Rear axle assembly for a vehicle and vehicle

Abstract

The application discloses a rear axle assembly for a vehicle and the vehicle, the rear axle assembly comprises: a cross beam, the surface of the cross beam is formed with a mounting groove recessed towards the inside thereof; a first trailing arm and a second trailing arm, the first trailing arm and the second trailing arm are connected to two sides of the cross beam along the extension direction thereof; a torsion bar assembly, the torsion bar assembly is mounted in the mounting groove, the torsion bar assembly comprises a first torsion bar, a second torsion bar and a third torsion bar connected in sequence, the first torsion bar and the third torsion bar are connected with the inner wall of the mounting groove, and the second torsion bar is detachably connected with the first torsion bar and the third torsion bar. According to the rear axle assembly for the vehicle, the torsional stiffness can be adjusted, and the control experience and the comfort of riding of the vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a rear axle assembly for a vehicle and the vehicle itself. Background Technology

[0002] In related technologies, the torsional stiffness of automotive torsion beam assemblies is fixed and cannot be adjusted according to actual vehicle weight. This prevents adjustments to the design length of shock absorbers and springs, hindering optimal vehicle performance and design. This not only affects handling but may also reduce ride comfort, limiting overall vehicle performance improvements and increasing development costs. Furthermore, existing torsion beam assemblies require different molds and production lines to meet varying torsional stiffness requirements. Adjusting the torsional stiffness during tuning is often difficult, leading to high R&D costs and long production cycles, which hinders automakers' ability to quickly respond to diverse market demands. Summary of the Invention

[0003] This application aims to address at least one of the technical problems existing in the prior art. To this end, one object of this application is to provide a rear axle assembly for a vehicle that can adjust torsional stiffness, thereby improving the vehicle's handling experience and ride comfort.

[0004] This application also proposes a vehicle having the aforementioned rear axle assembly.

[0005] A rear axle assembly for a vehicle according to an embodiment of this application includes: a crossbeam, the surface of which has a mounting groove recessed toward its interior; a first trailing arm and a second trailing arm, the first trailing arm and the second trailing arm being respectively connected to both sides of the crossbeam along its extension direction; and a torsion bar assembly, the torsion bar assembly being installed in the mounting groove, the torsion bar assembly including a first torsion bar, a second torsion bar and a third torsion bar connected in sequence, the first torsion bar and the third torsion bar being connected to the inner wall of the mounting groove, and the second torsion bar being detachably connected to the first torsion bar and the third torsion bar respectively.

[0006] According to an embodiment of this application, a rear axle assembly for a vehicle includes a torsion bar assembly installed inside a crossbeam. The torsion bar assembly includes a first torsion bar, a second torsion bar, and a third torsion bar connected in sequence. The first and third torsion bars are connected to the inner wall of a mounting groove. A second torsion bar is detachably connected to both the first and third torsion bars. When the torsional stiffness of the rear axle assembly needs to be adjusted, a second torsion bar with a different diameter can be replaced according to different vehicle weight requirements, thereby achieving torsional stiffness adjustment. This allows the rear axle assembly to adapt to different rear axle load configurations, improving the vehicle's handling experience and ride comfort.

[0007] In some embodiments of this application, the second torsion bar is provided with first connecting portions at both ends along its axial direction, and the first torsion bar and the third torsion bar are provided with second connecting portions at one end facing the second torsion bar. Each first connecting portion and its corresponding second connecting portion are connected by a first fastener.

[0008] In some embodiments of this application, the first fastener includes: a threaded sleeve, a portion of which is threaded to the outer peripheral wall of the first connecting portion, and another portion of which is threaded to the outer peripheral wall of the second connecting portion; and a locking nut, which is threaded to the outer peripheral walls of the first connecting portion and the second connecting portion respectively and abuts against both ends of the threaded sleeve along its axial direction.

[0009] In some embodiments of this application, the inner wall of the mounting groove is provided with a support member that is connected to the first torsion bar and the third torsion bar.

[0010] In some embodiments of this application, the outer peripheral wall of the second torsion bar is formed with at least one anti-rotation groove recessed toward its axis.

[0011] In some embodiments of this application, the rear axle assembly further includes: a bushing assembly, the bushing assembly being respectively mounted on the front ends of the first trailing arm and the second trailing arm, and the bushing assembly being detachably connected to the first trailing arm and the second trailing arm.

[0012] In some embodiments of this application, the bushing assembly includes: a bushing mounting base having a first mounting hole extending through it along its thickness direction; a first longitudinal arm and a second longitudinal arm having second mounting holes corresponding to the first mounting hole and connected by a second fastener; and a bushing body press-fitted into the bushing mounting base.

[0013] In some embodiments of this application, the first mounting hole is constructed as an elongated hole, and the portions of the first and second longitudinal arms corresponding to the first mounting hole are provided with a first marking portion, and the portion of the bushing mounting seat adjacent to the mounting hole is provided with a second marking portion corresponding to the first marking portion.

[0014] In some embodiments of this application, the rear axle assembly further includes: a hub bracket, which is respectively mounted on the rear ends of the first trailing arm and the second trailing arm; and a spring disc, which is respectively mounted on the rear ends of the first trailing arm and the second trailing arm and connected to the crossbeam.

[0015] The vehicle of an embodiment of this application is described below.

[0016] The vehicle according to the embodiments of this application is equipped with the rear axle assembly of the above embodiments. Since the vehicle according to the embodiments of this application is equipped with the rear axle assembly of the above embodiments, the rear axle assembly of the vehicle has a torsion bar assembly. The torsion bar assembly is installed inside the crossbeam, and the torsion bar assembly includes a first torsion bar, a second torsion bar and a third torsion bar connected in sequence. The first torsion bar and the third torsion bar are connected to the inner wall of the mounting groove. The second torsion bar is detachably connected to the first torsion bar and the third torsion bar respectively. When it is necessary to adjust the torsional stiffness of the rear axle assembly, the second torsion bar with a different diameter can be replaced according to different vehicle weight requirements, thereby realizing the torsional stiffness adjustment, so that the rear axle assembly can adapt to different rear axle load configurations, improving the vehicle's handling experience and ride comfort.

[0017] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the rear axle assembly according to an embodiment of this application; Figure 2 yes Figure 1 Another structural diagram of the center-rear axle assembly; Figure 3 yes Figure 1 Structural schematic diagram of the crossbeam and torsion bar assembly; Figure 4 yes Figure 1 Schematic diagram of the middle torsion bar assembly; Figure 5 yes Figure 1 Schematic diagram of the middle bushing assembly; Figure 6 yes Figure 1 A schematic diagram of the structure of the middle bushing assembly and the first longitudinal arm.

[0019] Figure label: 10. Rear axle assembly; 11. Crossbeam; 111. Mounting groove; 112. Support component; 12. First longitudinal arm; 121. Second mounting hole; 122. First marking part; 13. Second longitudinal arm; 14. Torsion bar assembly; 141. First torsion bar; 1411. Second connecting part; 142. Second torsion bar; 1421. First connecting part; 1422. Anti-rotation groove; 143. Third torsion bar; 144. First fastener; 1441. Threaded sleeve; 1442. Lock nut; 15. Bushing assembly; 151. Bushing mounting base; 1511. First mounting hole; 1512. Second marking part; 152. Bushing body; 16. Wheel hub bracket; 17. Spring disc; Detailed Implementation The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0020] The following is for reference. Figures 1-6 The rear axle assembly 10 for a vehicle according to an embodiment of this application is described. The rear axle assembly 10 includes a crossbeam 11, a first trailing arm 12, a second trailing arm 13, and a torsion bar assembly 14.

[0021] The surface of the crossbeam 11 has a mounting groove 111 recessed towards its interior. The first longitudinal arm 12 and the second longitudinal arm 13 are respectively connected to both sides of the crossbeam 11 along its extension direction. The torsion bar assembly 14 is installed in the mounting groove 111. The torsion bar assembly 14 includes a first torsion bar 141, a second torsion bar 142, and a third torsion bar 143 connected in sequence. The first torsion bar 141 and the third torsion bar 143 are connected to the inner wall of the mounting groove 111. The second torsion bar 142 is detachably connected to the first torsion bar 141 and the third torsion bar 143.

[0022] Currently, the torsional stiffness of automotive torsion beam assemblies is fixed and cannot be adjusted according to actual vehicle weight. This prevents adjustments to the design length of shock absorbers and springs, hindering optimal vehicle performance and design. This not only impacts handling but may also reduce ride comfort, limiting overall vehicle performance improvements and increasing development costs. Furthermore, the production process for existing torsion beam assemblies requires the development of different molds and production lines for varying torsional stiffness requirements. Adjusting the torsional stiffness during tuning is often difficult, leading to high R&D costs and long production cycles, which hinders automakers' ability to quickly respond to diverse market demands.

[0023] In this regard, this application proposes a rear axle assembly 10 for a vehicle, which can adjust torsional stiffness to improve the vehicle's handling experience and ride comfort.

[0024] Specifically, the rear axle assembly 10 includes a crossbeam 11, a first trailing arm 12, a second trailing arm 13, and a torsion bar assembly 14. The surface of the crossbeam 11 can be formed with a mounting groove 111, which can be recessed inwards. Optionally, the crossbeam 11 is a stamped V-shaped structure made of high-strength steel CP800. CP800 high-strength steel has high yield strength and tensile strength, enabling the crossbeam 11 to maintain a stable cross-sectional shape when subjected to the torsional moment transmitted by the torsion bar assembly 14, preventing plastic deformation and ensuring the torsional stiffness stability of the rear axle assembly 10 during long-term use. The stamped structure of the crossbeam 11 can form a recessed space, which can be defined as the mounting groove 111. By designing the crossbeam 11 as a stamped V-shaped structure, an opening naturally forms at the top of its V-shaped cross-section, while a recessed space is formed inside the V-shaped cross-section; this recessed space is the mounting groove 111. The mounting slot 111 extends through the crossbeam 11, allowing the torsion bar assembly 14 to be fully accommodated within it. The mounting slot 111 provides a stable mounting space and support foundation for the torsion bar assembly 14. The first longitudinal arm 12 and the second longitudinal arm 13 are respectively connected to both sides of the crossbeam 11 along its extension direction. In some embodiments, the longitudinal arms are made of high-strength steel hydraulic tubing with a diameter of 70mm, formed through six processes including laser cutting, bending, preforming, hydraulic forming, and laser cutting of the edges, ensuring the structural strength and dimensional accuracy of the longitudinal arms. The 70mm tubing diameter balances the structural rigidity and lightweight requirements of the longitudinal arms; an excessively large diameter would increase unsprung mass and affect suspension response speed, while an excessively small diameter would make it difficult to guarantee sufficient bending and torsional strength.

[0025] Furthermore, the torsion bar assembly 14 is installed in the mounting groove 111, and the torsion bar assembly 14 includes a first torsion bar 141, a second torsion bar 142 and a third torsion bar 143 connected in sequence. The first torsion bar 141 and the third torsion bar 143 are connected to the inner wall of the mounting groove 111, and the second torsion bar 142 is detachably connected to the first torsion bar 141 and the third torsion bar 143 respectively. By setting the torsion bar assembly 14 as a split structure, the second torsion bar 142 with different diameters can be replaced according to different vehicle weight requirements. Optionally, the diameter range is from Φ15mm to Φ32mm. This setting can achieve rapid adjustment of torsional stiffness, effectively solving the technical problem of fixed torsional stiffness in traditional torsion beam assemblies. By changing the diameter of the second torsion bar 142 to achieve torsional stiffness adjustment, it can ensure that the roll gradient under large axle load is below 5deg / g, matching different vehicle weights, and taking into account the bandwidth widening from the original 900-1100 to 800-1400, so that the rear axle assembly 10 can be adapted to different rear axle load configurations. At the same time, it significantly shortens the torsional stiffness adjustment cycle and reduces the overall vehicle development cost.

[0026] In short, the rear axle assembly 10 of this application embodiment has a torsion bar assembly 14, which is installed inside the crossbeam 11. The torsion bar assembly 14 includes a first torsion bar 141, a second torsion bar 142, and a third torsion bar 143 connected in sequence. The first torsion bar 141 and the third torsion bar 143 are connected to the inner wall of the mounting groove 111. The second torsion bar 142 is detachably connected to the first torsion bar 141 and the third torsion bar 143 respectively. When it is necessary to adjust the torsional stiffness of the rear axle assembly 10, the second torsion bar 142 with a different diameter can be replaced according to different vehicle weight requirements, thereby realizing the torsional stiffness adjustment. This allows the rear axle assembly 10 to adapt to different rear axle load configurations, improving the vehicle's handling experience and ride comfort.

[0027] like Figure 3 and Figure 4 As shown in some embodiments of this application, the second torsion bar 142 has first connecting portions 1421 at both ends along its axial direction, and the first torsion bar 141 and the third torsion bar 143 have second connecting portions 1411 at their ends facing the second torsion bar 142. Each first connecting portion 1421 and its corresponding second connecting portion 1411 are connected by a first fastener 144. This arrangement allows for the replacement of the second torsion bar 142 without removing the entire rear suspension and replacing it with a new torsion beam during handling and stability adjustment. The operator only needs to operate the first fastener 144 to complete the replacement of the second torsion bar 142, which significantly simplifies the torsional stiffness adjustment process, avoids interference caused by the inconsistency between the bushing stiffness and the original torsion beam after replacing it with a new one, and improves the accuracy and efficiency of the adjustment.

[0028] like Figure 3 and Figure 4 As shown, in some embodiments of this application, the first fastener 144 includes a threaded sleeve 1441 and a locking nut 1442. A portion of the threaded sleeve 1441 is threaded to the outer peripheral wall of the first connecting portion 1421, and another portion of the threaded sleeve 1441 is threaded to the outer peripheral wall of the second connecting portion 1411. The locking nut 1442 is threaded to the outer peripheral walls of the first connecting portion 1421 and the second connecting portion 1411, respectively, and the locking nut 1442 abuts against both ends of the threaded sleeve 1441 along its axial direction. By locking the locking nut 1442 and abutting against the threaded sleeve 1441, bidirectional locking of the threaded sleeve 1441 can be achieved, preventing the threaded sleeve 1441 from loosening due to vibration during vehicle operation.

[0029] Understandably, both the outer surfaces of the first connecting part 1421 and the second connecting part 1411 are threaded. The external thread of the first connecting part 1421 can be a left-hand thread, and the external thread of the second connecting part 1411 can be a right-hand thread. During installation, the first torsion bar 141 and the third torsion bar 143, which are equipped with locking nuts 1442, are screwed into the corresponding ends of the threaded sleeve 1441. The total length of the torsion bar assembly is adjusted to 1054mm by rotating the threaded sleeve 1441, and then the locking nuts 1442 at both ends are tightened. During disassembly, the second torsion bar 142 is clamped with a wrench, and the locking nuts 1442 at both ends are loosened. The threaded sleeve 1441 is rotated toward the first torsion bar 141 and the third torsion bar 143 to remove the second torsion bar 142 for replacement. Through the combination structure of the threaded sleeve 1441 and the locking nut 1442, the quick connection and separation between the torsion bars are realized. The adjustment time of the torsional stiffness of the torsion beam is shortened from the traditional 4 hours to 1.5 hours, saving about 85% of the cost. The diameter of the second torsion bar 142 supports adjustment from Φ20mm to Φ32mm, with a minimum adjustment range of ±5%, realizing precise control of the torsional stiffness.

[0030] The combination of left-hand and right-hand threads ensures that when the threaded sleeve 1441 is tightened, the threaded pair between the sleeve 1441 and the torsion bars at both ends has opposite directions of rotation. This allows the sleeve 1441 to simultaneously move relative to the torsion bars at both ends, enabling synchronous connection or separation. This design allows the assembly and disassembly of the split torsion bar assembly to be completed simply by rotating the threaded sleeve 1441, eliminating the need to operate both ends separately and significantly improving operational efficiency. Furthermore, during vehicle operation, the direction of the torsional torque on the torsion bar assembly 14 is fixed. The rotation direction design of the threaded sleeve 1441 ensures that the torsional torque tends to further tighten the sleeve 1441 rather than loosen it, providing a self-locking and anti-loosening effect and further enhancing the reliability of the connection.

[0031] like Figure 3 As shown, in some embodiments of this application, the inner wall of the mounting groove 111 may be provided with a support member 112 connected to the first torsion bar 141 and the third torsion bar 143. The support member 112 can serve to connect the torsion bar assembly 14 to the crossbeam 11. Optionally, there may be two support members 112, and the two support members 112 can be fixed to the inner wall of the mounting groove 111 by welding. The two support members 112 can be welded and fixed to the first torsion bar 141 and the third torsion bar 143 respectively, thereby providing stable support and positioning for the first torsion bar 141 and the third torsion bar 143, ensuring the positional accuracy and connection reliability of the torsion bar assembly 14 in the mounting groove 111, and effectively transmitting the torsional torque received by the torsion bar assembly 14 to the crossbeam 11, ensuring the overall structural strength and durability of the rear axle assembly 10.

[0032] The shape of the support member 112 can be adapted to the inner wall shape of the mounting groove 111. For example, the support member 112 can have a flat portion that fits against the bottom wall of the mounting groove 111 and a bent portion that fits against the side wall of the mounting groove 111, thereby increasing the welding contact area between the support member 112 and the inner wall of the mounting groove 111 and improving the welding strength. The thickness of the support member 112 can be selected according to the force on the torsion bar assembly 14. If the thickness is too large, it will increase the weight; if the thickness is too small, the welding strength and support stiffness will be insufficient. In some embodiments, the thickness of the support member 112 is 1.2 to 1.5 times the wall thickness of the beam 11, which ensures welding strength without significantly increasing the weight.

[0033] like Figure 3 As shown, in some embodiments of this application, the outer peripheral wall of the second torsion bar 142 is formed with at least one anti-rotation groove 1422 recessed towards its axis. The anti-rotation groove 1422 can be located in the middle of the second torsion bar 142 to ensure the force balance of the second torsion bar 142. When disassembling or installing the second torsion bar 142, the operator can use a special wrench to hold the anti-rotation groove 1422 to prevent the second torsion bar 142 from rotating when tightening the threaded sleeve 1441 or locking nut 1442, thereby ensuring the safety and convenience of disassembly and assembly operations and further improving adjustment efficiency.

[0034] Furthermore, the number of anti-rotation grooves 1422 can be one or two. When two anti-rotation grooves 1422 are provided, they can be symmetrically arranged along the circumference of the second torsion bar 142, allowing the operator to easily engage the wrench from different angles. The cross-sectional shape of the anti-rotation groove 1422 can be arc-shaped or rectangular. The arc-shaped anti-rotation groove 1422 has less stress concentration, which is beneficial to the fatigue life of the torsion bar; the rectangular anti-rotation groove 1422 has a larger contact area with the wrench, and the anti-rotation effect is more reliable. In some embodiments of this application, the depth of the anti-rotation groove 1422 is 5% to 10% of the diameter of the second torsion bar 142. If the depth is too large, it will weaken the effective load-bearing cross-sectional area of ​​the second torsion bar 142; if the depth is too small, the wrench cannot be reliably engaged.

[0035] like Figure 5 and Figure 6As shown, in some embodiments of this application, the rear axle assembly 10 further includes a bushing assembly 15. The bushing assembly 15 can be installed at the front ends of the first trailing arm 12 and the second trailing arm 13, respectively, and the bushing assembly 15 can be detachably connected to the first trailing arm 12 and the second trailing arm 13. In some embodiments, the bushing assembly 15 can be provided with a U-shaped groove and an elongated hole. The U-shaped groove is engaged with the front end of the trailing arm, and a hexagonal flange bolt passes through the elongated hole, passing through the bushing assembly 15 and the trailing arm. The other end is tightened with a nut, thereby locking the bushing assembly 15 and the trailing arm. With the design of the detachable bushing assembly 15, during torsion beam adjustment, the bushing stiffness can be quickly changed by removing the bolts and replacing it with a bushing assembly 15 of a different stiffness. This eliminates the need to remove the entire rear suspension and replace it with a new torsion beam as in traditional torsion beam adjustment, avoiding interference with bushing adjustment caused by changes in the stiffness of the torsion beam body introduced by replacing the entire rear axle. The bushing stiffness adjustment time is reduced from the traditional 4 hours to 1 hour, saving approximately 80% in costs.

[0036] It should be noted that hexagonal flange bolts have a larger flange face contact area than ordinary hexagonal bolts. During tightening, the friction between the flange face and the bushing mounting base 151 surface is greater, providing higher preload and better anti-loosening performance at the same tightening torque. Simultaneously, the larger flange face contact area reduces the contact stress between the bolt head and the bushing mounting base 151, preventing indentations or dents on the surface of the bushing mounting base 151 during repeated disassembly and assembly. This ensures the flatness and fit accuracy of the connection surface after multiple disassembly and assembly, allowing the bushing module to maintain good connection quality even after multiple replacements.

[0037] In some embodiments of this application, the bushing assembly 15 includes a bushing mounting base 151 and a bushing body 152. The bushing mounting base 151 has a first mounting hole 1511 extending through its thickness direction. In a specific embodiment, the bushing mounting base 151 may have a U-shaped groove structure. The U-shaped groove is engaged with the front end of the first longitudinal arm 12 or the second longitudinal arm 13, and the side wall of the U-shaped groove has the first mounting hole 1511 extending through its thickness direction. The first longitudinal arm 12 and the second longitudinal arm 13 have second mounting holes 121 corresponding to the first mounting hole 1511 and connected by a second fastener. The bushing body 152 is press-fitted into the bushing mounting base 151 by an interference fit. During installation, the bushing assembly 15 is inserted into the front end of the trailing arm from bottom to top, ensuring that the first mounting hole 1511 is aligned with the second mounting hole 121 of the trailing arm. A bolt is inserted as a second fastener, and a nut is tightened to lock it in place. Optionally, the final torque value reaches 120 N·m ± 10%. This setting enables quick snap-fit ​​positioning between the bushing assembly 15 and the front end of the first trailing arm 12 or the second trailing arm 13, which facilitates disassembly and assembly operations while ensuring connection reliability.

[0038] Furthermore, the bushing body 152 can be pressed into the bushing mounting seat 151 using a hydraulic pressing device. During the pressing process, the pressing force and pressing displacement are controlled to ensure that the bushing body 152 is pressed in place without damaging the rubber part of the bushing body 152. The bushing body 152 may include an inner tube, an outer tube, and a rubber body disposed between the inner tube and the outer tube. The inner tube is used to connect with the vehicle body bracket, and the outer tube is used for an interference fit with the bushing mounting seat 151. In some embodiments of this application, the outer surface of the outer tube of the bushing body 152 may be provided with knurled or annular grooves to increase the interference fit friction between the bushing body 152 and the bushing mounting seat 151, preventing the bushing body 152 from axially moving or circumferentially rotating within the bushing mounting seat 151. In addition, bushing assemblies 15 with different stiffnesses can be achieved by changing the material hardness, thickness, or internal cavity structure of the rubber body in the bushing body 152. The tuning engineer can select a bushing assembly 15 with the appropriate stiffness according to the target performance.

[0039] like Figure 5 and Figure 6 As shown, in some embodiments of this application, the first mounting hole 1511 is constructed as an elongated hole. The portions of the first longitudinal arm 12 and the second longitudinal arm 13 corresponding to the first mounting hole 1511 are provided with a first marking portion 122. The portion of the bushing mounting base 151 adjacent to the mounting hole is provided with a second marking portion 1512 corresponding to the first marking portion 122. Specifically, the second marking portion 1512 can be an adjustment scale line provided on the side wall of the bushing mounting base 151, with a graduation value of 2mm and 10 graduations in total. The first marking portion 122 can be an adjustment reference symbol provided at the front end of the longitudinal arm. By loosening the second fastener, the bushing mounting base 151 can slide up and down relative to the longitudinal arm along the elongated hole. The vertical position of the bushing assembly 15 can be precisely adjusted using the adjustment scale line of the bushing assembly 15 and the adjustment reference symbol at the front end of the longitudinal beam. After adjustment as needed, the locking nut 1442 is tightened. The above structure allows for changes in the height of the spring disc 17 and the wheel travel, thus meeting the platform requirements of different vehicle models. At the same time, by adjusting the installation height of the bushing assembly 15 to increase the height of the bushing hard point relative to the wheel center, the longitudinal wheel clearance when the wheel passes over the convex bump can be increased, effectively improving the vehicle's ride comfort.

[0040] like Figure 1 and Figure 2As shown, in some embodiments of this application, the rear axle assembly 10 further includes a hub bracket 16 and a spring disc 17. The hub bracket 16 is respectively installed at the rear ends of the first trailing arm 12 and the second trailing arm 13, and is used to install the wheel hub and transmit the force between the wheel and the rear axle assembly 10. The spring disc 17 is respectively installed at the rear ends of the first trailing arm 12 and the second trailing arm 13 and is connected to the crossbeam 11, and is used to support the suspension spring and transmit the vertical load. The spring disc 17 is fixed to the crossbeam 11 and the trailing arm by welding, ensuring the accuracy of the spring installation position and the structural strength. After welding, the assembly undergoes degreasing, water washing, surface conditioning, phosphating, water washing, electrophoresis, pure water washing, baking and curing processes to complete electrophoresis, which improves the overall corrosion resistance and service life of the rear axle assembly 10.

[0041] Furthermore, the wheel hub bracket 16 may include a mounting plate and a support plate. The mounting plate is used to connect to the wheel hub, and the support plate is used to connect to the trailing arm. Reinforcing ribs may be provided between the mounting plate and the support plate to improve the overall rigidity of the wheel hub bracket 16. In some embodiments of this application, the mounting plate of the wheel hub bracket 16 is provided with four wheel hub bolt mounting holes. The four mounting holes are arranged in a rectangular or diamond shape, adapted to the bolt hole distribution of a standard wheel hub. The spring disc 17 may include a spring seat and a support arm connected to the spring seat. The spring seat has an annular or helical structure and is used to accommodate and position the lower end of the suspension spring. The support arm is used to connect the spring seat to the crossbeam 11 and the trailing arm. The surface of the spring seat may be provided with a positioning boss or a positioning groove to form a positioning fit with the lower end of the suspension spring, preventing the spring from lateral slippage or rotation during vehicle operation, further ensuring the accuracy and reliability of the spring installation position.

[0042] The vehicle of an embodiment of this application is described below.

[0043] The vehicle according to the embodiments of this application is equipped with the rear axle assembly 10 of the above embodiments. Since the vehicle according to the embodiments of this application is equipped with the rear axle assembly 10 of the above embodiments, the rear axle assembly 10 of the vehicle has a torsion bar assembly 14. The torsion bar assembly 14 is installed inside the crossbeam 11, and the torsion bar assembly 14 includes a first torsion bar 141, a second torsion bar 142 and a third torsion bar 143 connected in sequence. The first torsion bar 141 and the third torsion bar 143 are connected to the inner wall of the mounting groove 111. The second torsion bar 142 is detachably connected to the first torsion bar 141 and the third torsion bar 143 respectively. When it is necessary to adjust the torsional stiffness of the rear axle assembly 10, the second torsion bar 142 with a different diameter can be replaced according to different vehicle weight requirements, thereby realizing the torsional stiffness adjustment, so that the rear axle assembly 10 can adapt to different rear axle load configurations, improving the vehicle's handling experience and ride comfort.

[0044] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0045] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0046] In the description of this application, "multiple" means two or more.

[0047] In the description of this application, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or the first and second features being in contact through another feature between them.

[0048] In the description of this application, the terms "above," "over," and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0049] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0050] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A rear axle assembly for a vehicle, characterized in that, include: A crossbeam (11) has a mounting groove (111) formed on its surface that is recessed toward its interior. The first longitudinal arm (12) and the second longitudinal arm (13) are respectively connected to both sides of the crossbeam (11) along its extension direction; A torsion bar assembly (14) is installed in the mounting groove (111). The torsion bar assembly (14) includes a first torsion bar (141), a second torsion bar (142), and a third torsion bar (143) connected in sequence. The first torsion bar (141) and the third torsion bar (143) are connected to the inner wall of the mounting groove (111). The second torsion bar (142) is detachably connected to the first torsion bar (141) and the third torsion bar (143) respectively.

2. The rear axle assembly for a vehicle according to claim 1, characterized in that, The second torsion bar (142) has a first connecting part (1421) at both ends along its axial direction. The first torsion bar (141) and the third torsion bar (143) have a second connecting part (1411) at one end facing the second torsion bar (142). Each first connecting part (1421) and its corresponding second connecting part (1411) are connected by a first fastener (144).

3. The rear axle assembly for a vehicle according to claim 2, characterized in that, The first fastener (144) includes: A threaded sleeve (1441) is provided, a portion of which is threaded to the outer peripheral wall of the first connecting part (1421), and the other portion of which is threaded to the outer peripheral wall of the second connecting part (1411). Locking nut (1442) is threaded to the outer peripheral wall of the first connecting part (1421) and the outer peripheral wall of the second connecting part (1411) respectively, and abuts against the two ends of the threaded sleeve (1441) along its axial direction.

4. The rear axle assembly for a vehicle according to claim 2, characterized in that, The inner wall of the mounting groove (111) is provided with a support member (112) that is connected to the first torsion bar (141) and the third torsion bar (143).

5. The rear axle assembly for a vehicle according to claim 1, characterized in that, The outer peripheral wall of the second torsion bar (142) is formed with at least one anti-rotation groove (1422) recessed toward its axis.

6. The rear axle assembly for a vehicle according to claim 1, characterized in that, Also includes: Bushing assembly (15) is installed at the front end of the first longitudinal arm (12) and the second longitudinal arm (13), and the bushing assembly (15) is detachably connected to the first longitudinal arm (12) and the second longitudinal arm (13).

7. The rear axle assembly for a vehicle according to claim 6, characterized in that, The bushing assembly (15) includes: Bushing mounting base (151), wherein the bushing mounting base (151) is formed with a first mounting hole (1511) extending through it along its thickness direction, and the first longitudinal arm (12) and the second longitudinal arm (13) are provided with second mounting holes (121) corresponding to the first mounting hole (1511) and connected by a second fastener. Bushing body (152), which is press-fitted into bushing mounting base (151).

8. The rear axle assembly for a vehicle according to claim 7, characterized in that, The first mounting hole (1511) is constructed as an elongated hole. The first longitudinal arm (12) and the second longitudinal arm (13) are provided with a first marking part (122) corresponding to the first mounting hole (1511). The bushing mounting seat (151) is provided with a second marking part (1512) corresponding to the first marking part (122) on the part adjacent to the mounting hole.

9. The rear axle assembly for a vehicle according to claim 1, characterized in that, Also includes: A hub bracket (16) is installed at the rear end of the first longitudinal arm (12) and the second longitudinal arm (13), respectively. Spring disc (17) is installed at the rear end of the first longitudinal arm (12) and the second longitudinal arm (13) and connected to the crossbeam (11).

10. A vehicle, characterized in that, Includes the rear axle assembly as described in any one of claims 1-9.

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