitudinal beam connection portion 10 is designed as an upwardly arched arch structure, which can effectively improve the support stability and load-bearing performance of this part of the front cross beam 1.

[0065] In summary, in the rear subframe of the present embodiment, the reducer mounting sleeve 4 for mounting the reducer is arranged at a position close to the connection between the front cross beam 1 and the longitudinal beam 3, which can make full use of the strong structural rigidity of the "T"-shaped intersection; a concave sleeve mounting concave surface 312 is designed on the top of the longitudinal beam 3, which can effectively increase the contact area between the reducer mounting sleeve 4 and the longitudinal beam 3 and improve the connection firmness; the reducer mounting sleeve 4 is arranged above the longitudinal beam 3 and connected in the form of support rather than hoisting, which is also conducive to reducing the connection burden between the reducer mounting sleeve 4 and the longitudinal beam 3; a reinforcing bracket is arranged on the side of the reducer mounting sleeve 4 to support and reinforce the reducer mounting sleeve 4 from the side, which can further strengthen the connection firmness between the reducer mounting sleeve 4 and the front cross beam 1 or the longitudinal beam 3, thereby effectively improving the structural stability of the reducer mounting part.

[0066] Embodiment 2

[0067] This embodiment relates to a vehicle, which adopts the rear subframe provided by the first embodiment.

[0068] like Figure 1 As shown in , the rear subframe mainly comprises a front cross beam 1, two longitudinal beams 3 symmetrically arranged on the left and right, and a rear cross beam 2 connected between the two longitudinal beams 3. The top end of the longitudinal beam 3 is connected to the end position of the front cross beam 1, and a reducer mounting sleeve 4 for mounting a reducer is provided on the longitudinal beam 3 near the front cross beam 1.

[0069] By providing the above-mentioned rear subframe on the vehicle of the present embodiment and strengthening the reducer mounting point on the rear subframe, the connection stiffness between the rear subframe and the reducer can be effectively improved, the vibration energy transmission of the reducer and tire excitation can be effectively attenuated, the overall structural strength at the reducer mounting point can be improved, and the sensitivity of this position to the vibration response can be reduced, so as to achieve the purpose of reducing the vibration noise in the vehicle, thereby improving the riding comfort of the passengers in the vehicle, and improving the reliability and durability of the mounting position, as well as the handling stability of the vehicle.

[0070] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A rear subframe, characterized in that: It comprises a front crossbeam (1), and a longitudinal beam (3) whose front end is connected to the front crossbeam (1); A reducer mounting sleeve (4) for mounting a reducer is provided at the top of the longitudinal beam (3), and the reducer mounting sleeve (4) is arranged close to the front cross beam (1); The reducer mounting sleeve (4) is arranged along the left-right direction of the vehicle, and a reinforcement bracket is provided on the front side and / or the rear side of the reducer mounting sleeve (4); The reinforcing bracket comprises a first bracket (5) arranged on the front side of the reducer mounting sleeve (4); the bottom end of the first bracket (5) is connected to the top of the front cross beam (1), the first bracket (5) is extended from the front cross beam (1) toward the side of the reducer mounting sleeve (4), and the top end of the first bracket (5) is supported on the side of the reducer mounting sleeve (4); The first bracket (5) comprises a main support plate (50) and a transition plate (53) bent from the top of the main support plate (50) toward the direction of the reducer mounting sleeve (4) to form an upward tilt posture; the bottom of the main support plate (50) is provided with a lower flange (51) for connecting to the front cross beam (1), and / or the top of the transition plate (53) is provided with an upper flange (52) for connecting to the reducer mounting sleeve (4).

2. The rear subframe according to claim 1, characterized in that: A sleeve mounting concave surface (312) is formed on the top of the longitudinal beam (3), and the bottom of the reducer mounting sleeve (4) abuts against the sleeve mounting concave surface (312).

3. The rear subframe according to claim 2, characterized in that: A weight-reducing hole (313) is provided in the middle of the sleeve mounting concave surface (312), and the reducer mounting sleeve (4) is welded to the sleeve mounting concave surface (312).

4. The rear subframe according to claim 1, characterized in that: The longitudinal beam (3) comprises an upper beam body (31) and a lower beam body (32) which are buckled together, the upper beam body (31) and the lower beam body (32) forming a V-shaped port (30) at the front end of the longitudinal beam (3), and the front cross beam (1) is partially contained in the V-shaped port (30); And / or, the longitudinal beam connecting portion (10) of the front cross beam (1) used to connect the longitudinal beam (3) is in a shape that is arched upward.

5. The rear subframe according to claim 1, characterized in that: The main support plate (50) has a main facade (500) arranged parallel to the left-right direction of the vehicle, and a side facade (501) located outside the main facade (500); The side facade (501) is bent relative to the main facade (500) toward the reducer mounting sleeve (4), and one end of the top of the side facade (501) away from the main facade (500) is connected to the end of the upper flange (52).

6. The rear subframe according to any one of claims 1 to 5, characterized in that: The reinforcing bracket comprises a second bracket (6) arranged at the rear side of the reducer mounting sleeve (4); The second bracket (6) comprises a main board body (60) and a front end flange (61) bent upwardly and formed at the front end of the main board body (60); the main board body (60) is attached to the top of the longitudinal beam (3); and the front end flange (61) is connected to the reducer mounting sleeve (4).

7. The rear subframe according to claim 6, characterized in that: A second sink groove (64) is formed on the main body (60), and corresponding to the second sink groove (64), a third sink groove (310) is provided on the top of the longitudinal beam (3), and a portion of the main body (60) protruding downward due to the second sink groove (64) is inserted into the third sink groove (310); And / or, an arched protrusion (65) is formed at the connection portion between the main plate body (60) and the front flange (61).

8. A vehicle, characterized in that: The vehicle adopts the rear subframe according to any one of claims 1 to 7.

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