Rear subframe structure and vehicle

Abstract

The application relates to the technical field of rear vehicle subframe, and particularly discloses a rear subframe structure and a vehicle, which comprises a front cross beam, an upper surface of which is provided with a U-shaped support; a left longitudinal beam arranged on the left side of the front cross beam and fixedly connected with the front cross beam, an upper surface of the left longitudinal beam being provided with a first split support; a right longitudinal beam arranged on the right side of the front cross beam and fixedly connected with the front cross beam, an upper surface of the right longitudinal beam being provided with a second split support; and a rear cross beam arranged at the rear end of the front cross beam and fixedly connected with the left longitudinal beam and the right longitudinal beam, a lower surface of the rear cross beam being provided with a splicing support, two ends of the splicing support being respectively connected with the lower surface of the left longitudinal beam and the lower surface of the right longitudinal beam. The rear subframe structure has the advantages of light weight and low production cost, and can meet the requirement of bearing capacity.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rear subframe, in particular to a rear subframe structure and a vehicle. BACKGROUND

[0002] The rear subframe is mostly used in multi-link independent suspension. Since the multi-link independent suspension has a large number of control arms, the rear subframe needs to provide more mounting points, and needs to match the suspension hard points. The multi-link independent suspension vehicle has a large weight, and the rear subframe is under severe load. At present, the same type of mounting bracket is configured in different areas of the rear subframe, and the rear subframe is connected with the multi-link independent suspension through the mounting bracket. However, the stress states of different parts of the rear subframe are different, and the same type of bracket is used to meet the requirement of bearing capacity, which causes the overall structure of the rear subframe to be heavy and the manufacturing cost to be high. SUMMARY

[0003] The purpose of the present application is to provide a rear subframe structure and a vehicle, which can adapt to various brackets according to the stress states of multiple parts, has the advantage of lightweight, reduces the production cost, and meets the requirement of bearing capacity.

[0004] In order to achieve the above purpose, the present application provides a rear subframe structure in the first aspect, which comprises:

[0005] a front cross beam, the upper surface of which is provided with a U-shaped bracket;

[0006] a left longitudinal beam arranged on the left side of the front cross beam and fixedly connected with the front cross beam, the upper surface of the left longitudinal beam being provided with a first split-type bracket;

[0007] a right longitudinal beam arranged on the right side of the front cross beam and fixedly connected with the front cross beam, the upper surface of the right longitudinal beam being provided with a second split-type bracket; and

[0008] a rear cross beam arranged at the rear end of the front cross beam and fixedly connected with the left longitudinal beam and the right longitudinal beam, the lower surface of the rear cross beam being provided with a splicing bracket, the two ends of the splicing bracket being connected with the lower surfaces of the left longitudinal beam and the right longitudinal beam respectively.

[0009] In some embodiments, the first split-type bracket comprises two first mounting pieces arranged at intervals, and the first mounting pieces are welded to the upper surface of the left longitudinal beam.

[0010] In some embodiments, the second split-type bracket comprises two second mounting pieces arranged at intervals, and the second mounting pieces are welded to the upper surface of the right longitudinal beam.

[0011] In some embodiments, the splicing bracket comprises a main body section, a first extension section and a second extension section integrally formed at both ends of the main body section, the main body section is welded to the lower surface of the rear cross beam, the first extension section is welded to the lower surface of the left side beam, and the second extension section is welded to the lower surface of the right side beam.

[0012] In some embodiments, the front cross beam has a first end face and a second end face oppositely arranged at both ends thereof, part of the first end face is fitted to the right side wall of the left side beam, and part of the second end face is fitted to the left side wall of the right side beam.

[0013] In some embodiments, both ends of the front cross beam are bent rearward to form a first bent end and a second bent end, the first end face is arranged at the first bent end, and the second end face is arranged at the second bent end, the front end of the left side beam is bent leftward to form a first bent portion, the front end of the right side beam is bent rightward to form a second bent portion, part of the first end face is fitted to the right side wall of the first bent portion, and part of the second end face is fitted to the left side wall of the second bent portion.

[0014] In some embodiments, the rear end of the left side beam has a third end face, the rear end of the right side beam has a fourth end face, and the entire third end face and the entire fourth end face are fitted to the front side wall of the rear cross beam.

[0015] In some embodiments, the rear cross beam comprises a straight section, a first bent section and a second bent section formed by bending both ends of the straight section rearward, and the entire third end face and the entire fourth end face are fitted to the front side wall of the straight section.

[0016] In some embodiments, the front end of the left side beam has a first circular hole in which a first bushing is installed, the front end of the right side beam has a second circular hole in which a second bushing is installed, both ends of the rear cross beam have a first semicircular hole and a second semicircular hole penetrating through the side wall thereof, the first semicircular hole has a third bushing installed therein, and the second semicircular hole has a fourth bushing installed therein.

[0017] The first aspect of the present application provides a vehicle comprising a multi-link independent suspension and the rear subframe structure of the first aspect, wherein the multi-link independent suspension is installed on the rear subframe structure.

[0018] The present application provides a rear subframe structure and a vehicle, which has the beneficial effects compared with the prior art in that:

[0019] The upper surface of the front cross beam is provided with a U-shaped support, the left side of the front cross beam is provided with a left side beam which is fixedly connected with the front cross beam, the upper surface of the left side beam is provided with a first split support, the right side of the front cross beam is provided with a right side beam which is fixedly connected with the front cross beam, the upper surface of the right side beam is provided with a second split support, the rear end of the front cross beam is provided with a rear cross beam which is fixedly connected with the left side beam and the right side beam, the lower surface of the rear cross beam is provided with a splicing support, the two ends of the splicing support are connected with the lower surface of the left side beam and the lower surface of the right side beam, the structure of the whole rear auxiliary frame is stable, the U-shaped support, the first split support, the second split support and the splicing support can adapt to the stress state of multiple parts of the rear auxiliary frame, have the advantages of light weight, can reduce the production cost, and can meet the requirement of bearing capacity. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 The top view structural schematic diagram of the rear auxiliary frame structure provided by some embodiments of the present application is shown.

[0021] Figure 2 The bottom view structural schematic diagram of the rear auxiliary frame structure provided by some embodiments of the present application is shown.

[0022] In the figure: 1, front cross beam; 11, U-shaped support; 12, third split support; 13, first end face; 14, second end face; 15, first bent end; 16, second bent end; 2, left side beam; 21, first bushing; 22, first split support; 221, first mounting piece; 23, third end face; 24, first bent part; 25, first circular hole; 3, right side beam; 31, second bushing; 32, second split support; 321, second mounting piece; 33, fourth end face; 34, second bent part; 35, second circular hole; 4, rear cross beam; 41, third bushing; 42, fourth bushing; 43, straight section; 44a, first bent section; 44b, second bent section; 45, mounting hole; 46, splicing support; 461, main body section; 462, first extension section; 463, second extension section; 47, first semicircular hole; 48, second semicircular hole. DETAILED DESCRIPTION

[0023] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, not all the embodiments of the present application.

[0024] It should be understood that, in the description of the present application, the terms "upper", "lower", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. The terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. That is, the features with "first", "second" can explicitly or implicitly include one or more features. In addition, unless otherwise stated, the meaning of "multiple" is two or more.

[0025] In addition, the technical features involved in the different embodiments of the present application described below can be combined with each other as long as there is no conflict between them.

[0026] In the description of the present application, the terms "front", "back", "left", "right" are referred to Figure 1 as shown, and Figure 1 The upper surface of the rear subframe structure is shown in Figure 2 The lower surface of the rear subframe structure is shown in

[0027] As Figures 1-2 shown, some embodiments of the present application provide a rear subframe structure, which includes a front cross beam 1, a left longitudinal beam 2, a right longitudinal beam 3 and a rear cross beam 4. When installed, the connection between the front cross beam 1, the left longitudinal beam 2, the right longitudinal beam 3 and the rear cross beam 4 is fixedly connected by means of tailor welding.

[0028] The upper surface of the front cross beam 1 is provided with a U-shaped bracket 11. The front cross beam 1 in the front position has a large stress in the left-right direction, and the U-shaped bracket 11 is used to increase the welding area of the bottom of the U-shaped bracket 11 and the upper surface of the front cross beam 1, so as to provide better rigidity and strength to meet the requirements of the whole vehicle. In addition, the upper surface of the front cross beam 1 can also be provided with a third split bracket to enrich the installation options of the front cross beam 1.

[0029] The left longitudinal beam 2 is arranged on the left side of the front cross beam 1 and is fixedly connected with the front cross beam 1, and the upper surface of the left longitudinal beam 2 is provided with a first split bracket 22. The left longitudinal beam 2 in the middle position, according to the surrounding space requirement, the first split bracket 22 as a non-main stress bracket, by appropriately reducing the welding area of the first split bracket 22 and the upper surface of the left longitudinal beam 2, can improve the welding efficiency, reduce the cost, and at the same time reduce the welding deformation, the structure of the first split bracket 22 is relatively simple and regular, and the material utilization rate is high.

[0030] The right longitudinal beam 3 is arranged on the right side of the front cross beam 1 and fixedly connected with the front cross beam 1, and the upper surface of the right longitudinal beam 3 is provided with a second split bracket 32. The right longitudinal beam 3 in the middle position, according to the surrounding space requirement, the second split bracket 32 as a non-main force bearing, by appropriately reducing the welding area of the upper surface of the right longitudinal beam 3, can improve the welding efficiency, reduce the cost, at the same time reduce the welding deformation, the structure of the second split bracket 32 is relatively simple and regular, the material utilization rate is high.

[0031] The rear cross beam 4 is arranged at the rear end of the front cross beam 1 and fixedly connected with the left longitudinal beam 2 and the right longitudinal beam 3, respectively, and the lower surface of the rear cross beam 4 is provided with a splicing bracket 46, and the two ends of the splicing bracket 46 are connected with the lower surface of the left longitudinal beam 2 and the lower surface of the right longitudinal beam 3, respectively. The rear cross beam 4 in the rear position is in the main force direction in the left-right direction and downward direction, and the splicing bracket 46 is connected with the rear cross beam 4, the left longitudinal beam 2 and the right longitudinal beam 3, respectively, to improve the rigidity and strength of the rear position and provide a stable and reliable mounting point for the suspension system. The splicing bracket 46 is fixed by double splicing welding, maximizes the adaptation of the suspension hard point, ensures the performance of the whole vehicle, simplifies the complexity of the structure and improves the material utilization rate.

[0032] Based on the above structure, the U-shaped bracket 11, the first split bracket 22, the second split bracket 32 and the splicing bracket 46 can adapt to the stress state of multiple parts of the rear subframe, provide mounting points for the multi-link of the suspension system, have the advantage of lightweight, reduce the production cost, and meet the requirement of bearing capacity.

[0033] As shown in Figure 1 in some embodiments, the first split bracket 22 includes two first mounting pieces 221 arranged at intervals, and the first mounting pieces 221 are welded to the upper surface of the left longitudinal beam 2. In this way, the first split bracket 22 can reduce the welding area of the upper surface of the left longitudinal beam 2 by adopting the structure of two first mounting pieces 221, can improve the welding efficiency, reduce the cost, and at the same time reduce the welding deformation.

[0034] As shown in Figure 1 in some embodiments, the second split bracket 32 includes two second mounting pieces 321 arranged at intervals, and the second mounting pieces 321 are welded to the upper surface of the right longitudinal beam 3. In this way, the second split bracket 32 can reduce the welding area of the upper surface of the left longitudinal beam 2 by adopting the structure of two second mounting pieces 321, can improve the welding efficiency, reduce the cost, and at the same time reduce the welding deformation.

[0035] As shown in Figure 2As shown in the drawings, in some embodiments, the splicing bracket 46 comprises a main body section 461, a first extension section 462 and a second extension section 463 integrally formed at both ends of the main body section 461, the main body section 461 is welded to the lower surface of the rear cross beam 4, the first extension section 462 is welded to the lower surface of the left longitudinal beam 2, and the second extension section 463 is welded to the lower surface of the right longitudinal beam 3. In this way, the connection rigidity and strength between the rear cross beam 4, the left longitudinal beam 2 and the right longitudinal beam 3 are improved by the splicing bracket, and a stable and reliable mounting point is provided for the suspension system.

[0036] As shown in the drawings, Figure 1 In some embodiments, the front cross beam 1 has a first end face 13 and a second end face 14 oppositely arranged at both ends, part of the first end face 13 is fitted to the right side wall of the left longitudinal beam 2, and part of the second end face 14 is fitted to the left side wall of the right longitudinal beam 3. Specifically, the first end face 13 is welded to the right side wall of the left longitudinal beam 2 in a partial surface contact and partial line contact manner, and the second end face 14 is welded to the right side wall of the left longitudinal beam 2 in a partial surface contact and partial line contact manner, which is more conducive to the overall spatial layout.

[0037] As shown in the drawings, Figure 1 In some embodiments, the front cross beam 1 is bent rearward at both ends to form a first bent end 15 and a second bent end 16, the first end face 13 is arranged at the first bent end 15, and the second end face 14 is arranged at the second bent end 16. The front end of the left longitudinal beam 2 is bent leftward to form a first bent portion 24, and the front end of the right longitudinal beam 3 is bent rightward to form a second bent portion 34. Part of the first end face 13 is fitted to the right side wall of the first bent portion 24, and part of the second end face 14 is fitted to the left side wall of the second bent portion 34. The above-mentioned bent portions can disperse impact stress and improve structural strength, thereby ensuring structural stability.

[0038] As shown in the drawings, Figure 1 In some embodiments, the rear end of the left longitudinal beam 2 has a third end face 23, and the rear end of the right longitudinal beam 3 has a fourth end face 33. The entire third end face 23 and the entire fourth end face 33 are fitted to the front side wall of the rear cross beam 4. In this way, the left longitudinal beam 2 and the right longitudinal beam 3 are welded to the rear cross beam 4, making the structure more stable.

[0039] As shown in the drawings, Figure 1 In some embodiments, the rear cross beam 4 comprises a straight section 43, a first bent section 44a and a second bent section 44b bent rearward at both ends of the straight section. The entire third end face 23 and the entire fourth end face 33 are fitted to the front side wall of the straight section 43. In this way, the first bent section 44a and the second bent section 44b can disperse impact stress and improve the structural strength of the rear cross beam 4. The straight section 43 is fitted with the entire third end face 23 and the entire fourth end face 33, making the processing more convenient and ensuring that the contact surface is flat to meet the requirements.

[0040] As shown in the drawings, Figure 1As shown, in some embodiments, the front end of the left longitudinal beam 2 has a first circular hole 25, in which a first bushing 21 is installed; the front end of the right longitudinal beam 3 has a second circular hole 35, in which a second bushing 31 is installed; the two ends of the rear crossbeam 4 have a first semi-circular hole 47 and a second semi-circular hole 48 penetrating its sidewalls, in which a third bushing 41 is installed and a fourth bushing 42 is installed. Thus, the first bushing 21 and the second bushing 31 are installed in a fully enclosed manner, which is more conducive to improving the dynamic stiffness of the mounting point, improving the overall modality of the rear subframe, and also beneficial to vibration reduction and noise reduction. The third bushing 41 and the fourth bushing 42 are installed in a semi-enclosed manner, which reduces material waste and improves material utilization while meeting performance requirements. The above structural layout is reasonable, the force distribution is more balanced, the structure is easier to simplify, avoids complex structures, and also improves material utilization.

[0041] like Figure 2 As shown, in some embodiments, the upper surface of the rear crossbeam 4 is provided with mounting holes 45, which are located directly above the splicing bracket 46. During installation, the mounting holes 45, the third bushing 41, and the fourth bushing 42 provide mounting points for the power unit. An embedded mounting method is adopted, with the entire structure embedded in the rear crossbeam 4. This provides excellent support rigidity for the suspension system, effectively wrapping the suspension with 360° force, resulting in good vibration damping and noise reduction, and improving NVH (noise, vibration, and harshness) performance. It also allows for efficient use of the internal space of the rear crossbeam 4, providing a better spatial arrangement for the power system, and the space can accommodate multiple power systems.

[0042] In some embodiments, both the front crossbeam 1 and the rear crossbeam 4 are made of high-strength steel with a tensile strength greater than 800 MPa. Using high-strength steel meets the lightweight requirements, eliminating the need for thicker materials to meet stress demands.

[0043] Other embodiments of the present invention provide a vehicle including a multi-link independent suspension and a rear subframe structure in some embodiments, wherein the multi-link independent suspension is mounted on the rear subframe structure.

[0044] Based on the aforementioned vehicle, the U-shaped bracket 11, the first split bracket 22, the second split bracket 32, and the splicing bracket 46 can adapt to the stress state of multiple parts of the rear subframe, providing mounting points for the multi-link independent suspension. This has the advantage of lightweight design, reducing production costs while meeting load-bearing requirements.

[0045] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present invention, and these improvements and substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A rear subframe structure characterized by comprising: The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle.

2. The rear subframe structure according to claim 1, characterized by The application relates to a rear subframe structure of a vehicle.

3. The rear subframe structure according to claim 1, characterized by The application relates to a rear subframe structure of a vehicle.

4. The rear subframe structure according to claim 1, characterized by The application relates to a rear subframe structure of a vehicle.

5. The rear subframe structure according to claim 1, characterized by The application relates to a rear subframe structure of a vehicle.

6. The rear subframe structure according to claim 5, characterized by The application relates to a rear subframe structure of a vehicle.

7. The rear subframe structure according to claim 1, characterized by The application relates to a rear subframe structure of a vehicle.

8. The rear subframe structure according to claim 7, characterized by The application relates to a rear subframe structure of a vehicle.

9. The rear subframe structure according to claim 1, characterized by The application relates to a rear subframe structure of a vehicle.

10. A vehicle characterized by comprising: The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. The application relates to a rear subframe structure of a vehicle. 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