Rear suspension assembly and vehicle

Abstract

The present disclosure relates to a rear suspension assembly and a vehicle, the rear suspension assembly comprising a rear subframe, a control arm assembly and a first mounting bracket, wherein the rear subframe comprises a front beam and a longitudinal beam connected together; the control arm assembly comprises an upper control arm, an inner end of the upper control arm being connected to the first mounting bracket, the first mounting bracket being connected to the front beam and the longitudinal beam respectively, so that a direct force transmission path is formed among the upper control arm, the first mounting bracket and the front beam, and a top point of the first mounting bracket is lower than a top point of the longitudinal beam in a vertical direction, so that a connection point of the inner end of the upper control arm is lower than a connection point of an outer end of the upper control arm opposite to the inner end. Through the above technical solution, the rear suspension assembly provided by the present disclosure can ensure that the vehicle has high handling stability and riding comfort, and can also reduce the occupation of the rear suspension assembly to the passenger cabin space in the vehicle, so as to improve the passenger cabin space in the vehicle.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to a rear suspension assembly and a vehicle. Background Technology

[0002] In related technologies, how to optimize the design of the vehicle's rear suspension structure to ensure high handling stability and ride comfort while also improving the passenger cabin space has become a research goal for industry professionals. Summary of the Invention

[0003] The purpose of this disclosure is to provide a rear suspension assembly and a vehicle that can ensure high handling stability and ride comfort while reducing the encroachment of the rear suspension assembly on the passenger compartment space, thereby increasing the passenger compartment space.

[0004] To achieve the above objectives, a first aspect of this disclosure provides a rear suspension assembly, comprising: a rear subframe including a front crossbeam and a longitudinal beam connected to each other; a control arm assembly including an upper control arm; and a first mounting bracket, wherein the inner end of the upper control arm is connected to the first mounting bracket, and the first mounting bracket is connected to the front crossbeam and the longitudinal beam respectively, such that a direct force transmission path is formed between the upper control arm, the first mounting bracket, and the front crossbeam, and in the vertical direction, the apex of the first mounting bracket is lower than the apex of the longitudinal beam, such that the inner end connection point of the upper control arm is lower than the outer end connection point of the upper control arm opposite to the inner end connection point.

[0005] Optionally, the first mounting bracket includes a first connecting plate and a second connecting plate, and the upper control arm is adapted to be mounted between the first connecting plate and the second connecting plate; the first connecting plate is fixedly connected to the front crossbeam of the frame and the longitudinal beam of the frame; the second connecting plate is fixedly connected to the longitudinal beam of the frame.

[0006] Optionally, the front crossbeam of the frame includes a first U-shaped beam segment with an upward opening, the first U-shaped beam segment forming a first mounting groove, and the front crossbeam of the frame having a first mounting structure within the first mounting groove. The first mounting structure is adapted to connect to the drive system, and the connection points of the two longitudinal beams of the frame to the front crossbeam of the frame are respectively located on both sides of the first U-shaped beam segment.

[0007] Optionally, a first reinforcing structure is provided within the first U-shaped beam segment, the first reinforcing structure comprising a plurality of first reinforcing plates spaced apart along the extension direction of the first U-shaped beam segment.

[0008] Optionally, the end of the front crossbeam of the frame is adapted to be connected to the longitudinal beam of the vehicle body, and the first vertical distance between the upper surface of the end of the front crossbeam of the frame and the bottom point of the first U-shaped beam segment is 160mm-170mm.

[0009] Optionally, the rear subframe further includes a rear crossbeam connected to the longitudinal beam of the frame, the longitudinal beam of the frame including a downward-facing second U-shaped beam segment located between the front crossbeam of the frame and the rear crossbeam of the frame, the apex of the second U-shaped beam segment being the apex of the longitudinal beam of the frame.

[0010] Optionally, the second U-shaped beam segment has a top segment and side segments located on both sides of the top segment, the vertex of the top segment being the vertex of the second U-shaped beam segment, and the area of ​​the longitudinal section of the top segment being smaller than the area of ​​the longitudinal section of the side segments.

[0011] Optionally, a second reinforcing structure is provided within the top segment, the second reinforcing structure connecting the inner top surface and the inner bottom surface of the top segment.

[0012] Optionally, the second reinforcing structure is provided with weight-reducing holes extending parallel to or inclined to the vehicle's forward direction.

[0013] Optionally, the frame longitudinal beam has an extension connected to the second U-shaped beam segment; the rear suspension assembly further includes a steering knuckle assembly adapted to connect to a wheel, wherein a second distance between the connection point of the first mounting bracket and the upper control arm and the wheel center in the width direction of the vehicle is greater than a third distance between the rear end of the extension and the wheel center in the width direction of the vehicle.

[0014] Optionally, the difference between the second distance and the third distance is 105mm-115mm.

[0015] Optionally, in the vertical direction, the lower surface of the rear crossbeam of the frame is concave upward to form a second mounting groove. The second mounting groove is a U-shaped groove that opens downward. The U-shaped groove is used to connect the inner end of the lower control arm of the control arm assembly, such that the inner end of the lower control arm is located in the U-shaped groove, and the inner end connection point of the lower control arm is higher than the outer end connection point of the lower control arm opposite to the inner end connection point.

[0016] Optionally, the rear suspension assembly further includes a second mounting bracket along the vehicle's forward direction. The second mounting bracket is located behind the rear crossbeam of the frame and is connected to both the rear crossbeam and the longitudinal beam of the frame. The second mounting bracket is adapted to be connected to the rear stabilizer bar.

[0017] Optionally, the control arm assembly further includes a toe control arm, and the rear suspension assembly further includes a third mounting bracket. The inner end of the toe control arm is connected to the third mounting bracket. The third mounting bracket is connected to the front crossbeam of the vehicle frame and the longitudinal beam of the vehicle frame, respectively. In the vertical direction, the third mounting bracket is located below the first mounting bracket, and the inner end connection point of the toe control arm is higher than the outer end connection point of the toe control arm opposite to the inner end connection point.

[0018] Optionally, the fourth vertical distance between the bottom point of the third mounting bracket and the top of the longitudinal beam of the vehicle frame is 270mm-280mm.

[0019] Optionally, the third mounting bracket includes a third connecting plate, a fourth connecting plate, and a fifth connecting plate; the third connecting plate is fixedly connected to the front crossbeam of the frame and the longitudinal beam of the frame; the fourth connecting plate is fixedly connected to the longitudinal beam of the frame; and the fifth connecting plate is fixedly connected to the longitudinal beam of the frame and connects between the third connecting plate and the fourth connecting plate, so as to jointly form a mounting space for mounting the toe control arm.

[0020] Optionally, in the vertical direction, the third connecting plate and / or the fourth connecting plate are offset relative to the first connecting plate and / or the second connecting plate of the first mounting bracket.

[0021] Optionally, the rear subframe is provided with a sleeve portion, which is adapted to press-fit a body bushing. The body bushing is used to connect the rear subframe and the body longitudinal beams, and the sleeve portion is constructed as a rolled tube structure.

[0022] A second aspect of this disclosure provides a vehicle including a rear floor assembly, wheels, and the rear suspension assembly provided in the first aspect above.

[0023] Optionally, the vehicle further includes a front floor, the rear floor assembly includes a rear floor, the front floor extends integrally along the vehicle's forward direction, the rear floor is connected to the front floor and extends integrally along a first direction, the rear end of the rear floor is higher than the front end of the rear floor, and the first direction forms an angle with the vehicle's forward direction.

[0024] Optionally, the angle between the first direction and the vehicle's forward direction is less than 3°.

[0025] Optionally, the vertical distance between the axle of the wheel and the rear floor of the rear floor assembly is 150mm-180mm.

[0026] Optionally, the vertical distance between the apex of the longitudinal beam of the rear subframe and the rear floor of the rear floor assembly is 10mm-15mm.

[0027] Through the above-described technical solution, namely the rear suspension assembly provided in this disclosure, the rear suspension assembly connects the inner end of the upper control arm to a first mounting bracket, and the first mounting bracket is respectively connected to the front crossbeam and the longitudinal beam of the rear subframe. This arrangement allows a direct force transmission path to be formed between the upper control arm, the first mounting bracket, and the front crossbeam. That is, it can be understood that when the upper control arm is subjected to a lateral force, the force can be directly transmitted to the front crossbeam through the first mounting bracket. Compared to related technologies, where the upper control arm is subjected to a lateral force, the force needs to be transmitted to the longitudinal beam through the corresponding connecting bracket first, and then to the crossbeam through the longitudinal beam. In summary, the force path of the rear suspension structure provided in this disclosure is obviously simpler and more efficient, which helps to improve the overall structural strength of the rear suspension structure and the handling stability of the vehicle. Furthermore, since the first mounting bracket is connected to the front crossbeam and longitudinal beam of the rear subframe respectively, it can also improve the static stiffness, strength and durability of the upper control arm mounting point (connection), while enhancing the connection reliability of the front crossbeam and longitudinal beam of the frame. It has a high degree of integration and is conducive to ensuring that the vehicle has high handling stability, ride comfort and driving safety. In addition, in the vertical direction, the apex of the first mounting bracket is lower than the apex of the longitudinal beam of the frame, so that the inner end connection point of the upper control arm is lower than the outer end connection point of the upper control arm. This arrangement can reduce the encroachment of the upper control arm structure on the vehicle's interior space, especially in the vertical direction (the vehicle's height direction). This helps to achieve a smaller design gap between the rear suspension assembly and, for example, the vehicle's rear floor assembly, thereby reducing the height of the rear floor assembly. This contributes to the optimization of the low-flat floor structure design of the vehicle's rear floor assembly, improves the usable space inside the passenger compartment, facilitates passenger entry and exit, and enhances the convenience of loading and unloading cargo in the trunk. While ensuring passenger headroom, the overall vehicle height can be reduced, which helps to reduce the vehicle's wind resistance and weight, improve fuel economy, meet the user's needs in multiple scenarios, and enhance the user experience.

[0028] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0029] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a partial structural schematic diagram of the rear suspension assembly provided in an exemplary embodiment of this disclosure; Figure 2 This is a partial structural schematic diagram of the rear suspension assembly provided in an exemplary embodiment of this disclosure from another angle; Figure 3 This is a partial structural schematic diagram of the rear suspension assembly provided in an exemplary embodiment of the present disclosure, wherein a second mounting slot for the rear crossbeam of the frame is shown exemplary. Figure 4 This is a front view of the rear subframe provided in an exemplary embodiment of this disclosure; Figure 5 This is a side view of the rear subframe provided in an exemplary embodiment of this disclosure; Figure 6 This is a cross-sectional view of the longitudinal beam of the rear subframe provided in an exemplary embodiment of this disclosure; Figure 7 This is a partial structural schematic diagram of a rear suspension assembly provided in an exemplary embodiment of the present disclosure, wherein a first mounting structure on the front crossbeam of the frame is shown exemplary. Figure 8 This is a structural schematic diagram of the upper plate of the front crossbeam of the vehicle frame provided in an exemplary embodiment of this disclosure; Figure 9 This is a top view of the rear subframe provided in an exemplary embodiment of this disclosure; Figure 10 This is a schematic diagram of the structure of the rear suspension assembly provided in an exemplary embodiment of this disclosure; Figure 11 This is a top view of the rear suspension assembly provided in an exemplary embodiment of this disclosure; Figure 12 This is a partial structural schematic diagram of a rear suspension assembly provided in an exemplary embodiment of this disclosure, wherein a control arm assembly is shown exemplary. Figure 13 This is a schematic diagram of the rear floor assembly and rear suspension assembly of a vehicle provided in an exemplary embodiment of this disclosure; Figure 14 This is a cross-sectional view of the rear floor assembly and rear suspension assembly of a vehicle provided in an exemplary embodiment of this disclosure.

[0030] Explanation of reference numerals in the attached figures 1-Rear subframe; 110-Front crossbeam of the frame; 111-First U-shaped beam segment; 112-First mounting slot; 113-First reinforcing structure; 1131-First reinforcing plate; 11311-First reinforcing rib plate; 11312-Second reinforcing rib plate; 11313-Third reinforcing rib plate; 114-Upper plate of the front crossbeam of the frame; 115-Lower plate of the front crossbeam of the frame; 116-Threaded sleeve; 117-Welded nut; 118-Hook; 120-Longitudinal beam of the frame; 121-Second U-shaped beam segment; 1211-Top segment; 1212-Side segment; 1213-Second reinforcing structure; 1214-Weight reduction hole; 122-Extension segment; 130-Rear crossbeam of the frame; 131-Second mounting slot; 132-Arc-shaped structure; 133-U-shaped gasket; 134-Fifth reinforcing rib plate; 135-Sixth reinforcing rib plate ; 136-Second mounting structure; 137-Underbody plate bracket; 2-Control arm assembly; 210-Upper control arm; 220-Lower control arm; 230-Toe control arm; 3-First mounting bracket; 310-First connecting plate; 320-Second connecting plate; 4-First mounting structure; 5-Drive system; 510-Drive shaft; 6-Longitudinal beam of body; 7-Steering knuckle assembly; 8-Second mounting bracket; 9-Rear stabilizer bar; 10-Third mounting bracket; 1010-Third connecting plate; 1020-Fourth connecting plate; 1030-Fifth connecting plate; 11-Sleeve section; 12-Body bushing; 13-Rear floor assembly; 1310-Rear floor; 1320-Body crossbeam; 14-Wheel; 15-Front floor; 16-Fuel tank; 17-Exhaust assembly; 18-Shock absorber; 19-Spring; 20-Wheel cover. Detailed Implementation

[0031] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0032] It should be noted that all actions involving the acquisition of signals, information, or data in this disclosure are carried out in compliance with the relevant data protection laws and policies of the country where the location is situated, and with authorization from the owner of the relevant device.

[0033] In this disclosure, for ease of description, a three-axis coordinate system, namely the XYZ coordinate system, is defined for the rear subframe, where, as... Figure 1As shown, the X direction corresponds to the front-rear direction of the rear subframe, which can also be understood as the front-rear direction or forward direction of the vehicle; the Y direction corresponds to the width direction of the rear subframe, which can also be understood as the width direction of the vehicle; and the Z direction corresponds to the height direction of the rear subframe, which can also be understood as the height direction or vertical direction of the vehicle. Unless otherwise stated, directional terms such as "upper" and "lower" generally refer to the upper and lower positions within the space of the rear suspension assembly when it is in use. "Inner" and "outer" refer to the inner and outer dimensions relative to the outline of the component or structure itself. Furthermore, it should be noted that terms such as "first" and "second" are used to distinguish one element from another and do not indicate sequence or importance. Additionally, in the description with reference to the accompanying drawings, the same reference numerals in different drawings denote the same element.

[0034] According to a first aspect of this disclosure, a rear suspension assembly is provided, with reference to... Figures 1 to 14 As shown, the rear suspension assembly includes a rear subframe 1, a control arm assembly 2, and a first mounting bracket 3. The rear subframe 1 includes a front crossbeam 110 and a longitudinal beam 120 connected to each other. The control arm assembly 2 includes an upper control arm 210, the inner end of which is connected to the first mounting bracket 3. The first mounting bracket 3 is connected to the front crossbeam 110 and the longitudinal beam 120, respectively, so that a direct force transmission path is formed between the upper control arm 210, the first mounting bracket 3, and the front crossbeam 110. In the vertical direction, the apex of the first mounting bracket 3 is lower than the apex of the longitudinal beam 120, so that the inner end connection point of the upper control arm 210 is lower than the outer end connection point of the upper control arm 210 opposite to the inner end connection point.

[0035] Through the above-mentioned technical solution, namely the rear suspension assembly provided in this disclosure, the rear suspension assembly connects the inner end of the upper control arm 210 (which can be understood as the end of the upper control arm 210 connected to the rear subframe 1) to the first mounting bracket 3, and the first mounting bracket 3 is respectively connected to the front crossbeam 110 and the longitudinal beam 120 of the rear subframe 1. With this arrangement, a direct force transmission path can be formed between the upper control arm 210, the first mounting bracket 3 and the front crossbeam 110. That is, it can be understood that when the upper control arm 210 is subjected to lateral force, the force can be directly transmitted to the front crossbeam 110 through the first mounting bracket 3. Compared with, for example, in related technologies, when the upper control arm is subjected to lateral force, the force needs to be transmitted to the longitudinal beam of the frame first through the corresponding connecting bracket, and then to the crossbeam of the frame through the longitudinal beam. In summary, the force path of the rear suspension structure provided in this disclosure is obviously simpler and more efficient, which helps to improve the overall structural strength of the rear suspension structure and improve the handling stability of the whole vehicle. Furthermore, since the first mounting bracket 3 is connected to the front crossbeam 110 and the longitudinal beam 120 of the rear subframe 1 respectively, it can also improve the static stiffness, strength and durability of the mounting point (connection) of the upper control arm 210. At the same time, it can enhance the connection reliability of the front crossbeam 110 and the longitudinal beam 120 of the frame. It has a high degree of integration and is conducive to ensuring that the vehicle has high handling stability, ride comfort and driving safety.

[0036] Additionally, in the vertical direction (refer to...) Figure 12 In the vertical direction of the middle drawing), the vertex of the first mounting bracket 3 is lower than the vertex of the longitudinal beam 120 of the frame, so that the inner end connection point of the upper control arm 210 (which can be understood as the mounting point at the end where the upper control arm 210 connects to the rear subframe 1) is lower than the outer end connection point of the upper control arm 210 (which can be understood as the mounting point at the end where the upper control arm 210 connects to the steering knuckle assembly 7). This arrangement can reduce the encroachment of the overall structure of the upper control arm 210 on the vehicle's interior space, especially reducing the vertical position of the overall structure of the upper control arm 210 (in terms of vehicle height). The encroachment on the space above the rear suspension assembly helps to achieve a smaller design gap between the rear suspension assembly and, for example, the rear floor assembly 13 of the vehicle, thereby reducing the height of the rear floor assembly 13. This helps to optimize the low-flat floor structure design of the rear floor assembly 13, improves the usable space inside the passenger compartment, facilitates passenger entry and exit, and enhances the convenience of loading and unloading cargo in the trunk. While ensuring passenger headroom, the overall vehicle height can be reduced, which helps to reduce the overall vehicle's wind resistance and weight, improve fuel economy, meet the user's needs in multiple scenarios, and enhance the user experience.

[0037] For example, such as Figure 1 and Figure 2As shown, the first mounting bracket 3 may include a first connecting plate 310 and a second connecting plate 320. The upper control arm 210 (e.g., the inner end of the upper control arm 210 connected to the rear subframe 1) is adapted to be installed between the first connecting plate 310 and the second connecting plate 320, so that the upper control arm 210 can be stably connected to the rear subframe 1 through the first connecting plate 310 and the second connecting plate 320.

[0038] The first connecting plate 310 can be fixedly connected (e.g., welded) to the front crossbeam 110 and the longitudinal beam 120 of the frame. For example, one side of the first connecting plate 310 may have a flange extending to the upper surface of the front crossbeam 110 of the frame, and the other side may have a flange extending to the wall surface of the longitudinal beam 120 of the frame, thereby increasing the contact area and making it easier to fix the first connecting plate 310 to the front crossbeam 110 and the longitudinal beam 120 of the frame by means of welding, for example, which has high reliability and is easy to install and manufacture.

[0039] In addition, such as Figure 1 and Figure 2 As shown, the second connecting plate 320 can be fixedly connected (e.g., welded) to the frame longitudinal beam 120. For example, the second connecting plate 320 can have a flange that supports the second connecting plate 320 and extends to the wall of the frame longitudinal beam 120 to increase the contact area, so as to realize the second connecting plate 320 fixedly connected to the frame longitudinal beam 120 by means of welding, for example, which has high reliability and is easy to install and manufacture.

[0040] In addition, such as Figure 1 and Figure 2 As shown, each of the first connecting plate 310 and the second connecting plate 320 may have a mounting hole structure, so that the upper control arm 210 can be stably installed between the first connecting plate 310 and the second connecting plate 320 by fasteners such as bolts. The structure is simple and easy to install and operate.

[0041] In order to reduce the spatial encroachment of the overall structure of the first connecting plate 310 and the second connecting plate 320 in the height direction of the vehicle, so as to have a smaller design gap between the rear suspension assembly and, for example, the rear floor assembly 13 of the vehicle, and to further improve the static stiffness of the mounting point of the upper control arm 210, in some embodiments, the apexes of the first connecting plate 310 and the second connecting plate 320 are both constructed so that they are not higher than the apex of the frame longitudinal beam 120. At the same time, the cross sections of the first connecting plate 310 and the second connecting plate 320 in the height direction of the vehicle can coincide with the cross section of the frame longitudinal beam 120 in the height direction of the vehicle. This allows all the force to be transferred to the frame longitudinal beam 120 and the front cross beam 110 of the frame when the upper control arm 210 is under force, avoiding the upper control arm 210 from generating additional torque to pull the first mounting bracket 3. This helps to reduce the manufacturing features of the first mounting bracket 3 and further improves the static stiffness of the mounting point of the upper control arm 210.

[0042] Of course, it should be noted that this disclosure does not specifically limit the specific structure of the first connecting plate 310 and the second connecting plate 320. Those skilled in the art can adapt the design according to actual application requirements. The purpose is to enable the upper control arm 210 to be stably installed between the first connecting plate 310 and the second connecting plate 320, while also reducing the space encroachment of the overall structure of the first connecting plate 310 and the second connecting plate 320 in the height direction of the vehicle, so that there is a small design gap between the rear suspension assembly and, for example, the rear floor assembly 13 of the vehicle.

[0043] In some implementations, reference Figures 4 to 7 As shown, the front crossbeam 110 of the frame may include a first U-shaped beam segment 111 with an upward opening. The first U-shaped beam segment 111 forms a first mounting groove 112. A first mounting structure 4 is provided in the first mounting groove 112 of the front crossbeam 110 of the frame. The first mounting structure 4 is adapted to connect the drive system 5. The connection points of the two frame longitudinal beams 120 and the front crossbeam 110 of the frame are respectively located on both sides of the first U-shaped beam segment 111. With this arrangement, by forming the aforementioned first mounting groove 112 on the upper surface of the front crossbeam 110 of the frame, the mounting position of the first mounting structure 4 connected to the drive system 5 can be set on the upper surface of the front crossbeam 110 of the frame. This reduces the space occupied by the first mounting structure 4 in, for example, the forward direction of the vehicle, and provides more design space for the vehicle's components such as the fuel tank 16 and the drive system 5.

[0044] In this invention, by forming the aforementioned first mounting groove 112 on the upper surface of the front crossbeam 110 of the frame, compared to the straight beam structure in related technologies, it is clear that by lowering the mounting position of the first mounting structure 4 on the front crossbeam 110 of the frame downwards along, for example, the height direction of the vehicle, this disclosure can achieve a smaller design gap between the rear subframe 1 and the rear floor assembly 13, while also reducing the possibility of installation interference between the first mounting structure 4 and, for example, the body crossbeam 1320 of the rear floor assembly 13. This achieves avoidance of the body crossbeam 1320 of the rear floor assembly 13, and achieves the purpose of reducing the height of the rear floor assembly 13 (for example, reducing the vertical height of the rear floor assembly 13 along the height direction of the vehicle). This helps to optimize the low-flat floor structure design of the rear floor assembly 13 and improve the usable space inside the passenger compartment of the vehicle.

[0045] It should be noted that, compared with the straight beam structure in the related technology, since this disclosure lowers the mounting position of the first mounting structure 4 on the front crossbeam 110 of the frame downward along, for example, the height of the vehicle, the height of the rear floor assembly 13 can be reduced along the height of the vehicle. That is to say, it can be understood that the design gap between the rear floor assembly 13 and the rear subframe 1 can be reduced, thereby achieving the purpose of reducing the height of the rear floor assembly 13 and increasing the passenger compartment space inside the vehicle.

[0046] In addition, in order to increase the usable space inside the passenger compartment of the vehicle, in some embodiments, reference is made to... Figure 13 As shown, the body crossbeam 1320 of the rear floor assembly 13 can be arranged on the lower surface of the rear floor 1310 of the rear floor assembly 13, reducing the encroachment of the body crossbeam 1320 on the passenger compartment space inside the vehicle. This can maximize the space available in the passenger compartment, especially the space along the height direction of the vehicle, which helps to improve the passenger compartment space. Furthermore, by forming the aforementioned first mounting groove 112 on the upper surface of the front crossbeam 110 of the frame, when the first mounting structure 4 is set at the first mounting groove 112, the mounting position of the first mounting structure 4 on the front crossbeam 110 of the frame is lowered downward along, for example, the height direction of the vehicle, thus avoiding the body crossbeam 1320 of the rear floor assembly 13. This achieves the purpose of reducing the height of the rear floor assembly 13 (for example, reducing the vertical height of the rear floor assembly 13 along the height direction of the vehicle), which helps to optimize the low-flat floor structure design of the rear floor assembly 13 and improve the usable space inside the passenger compartment of the vehicle.

[0047] Furthermore, since the body crossbeam 1320 of the rear floor assembly 13 is arranged on the lower surface of the rear floor 1310 of the rear floor assembly 13, the floor surface of the rear floor 1310 located in the passenger compartment is relatively flat, without obvious steps. This helps to ensure the flat floor structure design of the rear floor assembly 13. Moreover, when users have multi-scenario usage needs, such as arranging a bed in the passenger compartment, using it for cargo compartment, or modifying it with the help of sliding rails, the flat floor structure design of the rear floor assembly 13 also makes it easier for users to modify and arrange the interior space according to their own needs, thereby improving the user experience.

[0048] Additionally, refer to Figure 3 , Figure 7 as well as Figure 8 As shown, exemplarily, the first mounting structure 4 can be configured, for example, as a connecting bushing, and the front crossbeam 110 of the frame can include a connected upper front crossbeam plate 114 and a lower front crossbeam plate 115. A threaded sleeve 116 is provided between the upper front crossbeam plate 114 and the lower front crossbeam plate 115. The threaded sleeve 116 extends along the height direction of the vehicle and its upper end is welded and fixed to the inner wall surface of the upper front crossbeam plate 114. Its lower end passes through a through hole in the lower front crossbeam plate 115 and is welded and fixed to the lower front crossbeam plate 115. This arrangement provides more adjustment freedom for the threaded sleeve 116 during welding, improves the positional accuracy of the threaded sleeve 116, and as... Figure 8 As shown, the number of threaded sleeves 116 can be arranged, for example, two, and both threaded sleeves 116 have threaded connection holes located at the upper plate 114 of the front crossbeam of the frame, so as to realize the connection of the connecting bushing to the upper plate 114 of the front crossbeam of the frame by fasteners such as bolts, which is highly reliable and easy to install.

[0049] also, Figure 7 and Figure 8 The diagram also exemplarily shows that a welding nut 117 is welded to the rear inner side wall of the front crossbeam 110 along the vehicle's forward direction. A through hole communicating with the welding nut 117 is provided on the side wall of the front crossbeam 110. In this way, a connecting bushing can be fixedly connected to the side wall of the front crossbeam 110 by fasteners such as bolts. This arrangement achieves the limiting and fixing of the connecting bushing (first mounting structure 4) in both the forward direction and the height direction of the vehicle, resulting in high reliability and ease of installation.

[0050] Additionally, in some implementations, references Figure 8As shown, a first reinforcing structure 113 may be provided in the first U-shaped beam segment 111. The first reinforcing structure 113 includes a plurality of first reinforcing plates 1131 arranged at intervals along the extension direction of the first U-shaped beam segment 111. In this way, by providing a plurality of first reinforcing plates 1131 in the first U-shaped beam segment 111, it can be ensured that the front crossbeam 110 of the frame still has high structural strength after bending, ensuring that the rear subframe 1 has high structural strength and durability, and improving the safety and comfort of the whole vehicle.

[0051] in, Figure 8 Exemplarily shown are multiple first reinforcing plates 1131, which may include a first reinforcing rib plate 11311 located on the outer side along the extension direction of the first U-shaped beam segment 111, a second reinforcing rib plate 11312 located on the inner side, and a third reinforcing rib plate 11313 located in the middle. Specifically, one side of the first reinforcing rib plate 11311 is welded to the inner cavity of the upper plate 114 of the front crossbeam of the frame, and the other side is connected to the lower plate 115 of the front crossbeam of the frame by plug welding. This can improve the overall structural strength of the front crossbeam of the frame 110, which helps the front crossbeam of the frame 110 to withstand various forces and vibrations generated during vehicle operation, especially in terms of bending and torsion resistance, ensuring that the rear subframe 1 has sufficient strength and durability, thereby effectively improving the comfort of the whole vehicle.

[0052] In addition, one side of the second reinforcing rib plate 11312 is welded to the inner cavity of the upper plate 114 of the front crossbeam of the frame, and the other side is connected to the lower plate 115 of the front crossbeam of the frame by plug welding. The second reinforcing rib plate 11312 is used to improve the dynamic stiffness of the mounting point of the first mounting structure 4, reduce the vibration caused by the high-speed rotation of the drive system 5, such as the motor, and isolate the resonance effect of the rear subframe 1, thereby reducing the noise inside the vehicle. The noise level at the ears of passengers in the vehicle is reduced by 2-3 dB from 100Hz to 130Hz, thereby effectively improving the ride comfort of the whole vehicle.

[0053] Furthermore, the third reinforcing rib 11313 is integrally welded to the upper plate 114 of the front crossbeam of the frame. The third reinforcing rib 11313 is used to improve the static stiffness of the mounting points of the upper control arm 210 and the toe control arm 230, reduce the deformation of, for example, the first mounting bracket 3 and the third mounting bracket 10 (described in detail below) under lateral force impact, ensure that each control arm can normally control the movement trajectory of the wheel 14, maintain the correct geometric relationship of the wheel 14 (such as rear wheel camber and rear wheel toe), thereby ensuring the straight-line driving stability and steering performance of the vehicle, and improving the overall vehicle motion performance. This disclosure is not limited thereto.

[0054] In some implementations, reference Figure 4As shown, the end of the front crossbeam 110 of the frame can be adapted to be connected to the longitudinal beam 6 of the vehicle body. For example, the front crossbeam 110 of the frame and the longitudinal beam 6 of the vehicle body can be fixedly connected by body bolts through the body bushing 12. In the height direction of the vehicle, the first vertical distance H1 between the upper surface of the end of the front crossbeam 110 of the frame and the bottom point of the first U-shaped beam segment 111 is 160mm-170mm, which avoids the flat floor feature of the vehicle body, minimizes the height of the vehicle body floor, and provides a large space for the interior.

[0055] Additionally, in some implementations, references Figures 1 to 12 As shown, the rear subframe 1 may also include a rear crossbeam 130 connected to the frame longitudinal beam 120. The frame longitudinal beam 120 includes a downward-facing second U-shaped beam segment 121 located between the frame front crossbeam 110 and the frame rear crossbeam 130. The apex of the second U-shaped beam segment 121 is the apex of the frame longitudinal beam 120. With this arrangement, the installation of the drive shaft 510 of the drive system 5 can be avoided through the downward-facing second U-shaped beam segment 121, thus avoiding installation interference problems. Furthermore, the curved surface structure of the frame longitudinal beam 120 is beneficial to improving the dynamic stiffness of the vehicle body mounting point and reducing the vibration transmitted from the suspension movement to the vehicle body through the rear subframe 1.

[0056] Among them, two second mounting structures 136 (connecting bushings) can be provided on the wall of the rear crossbeam 130 of the frame facing the drive system 5 along the forward direction of the vehicle. The second mounting structures 136 are adapted to be connected to the drive system 5 to limit the position of the drive system 5 in the forward direction of the vehicle. At the same time, since the position of the drive system 5 in the width direction of the vehicle can be limited by connecting it to the drive system 5 through the first mounting structure 4, the drive system 5 can be stably connected to the rear subframe 1 through the cooperation of the first mounting structure 4 and the two second mounting structures 136 (three-point connection fixation), which is convenient for installation and operation and has high reliability.

[0057] In order to achieve a smaller design clearance between the frame longitudinal beam 120 and, for example, the rear floor assembly 13 of the vehicle, in some embodiments, such as Figure 5 and Figure 6As shown, the second U-shaped beam segment 121 has a top segment 1211 and side segments 1212 located on both sides of the top segment 1211. The apex of the top segment 1211 is the apex of the second U-shaped beam segment 121, and the area of ​​the longitudinal section of the top segment 1211 is smaller than the area of ​​the longitudinal section of the side segment 1212. In this way, by reducing the longitudinal section height dimension of the arched section (top segment 1211) of the second U-shaped beam segment 121 along the height direction of the vehicle, the purpose of having a smaller design gap between the frame longitudinal beam 120 and, for example, the rear floor assembly 13 of the vehicle can be achieved. This can also reduce the problem of installation interference between the top segment 1211 and, for example, the rear floor assembly 13, which is beneficial to meet the optimization of the low flat floor structure design of the rear floor assembly 13 and improve the interior space.

[0058] In addition, such as Figure 6 As shown, in order to ensure that the top section 1211 has high structural strength after being thinned, in some embodiments, a second reinforcing structure 1213 may be provided inside the top section 1211. The second reinforcing structure 1213 connects the inner top surface and the inner bottom surface of the top section 1211 to improve the structural strength of the top section 1211.

[0059] For example, the frame longitudinal beam 120 may include a connected upper frame longitudinal beam plate and a lower frame longitudinal beam plate. The second reinforcing structure 1213 may include, for example, a fourth reinforcing rib plate. One side of the fourth reinforcing rib plate is welded to the inner cavity of the lower frame longitudinal beam plate, and the other side is welded to the upper frame longitudinal beam plate by plug welding. This is used to improve the strength and stiffness of the frame longitudinal beam 120, and can also improve the bending and torsional modes of the rear subframe 1, and has a better effect on vibration and noise isolation.

[0060] Additionally, in some implementations, references Figure 6 As shown, the second reinforcing structure 1213 is provided with weight-reducing holes 1214 extending parallel to or inclined to the vehicle's forward direction, which helps to reduce the overall weight of the rear subframe 1 and improve the overall performance of the vehicle.

[0061] Furthermore, in some implementations, references Figure 9 As shown, the frame longitudinal beam 120 may have an extension 122 connected to the second U-shaped beam segment 121. Exemplarily, the extension 122 is along the vehicle's forward direction (or it may be along the vehicle's length direction, see reference). Figure 9The rear suspension assembly (in the vertical direction of the middle section) can extend rearward and outward along the width direction of the vehicle. The rear end of the extension section 122, away from the second U-shaped beam section 121, is adapted to connect to the longitudinal beam 6 of the vehicle body. The rear suspension assembly may also include a steering knuckle assembly 7, which is adapted to connect to the wheel 14. In the width direction of the vehicle, the second distance H2 between the connection point of the first mounting bracket 3 and the upper control arm 210 and the wheel center of the wheel 14 in the width direction of the vehicle is greater than the third distance H3 between the rear end of the extension section 122 and the wheel center of the wheel 14 in the width direction of the vehicle. With this arrangement, the rear span of the longitudinal beam 120 of the rear subframe 1 can be increased, maximizing the lateral space (width direction space) inside the vehicle.

[0062] For example, the difference between the second distance H2 and the third distance H3 can be 105mm-115mm to maximize the lateral space (width direction space) inside the vehicle. This disclosure is not limited thereto.

[0063] Additionally, refer to Figure 9 As shown, the third distance H3 between the rear end of the aforementioned extension 122 and the wheel center of the wheel 14 in the width direction of the vehicle can be, for example, 290mm-310mm. Furthermore, the seventh distance H7 between the end of the front crossbeam 110 of the frame, which is adapted to connect to the end of the body longitudinal beam 6, and the wheel center of the wheel 14 in the width direction of the vehicle can also be, for example, 290mm-310mm. This arrangement increases the front span of the longitudinal beam 120 of the rear subframe 1, maximizing the lateral space (width direction space) inside the vehicle.

[0064] In some implementations, reference Figure 2 , Figure 3 as well as Figure 10As shown, in the vehicle's height direction, the lower surface of the rear crossbeam 130 of the frame is concave upwards to form a second mounting groove 131. The second mounting groove 131 is a U-shaped groove that opens downwards. The U-shaped groove is used to connect the inner end of the lower control arm 220 of the control arm assembly 2 (which can be understood as the end of the lower control arm 220 connected to the rear subframe 1), so that the inner end of the lower control arm 220 is located in the U-shaped groove, and the inner end connection point of the lower control arm 220 (which can be understood as the mounting point at the end of the lower control arm 220 connected to the rear subframe 1) is higher than the lower control arm 220 and the inner end connection point opposite to it. The outer end connection point (which can be understood as the mounting point at the end where the lower control arm 220 connects to the steering knuckle assembly 7) is arranged in this way to reduce the encroachment of the lower control arm 220 as a whole structure on the vehicle's interior space, especially to reduce the space encroachment of the lower control arm 220 as a whole structure on the vehicle's height. This helps to achieve a smaller design gap between the rear suspension assembly and, for example, the vehicle's rear floor assembly 13, thereby reducing the height of the rear floor assembly 13. This contributes to the optimization of the low-flat floor structure design of the vehicle's rear floor assembly 13 and increases the usable space inside the vehicle's passenger compartment.

[0065] For example, such as Figure 1 and Figure 3 As shown, the rear crossbeam 130 of the frame may include a front plate and a rear plate of the rear crossbeam connected along the forward direction of the vehicle. The front plate and the rear plate of the rear crossbeam form the second mounting groove 131 described above. The front plate and the rear plate of the rear crossbeam are respectively formed with mounting holes to connect the lower control arm 220 to the rear crossbeam 130 of the frame using fasteners such as bolts. This method has high reliability and helps to reduce the encroachment of the overall structure of the lower control arm 220 on the interior space of the vehicle. Furthermore, the direct assembly of the lower control arm 220 through the rear crossbeam 130 of the frame not only reduces the number of parts to be welded but also improves production efficiency. At the same time, when the lower control arm 220 is subjected to lateral force, it can be directly transmitted and distributed by the rear crossbeam 130 of the frame, resulting in a more reasonable load distribution. The static stiffness, strength, and durability of the mounting point of the lower control arm 220 are also better.

[0066] In addition, such as Figure 1 and Figure 3 As shown, the rear crossbeam 130 of the frame has a smaller thickness along the vehicle's forward direction, which helps to reduce the space encroachment of the rear subframe 1 in the vehicle's forward direction and provides more space for components such as the fire hood on the rear side of the rear subframe 1.

[0067] In addition, such as Figure 3As shown, the lower surface of the rear crossbeam 130 of the frame, located between the two second mounting slots 131, is concave upward to form an arc-shaped structure 132, which allows for installation clearance for, for example, the exhaust assembly 17, increasing design space. Furthermore, the exhaust pipe of the exhaust assembly 17 can be mounted and fixed using, for example, a hook 118 provided on the lower plate 115 of the front crossbeam of the frame. This hook 118 can be a U-shaped structure, which can improve the dynamic stiffness and modal characteristics of the hook, meeting the performance requirements of the exhaust pipe.

[0068] In addition, a U-shaped shim 133 can be provided on the outer side of the front plate and the rear plate of the rear crossbeam 130 of the frame. The U-shaped shim 133 is arranged near the mounting hole of the lower control arm 220 so that the mounting position of the lower control arm 220 can be adjusted in conjunction with the eccentric bolt structure (not shown), thereby adjusting the rear suspension four-wheel parameters and ensuring that the whole vehicle has good handling and ride comfort.

[0069] In addition, to ensure that the rear crossbeam 130 of the frame has high structural strength, a fifth reinforcing rib plate 134 and a sixth reinforcing rib plate 135 can be provided on the rear crossbeam 130 of the frame. The fifth reinforcing rib plate 134 is welded to the bottom wall of the arc structure 132 to improve the lateral static stiffness of the mounting point of the lower control arm 220, reduce the deformation of the rear crossbeam 130 of the frame when subjected to the lateral force impact of the lower control arm 220, ensure that the control arm can normally control the movement trajectory of the wheel 14, and improve the overall vehicle motion performance. In addition, the sixth reinforcing rib plate 135 is welded to the bottom surface of the second mounting groove 131 and its two ends are connected to the front plate and the rear plate of the rear crossbeam of the frame, and it also overlaps the longitudinal beam 120 of the frame, thereby improving the lateral and longitudinal stiffness of the rear subframe 1, thus effectively improving the overall vehicle comfort, and also improving the vertical static stiffness of the mounting point of the lower control arm 220.

[0070] In addition, such as Figure 3 As shown, a bottom guard plate bracket 137 is welded to the front side of the front plate of the rear crossbeam 130 of the frame. The bottom guard plate bracket 137 has a U-shaped structure, high strength, and good support effect, which can ensure that the whole vehicle will not fail when wading through water. In addition, the installation of the bottom guard plate (not shown) helps to improve the flatness of the chassis, thereby improving the vehicle's range.

[0071] In some implementations, reference Figure 1 , Figure 9 as well as Figure 11As shown, the rear suspension assembly may also include a second mounting bracket 8. Along the vehicle's forward direction, the second mounting bracket 8 is located behind the rear crossbeam 130 of the frame and is connected to both the rear crossbeam 130 and the longitudinal beam 120 of the frame. The second mounting bracket 8 is adapted to connect to the rear stabilizer bar 9. This arrangement not only fulfills the installation requirements of the rear stabilizer bar 9 through the second mounting bracket 8, but also increases the connection area between the rear crossbeam 130 and the longitudinal beam 120 of the frame, ensuring a high connection strength between them. This enhances the overall lateral and longitudinal stress paths of the rear subframe 1, improving the dynamic stiffness and torsional / bending modes of the rear subframe 1. Furthermore, the second mounting bracket 8 may have two mounting holes with nuts welded to the inside, allowing the rear stabilizer bar 9 to be stably connected to the second mounting bracket 8 via bolts. This design is simple and easy to install.

[0072] Additionally, in some implementations, references Figures 1 to 12 As shown, the control arm assembly 2 may further include a toe control arm 230, and the rear suspension assembly may further include a third mounting bracket 10. The inner end of the toe control arm 230 is connected to the third mounting bracket 10. The third mounting bracket 10 is connected to the front crossbeam 110 and the longitudinal beam 120 of the frame, respectively. In the vertical direction, the third mounting bracket 10 is located below the first mounting bracket 3. The inner end connection point of the toe control arm 230 is higher than the outer end connection point of the toe control arm 230 opposite to the inner end connection point. With this arrangement, since the third mounting bracket 10 is connected to the front crossbeam 110 and the longitudinal beam 120 of the rear subframe 1, the static stiffness, strength, and durability of the mounting point (connection) of the toe control arm 230 can be improved. At the same time, the connection reliability of the front crossbeam 110 and the longitudinal beam 120 of the frame can be enhanced. The integration is high and it is conducive to ensuring the vehicle's performance. It offers high handling stability, ride comfort, and driving safety. Furthermore, the inner connection point of the toe control arm 230 (which can be understood as the mounting point at the end where the toe control arm 230 connects to the rear subframe 1) is higher than the outer connection point of the toe control arm 230 opposite to the inner connection point (which can be understood as the mounting point at the end where the toe control arm 230 connects to the steering knuckle assembly 7). This reduces the encroachment of the overall structure of the toe control arm 230 on the vehicle's interior space, especially reducing the space encroachment of the overall structure of the toe control arm 230 in the height direction of the vehicle. This helps to achieve a smaller design gap between the rear suspension assembly and, for example, the rear floor assembly 13 of the vehicle, thereby reducing the height of the rear floor assembly 13. This contributes to the optimization of the low-flat floor structure design of the rear floor assembly 13 of the vehicle and increases the usable space inside the vehicle's passenger compartment.

[0073] For example, such as Figure 1 and Figure 2As shown, the third mounting bracket 10 may include a third connecting plate 1010, a fourth connecting plate 1020, and a fifth connecting plate 1030. The third connecting plate 1010 is fixed to the front crossbeam 110 and the longitudinal beam 120 of the frame, the fourth connecting plate 1020 is fixed to the longitudinal beam 120 of the frame, and the fifth connecting plate 1030 is fixed to the longitudinal beam 120 of the frame and connects between the third connecting plate 1010 and the fourth connecting plate 1020, so as to jointly form the mounting space for mounting the inner end of the toe control arm 230. This arrangement can ensure that the third mounting bracket 10 has high structural strength, and can also stably connect the toe control arm 230 to the rear subframe 1, with high reliability.

[0074] Additionally, in some implementations, references Figure 5 As shown, in the vertical direction, the third connecting plate 1010 and / or the fourth connecting plate 1020 are offset from the first connecting plate 310 and / or the second connecting plate 320 of the first mounting bracket 3, resulting in a more compact structural arrangement, reducing the overall space occupied by the rear subframe 1, and helping to improve the interior space.

[0075] In addition, such as Figure 1 and Figure 2 As shown, the third connecting plate 1010 and the fourth connecting plate 1020 can each be provided with a mounting hole structure, so as to stably install the toe control arm 230 in the installation space by means of fasteners such as bolts. The structure is simple and easy to install.

[0076] Of course, it should be noted that this disclosure does not specifically limit the specific structure of the third connecting plate 1010, the fourth connecting plate 1020 and the fifth connecting plate 1030. Those skilled in the art can design them adaptively according to actual application needs. The purpose is to achieve stable connection of the toe control arm 230 to the rear subframe 1, while also reducing the space encroachment of the overall structure of the third connecting plate 1010, the fourth connecting plate 1020 and the fifth connecting plate 1030 in the height direction of the vehicle, so that there is a small design gap between the rear suspension assembly and, for example, the rear floor assembly 13 of the vehicle.

[0077] For example, such as Figure 5 As shown, along the height direction of the vehicle, the fourth vertical distance H4 between the bottom point of the third mounting bracket 10 and the top of the frame longitudinal beam 120 can be 270mm-280mm. Furthermore, the bottom point of the third mounting bracket 10 is slightly lower than the bottom point of the first U-shaped beam segment 111 of the front crossbeam 110 of the frame. This helps to ensure that the mounting point (connection) of the toe control arm 230 has high static stiffness, strength, and durability, thereby optimizing the kinematic performance of the wheel 14, such as camber. It also helps to optimize the low-flat floor structure design of the rear floor assembly 13 of the vehicle, thereby increasing the usable space inside the passenger compartment of the vehicle.

[0078] In addition, to further improve the structural strength of the third connecting plate 1010 and the fourth connecting plate 1020, the third connecting plate 1010 and the fourth connecting plate 1020 may also be provided with flanges that bend toward the wall of the corresponding frame beam structure (such as the front crossbeam 110 or the longitudinal beam 120 of the frame), so that the force on the third mounting bracket 10 can be fully transmitted to the rear subframe 1, thereby improving the stability of the whole vehicle.

[0079] Furthermore, in some implementations, references Figure 1 and Figure 8 As shown, the rear subframe 1 may be provided with a sleeve portion 11, which is adapted to press-fit a body bushing 12. The body bushing 12 is used to connect the rear subframe 1 and the body longitudinal beam 6 (for example, the body bushing 12 may be provided at the end of the front crossbeam 110 of the frame that is adapted to be connected to the body longitudinal beam 6, and the body bushing 12 may be provided at the rear end of the longitudinal beam 120 of the frame that is adapted to be connected to the rear end of the longitudinal beam 6). The sleeve portion 11 is constructed as a coiled tube structure, and the connection of the coiled tube structure may be, for example, a sawtooth engagement. At the same time, the sawtooth engagement is located on the inner side of the front crossbeam 110 of the frame or the longitudinal beam 120 of the frame, which ensures a stable connection between the rear subframe 1 and the body longitudinal beam 6, while reducing the production cost of the rear subframe 1.

[0080] Additionally, in some implementations, references Figure 10 and Figure 11 As shown, the upper control arm 210 can be constructed as an upward-opening U-shaped arm to avoid the longitudinal beam 6 of the vehicle body. The two ends of the U-shaped arm are connected to the steering knuckle assembly 7 and the rear subframe 1, respectively. Both ends of the U-shaped arm are located above the horizontal plane where the axis of the wheel 14 is located, and the lowest point of the U-shaped arm is located below the horizontal plane where the axis of the wheel 14 is located. This arrangement can reduce the distance between the rear suspension assembly and the rear floor assembly 13, which helps to reduce the overall vehicle height, optimize the low-flat floor structure design of the rear floor assembly 13, and increase the usable space inside the passenger compartment of the vehicle.

[0081] It should be noted that, for example Figure 12As shown, by placing both ends of the U-shaped arm above the horizontal plane where the axis of the wheel 14 is located, and placing the lowest point of the U-shaped arm below the horizontal plane where the axis of the wheel 14 is located, this arrangement allows the upper control arm 210 to avoid the longitudinal beam 6 on the lower surface of the rear floor assembly 13 through the upward-opening U-shaped arm. Furthermore, the lowest point of the U-shaped arm is located below the horizontal plane where the axis of the wheel 14 is located (which is coaxial with the central axis of the drive shaft 510 of the drive system 5 extending along the width direction of the vehicle). This reduces the design clearance between the rear floor assembly 13 and the rear subframe 1, thereby lowering the height of the rear floor assembly 13 and increasing the passenger compartment space inside the vehicle.

[0082] Additionally, in some implementations, references Figure 10 and Figure 11 As shown, along the vehicle's forward direction, the toe control arm 230 and the upper control arm 210 are located in front of the axis of the wheel 14, and the lower control arm 220 is located behind the axis of the wheel 14. This arrangement allows the upper control arm 210 to move forward to avoid the drive shaft 510 of the drive system 5 at, for example, the wheel center of the wheel 14. This helps to minimize the height of the upper control arm 210 along the vehicle's height direction, provides space for the upper control arm 210 to bend downward to avoid the arrangement of the body longitudinal beam 6 on the lower surface of the rear floor assembly 13, and helps to maintain a reasonable movement clearance with the drive shaft 510 of the drive system 5. It also helps to optimize the low-flat floor structure design of the rear floor assembly 13.

[0083] Furthermore, in some implementations, references Figure 10 and Figure 11 As shown, a shock absorber 18 and a spring 19 can be installed on the lower control arm 220. The spring 19 is adapted to be connected to the body longitudinal beam 6. The shock absorber 18 is located between the steering knuckle assembly 7 and the spring 19. The shock absorber 18 is adapted to be connected to the wheel arch 20. This arrangement can lower the lower hard point position of the shock absorber 18 and the spring 19. While ensuring that the shock absorber 18 and the spring 19 have good kinematic characteristics, it is beneficial to reduce the height of the rear floor assembly 13, reduce the design clearance between the rear floor assembly 13 and the rear subframe 1, improve the passenger compartment space in the vehicle, and help optimize the low-flat floor structure design of the rear floor assembly 13.

[0084] According to a second aspect of this disclosure, a vehicle is provided, the vehicle including a rear floor assembly 13, wheels 14, and the rear suspension assembly provided in the first aspect. Furthermore, the vehicle also possesses all the beneficial effects of the aforementioned rear suspension assembly, which will not be elaborated further herein.

[0085] In some implementations, reference Figure 13As shown, the vehicle may also include a front floor 15 and a rear floor assembly 13 including a rear floor 1310. The front floor 15 extends along the vehicle's forward direction, and the rear floor 1310 is connected to the front floor 15 and extends along a first direction. The rear end of the rear floor 1310 is higher than the front end of the rear floor 1310. The first direction forms an angle α with the vehicle's forward direction. This arrangement allows the rear floor 1310 to be connected to the front floor 15 and to extend upwards and tilted from front to back along the first direction. This helps to ensure that the front floor 15 is at the lowest position of the rear floor assembly 13, thereby achieving a larger interior passenger compartment space while also accommodating the installation and layout requirements of multiple components outside the vehicle, such as the fuel tank 16 and the drive system 5, resulting in high space utilization. In addition, since the front floor 15 is located at the lowest position of the rear floor assembly 13, it helps to reduce the threshold height of the front and rear doors, ensuring ease of getting in and out of the vehicle. It also makes the overall structure of the vehicle floor assembly relatively flat, achieving a flat floor structure, which facilitates the needs of passengers to move freely in the passenger compartment or to load and unload cargo, thereby improving the user experience.

[0086] Exemplarily, in some implementations, reference is made to Figure 13 As shown, the angle α between the first direction and the vehicle's forward direction is less than 3°, for example, α can be 2.95°. This achieves a larger interior passenger compartment space while also accommodating the installation and layout needs of multiple components outside the vehicle, such as the fuel tank 16 and the drive system 5. This results in high space utilization and allows the front floor 15 to be located at the lowest position of the rear floor assembly 13, which helps to reduce the threshold height of the front and rear doors, ensuring ease of getting in and out of the vehicle. It also makes the overall structure of the vehicle's floor assembly relatively flat, achieving a flat floor structure. This facilitates the needs of passengers in the passenger compartment to move freely or to load and unload cargo, improving the user experience and ensuring that the rear floor assembly 13 has high structural strength.

[0087] Additionally, in some implementations, references Figure 14 As shown, in the height direction of the vehicle, the fifth vertical distance H5 between the axle of the wheel 14 and the rear floor 1310 of the rear floor assembly 13 can be 150mm-180mm. For example, the fifth vertical distance H5 between the axle of the wheel 14 (which is coaxial with the central axis of the drive shaft 510 of the drive system 5 extending along the width direction of the vehicle) and the rear floor 1310 of the rear floor assembly 13 is no greater than 155mm. This arrangement helps to reduce the overall vehicle height, optimize the low-flat floor structure design of the rear floor assembly 13, improve the usable space inside the passenger compartment, facilitate passenger entry and exit, and improve the convenience of loading and unloading cargo in the trunk. While ensuring passenger headroom, the overall vehicle height can be reduced, which is beneficial to reducing the overall vehicle wind resistance and weight, and improving fuel economy.

[0088] Furthermore, in some implementations, references Figure 14 As shown, along the height direction of the vehicle, the vertical distance H6 between the apex of the longitudinal beam 120 of the rear subframe 1 and the rear floor 1310 of the rear floor assembly 13 can be 10mm-15mm, for example, 10mm, 11mm, 12mm, etc. This arrangement reduces the design gap between the rear floor assembly 13 and the rear subframe 1, thereby lowering the height of the rear floor assembly 13 and increasing the passenger compartment space inside the vehicle. This also helps to optimize the low-flat floor structure design of the rear floor assembly 13. This disclosure is not limited to this.

[0089] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0090] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0091] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A rear suspension assembly characterized by, include: The rear subframe includes the connected front crossbeam and longitudinal beams of the frame; Control arm assembly, including upper control arm; as well as The first mounting bracket is connected to the inner end of the upper control arm. The first mounting bracket is connected to the front crossbeam of the frame and the longitudinal beam of the frame, so that a direct force transmission path is formed between the upper control arm, the first mounting bracket and the front crossbeam of the frame. In the vertical direction, the vertex of the first mounting bracket is lower than the vertex of the longitudinal beam of the frame, so that the inner end connection point of the upper control arm is lower than the outer end connection point of the upper control arm opposite to the inner end connection point.

2. The rear suspension assembly of claim 1, wherein The first mounting bracket includes a first connecting plate and a second connecting plate, and the upper control arm is mounted between the first connecting plate and the second connecting plate. The first connecting plate is fixedly connected to the front crossbeam of the vehicle frame and the longitudinal beam of the vehicle frame; The second connecting plate is fixed to the longitudinal beam of the vehicle frame.

3. The rear suspension assembly of claim 1, wherein The front crossbeam of the frame includes a first U-shaped beam segment with an upward opening. The first U-shaped beam segment forms a first mounting groove. The front crossbeam of the frame is provided with a first mounting structure in the first mounting groove. The first mounting structure is adapted to connect to the drive system. The connection points of the two longitudinal beams of the frame and the front crossbeam of the frame are respectively located on both sides of the first U-shaped beam segment.

4. The rear suspension assembly according to claim 3, characterized in that, The first U-shaped beam segment is provided with a first reinforcing structure, which includes a plurality of first reinforcing plates arranged at intervals along the extension direction of the first U-shaped beam segment.

5. The rear suspension assembly according to claim 3, characterized in that, The end of the front crossbeam of the frame is adapted to be connected to the longitudinal beam of the vehicle body, and the first vertical distance between the upper surface of the end of the front crossbeam of the frame and the bottom point of the first U-shaped beam segment is 160mm-170mm.

6. The rear suspension assembly according to claim 1, characterized in that, The rear subframe also includes a rear crossbeam connected to the longitudinal beam of the frame. The longitudinal beam includes a second U-shaped beam segment with a downward opening located between the front crossbeam and the rear crossbeam of the frame. The apex of the second U-shaped beam segment is the apex of the longitudinal beam of the frame.

7. The rear suspension assembly according to claim 6, characterized in that, The second U-shaped beam segment has a top segment and side segments located on both sides of the top segment. The vertex of the top segment is the vertex of the second U-shaped beam segment, and the area of ​​the longitudinal section of the top segment is smaller than the area of ​​the longitudinal section of the side segments.

8. The rear suspension assembly according to claim 7, characterized in that, The top section is provided with a second reinforcing structure, which connects the inner top surface and the inner bottom surface of the top section.

9. The rear suspension assembly according to claim 8, characterized in that, The second reinforcing structure is provided with weight-reducing holes extending parallel to or inclined to the vehicle's forward direction.

10. The rear suspension assembly according to claim 6, characterized in that, The frame longitudinal beam has an extension section connected to the second U-shaped beam segment; The rear suspension assembly also includes a steering knuckle assembly adapted to connect a wheel, wherein a second distance between the connection point of the first mounting bracket and the upper control arm and the wheel center in the width direction of the vehicle is greater than a third distance between the rear end of the extension and the wheel center in the width direction of the vehicle.

11. The rear suspension assembly according to claim 10, characterized in that, The difference between the second distance and the third distance is 105mm-115mm.

12. The rear suspension assembly according to claim 6, characterized in that, In the vertical direction, the lower surface of the rear crossbeam of the frame is concave upward to form a second mounting groove. The second mounting groove is a U-shaped groove that opens downward. The U-shaped groove is used to connect the inner end of the lower control arm of the control arm assembly, such that the inner end of the lower control arm is located in the U-shaped groove, and the inner end connection point of the lower control arm is higher than the outer end connection point of the lower control arm opposite to the inner end connection point.

13. The rear suspension assembly according to claim 6, characterized in that, The rear suspension assembly also includes a second mounting bracket along the vehicle's forward direction. The second mounting bracket is located behind the rear crossbeam of the frame and is connected to both the rear crossbeam and the longitudinal beam of the frame. The second mounting bracket is adapted to be connected to the rear stabilizer bar.

14. The rear suspension assembly according to claim 1 or 2, characterized in that, The control arm assembly further includes a toe control arm, and the rear suspension assembly further includes a third mounting bracket. The inner end of the toe control arm is connected to the third mounting bracket. The third mounting bracket is connected to the front crossbeam of the vehicle frame and the longitudinal beam of the vehicle frame, respectively. In the vertical direction, the third mounting bracket is located below the first mounting bracket, and the inner end connection point of the toe control arm is higher than the outer end connection point of the toe control arm opposite to the inner end connection point.

15. The rear suspension assembly according to claim 14, characterized in that, The vertical distance between the bottom point of the third mounting bracket and the top of the longitudinal beam of the vehicle frame is 270mm-280mm.

16. The rear suspension assembly according to claim 14, characterized in that, The third mounting bracket includes a third connecting plate, a fourth connecting plate, and a fifth connecting plate; The third connecting plate is fixedly connected to the front crossbeam of the vehicle frame and the longitudinal beam of the vehicle frame; The fourth connecting plate is fixedly connected to the longitudinal beam of the vehicle frame; The fifth connecting plate is fixed to the longitudinal beam of the vehicle frame and connects between the third connecting plate and the fourth connecting plate, so as to jointly form an installation space for mounting the toe control arm.

17. The rear suspension assembly according to claim 16, characterized in that, In the vertical direction, the third connecting plate and / or the fourth connecting plate are offset relative to the first connecting plate and / or the second connecting plate of the first mounting bracket.

18. The rear suspension assembly according to claim 1, characterized in that, The rear subframe is provided with a sleeve section, which is suitable for pressing a body bushing. The body bushing is used to connect the rear subframe and the body longitudinal beams. The sleeve section is constructed as a rolled tube structure.

19. A vehicle, characterized in that, Includes the rear floor assembly, wheels, and the rear suspension assembly as described in any one of claims 1-18.

20. The vehicle according to claim 19, characterized in that, The vehicle also includes a front floor, and the rear floor assembly includes a rear floor. The front floor extends as a whole along the vehicle's forward direction, and the rear floor is connected to the front floor and extends as a whole along a first direction. The rear end of the rear floor is higher than the front end of the rear floor, and the first direction forms an angle with the vehicle's forward direction.

21. The vehicle according to claim 20, characterized in that, The angle between the first direction and the vehicle's forward direction is less than 3°.

22. The vehicle according to any one of claims 19-21, characterized in that, The vertical distance between the axle of the wheel and the rear floor of the rear floor assembly is 150mm-180mm.

23. The vehicle according to any one of claims 19-21, characterized in that, The vertical distance between the apex of the longitudinal beam of the rear subframe and the rear floor of the rear floor assembly is 10mm-15mm.

Images