Rear longitudinal beam structure, frame assembly and vehicle

Abstract

This application provides a rear longitudinal beam structure, a frame assembly, and a vehicle, relating to the field of vehicle technology. The rear longitudinal beam structure includes: an upper rear longitudinal beam plate; a lower rear longitudinal beam plate fixedly connected to the upper rear longitudinal beam plate, the lower and upper plates forming an accommodating space; a reinforcing plate disposed within the accommodating space and fixedly connected to the inner wall of the lower rear longitudinal beam plate, dividing the accommodating space into a first chamber and a second chamber; a nut assembly including a bracket and a nut body, the bracket being detachably mounted on the reinforcing plate, the bracket having a slot, and the nut body fixed within the slot; and a spacer sleeve disposed between the lower rear longitudinal beam plate and the reinforcing plate, forming a spacer support between them, one end of the spacer sleeve being fixedly connected to the reinforcing plate, and the other end abutting against the lower rear longitudinal beam plate. The rear longitudinal beam structure provided in this application enables the rear suspension mounting points to possess excellent durability, safety, and maintainability under both normal and extreme operating conditions.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a rear longitudinal beam structure, a frame assembly, and a vehicle. Background Technology

[0002] The rear suspension system of a car is a key load-bearing structure that connects the wheels to the body. Its mounting points are usually located on the rear longitudinal beams to rigidly connect the suspension components to the body.

[0003] During vehicle operation, the mounting point must continuously withstand complex dynamic loads such as impacts, vibrations, and bending moments from the road surface. Its structural strength, durability, and maintainability are directly related to the vehicle's driving safety, comfort, and total life cycle cost.

[0004] However, the durability of the rear suspension mounting points in related technologies is insufficient, and they are prone to local crushing under extreme impact loads, affecting the structural safety and durability of the suspension system. Summary of the Invention

[0005] In view of the above problems, this application provides a rear longitudinal beam structure, a frame assembly, and a vehicle to solve the problem of insufficient durability of the rear suspension mounting points in related technologies, which are prone to local crushing under extreme impact loads.

[0006] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0007] A first aspect of this application provides a rear longitudinal beam structure, including:

[0008] Rear longitudinal beam upper plate;

[0009] The lower plate of the rear longitudinal beam is fixedly connected to the upper plate of the rear longitudinal beam, and the lower plate of the rear longitudinal beam and the upper plate of the rear longitudinal beam enclose and form an accommodating space.

[0010] A reinforcing plate is installed in the receiving space and is fixedly connected to the inner wall of the lower plate of the rear longitudinal beam to divide the receiving space into a first chamber and a second chamber.

[0011] A nut assembly, comprising a bracket and a nut body, wherein the bracket is detachably mounted on a reinforcing plate and has a slot in which the nut body is fixed;

[0012] A spacer sleeve is installed between the lower plate of the rear longitudinal beam and the reinforcing plate to form a spacer support between them. One end of the spacer sleeve is fixedly connected to the reinforcing plate, and the other end abuts against the lower plate of the rear longitudinal beam.

[0013] In one possible implementation, the lower plate of the rear longitudinal beam includes a first folded edge and a second folded edge and a third folded edge disposed on both sides of the first folded edge along its own width direction; the first folded edge, the second folded edge and the third folded edge together with the upper plate of the rear longitudinal beam to form an accommodating space;

[0014] The reinforcing plate includes a first connecting edge and a second connecting edge and a third connecting edge disposed on both sides of the first connecting edge along its own width direction; the second connecting edge is welded to the second folded edge, and the third connecting edge is welded to the third folded edge;

[0015] The first connecting edge is positioned opposite and spaced apart from the first folded edge and the upper plate of the rear longitudinal beam on both sides along its own thickness direction, and divides the accommodating space into a first chamber and a second chamber.

[0016] In one possible implementation, the lower plate of the rear longitudinal beam further includes a first flange and a second flange. The first flange is formed by folding the second flange outward from the side away from the first flange, and the second flange is formed by folding the third flange outward from the side away from the first flange. Both the first flange and the second flange are welded to the upper plate of the rear longitudinal beam.

[0017] In one possible implementation, the spacer sleeve is supported between the first connecting edge and the first folded edge;

[0018] A first through hole is provided on the first folded edge; a second through hole is provided on the first connecting edge; the spacer sleeve has a third through hole that extends through its own axis; the first through hole, the second through hole and the third through hole are coaxially provided with the nut body, and are used for the fasteners of the rear suspension to pass through and be threadedly connected to the nut body;

[0019] The spacer sleeve has a first end face and a second end face at both axial ends; the end of the spacer sleeve closest to the first end face is fixedly connected to the first connecting edge, and the second end face is in surface contact with the first folded edge.

[0020] In one possible implementation, at least three first protrusions are provided on the side of the first connecting edge facing the first folded edge. The at least three first protrusions are arranged circumferentially relative to the outer periphery of the spacer sleeve. The first protrusions are welded to the end of the spacer sleeve near the first end face to position the spacer sleeve and ensure the coaxiality of the spacer sleeve and the fasteners of the rear suspension.

[0021] In one possible implementation, the nut body is interference-fitted with the bracket and fixed in the slot.

[0022] In one possible implementation, the inner wall of the slot includes at least one first limiting surface, and the outer periphery of the nut body has at least one second limiting surface. The first limiting surface and the second limiting surface are in contact and engaged to restrict the circumferential rotation of the nut body relative to the bracket.

[0023] In one possible implementation, a second protrusion protruding toward the slot is provided on the first limiting surface. The second protrusion can contact the second limiting surface and undergo plastic deformation to lock the nut body when it is pressed into the slot.

[0024] In one possible implementation, the nut body is an external hexagonal nut, and the inner wall of the slot forms a hexagonal limiting surface structure that matches the outer contour shape of the nut body. Each limiting surface is provided with a second protrusion, which is used to plastically deform when the nut body is pressed into the slot to lock the nut body.

[0025] In one possible implementation, the bracket includes a snap-fit ​​base and a plurality of snap claws disposed on the outer peripheral wall of the snap-fit ​​base; a snap-fit ​​groove is formed on the snap-fit ​​base;

[0026] The first connecting edge is also provided with multiple mounting holes opposite to the claws. The claws engage in the mounting holes to position the nut assembly on the reinforcing plate.

[0027] In one possible implementation, the claw includes a connecting arm and two laps disposed on both sides of the connecting arm. The two laps are angled to the connecting arm in their natural state, and the two laps can retract to fit or tend to fit the connecting arm when compressed by an external force.

[0028] When the claw passes through the mounting hole, the two overlapping edges contract under the pressure of the inner wall of the mounting hole to pass through the mounting hole;

[0029] After the two overlapping edges pass through the mounting holes, they return to their natural state under their own elastic restoring force and abut against the first connecting edge, thus achieving the engagement of the claw and the reinforcing plate.

[0030] In one possible implementation, the bracket further includes a support arm disposed on the outer peripheral wall of the latch seat and located between two adjacent latches;

[0031] When the claw and the reinforcing plate are engaged, the first connecting edge abuts against the overlap and the locking seat on both sides along its own thickness direction, and the support arm abuts against the side of the first connecting edge away from the overlap along its own thickness direction.

[0032] In one possible implementation, the mounting hole is a strip-shaped hole, and the minor axis of the mounting hole extends radially along the nut body, while the major axis of the mounting hole is perpendicular to the minor axis of the mounting hole.

[0033] The outer peripheral wall of the connecting arm has a protruding limiting part that matches the shape of the mounting hole. The limiting part can move along the long axis of the mounting hole and can limit the radial displacement of the nut body when the claw is engaged with the reinforcing plate.

[0034] A second aspect of the embodiments of the present application provides a frame assembly, comprising a rear suspension and the rear side member structure as described above; the rear suspension comprises a fastener, which is in threaded connection with a nut body.

[0035] A third aspect of the embodiments of the present application provides a vehicle, comprising the frame assembly as described above.

[0036] In the rear side member structure provided by the embodiments of the present application, a reinforcing plate is fixedly arranged in the accommodating space enclosed by the upper rear side member plate and the lower rear side member plate, so that the accommodating space is divided into a first chamber and a second chamber, thereby forming a double-layer structure with a "日"-shaped cross section, which improves the structural stiffness and impact resistance of the rear suspension mounting point, and overcomes the defect that the traditional "mouth"-shaped structure is prone to local crushing under extreme loads; at the same time, the distance sleeve is supported between the lower rear side member plate and the reinforcing plate to form a rigid spaced support, so that extreme impact force can be directly transmitted to the lower rear side member plate, effectively preventing the reinforcing plate from being crushed under severe working conditions, and further ensuring the structural safety margin of the mounting point; in addition, the detachable nut assembly fixes the nut body through the clamping groove on the bracket, and with the load sharing effect of the distance sleeve, the bracket only bears bolt pre-tightening force and conventional vibration load under normal working conditions, which not only gives play to the advantages of light weight and vibration reduction, but also avoids crushing damage caused by direct extreme impact on the bracket, and the nut assembly can be independently disassembled and replaced, so that the entire rear side member does not need to be replaced even if damage such as thread slipping occurs, which greatly reduces the maintenance cost. In the above rear side member structure, the double-layer structure with "日"-shaped cross section, the detachable nut assembly and the distance sleeve cooperate with each other: the double-layer structure with "日"-shaped cross section can provide a high-stiffness mounting base, the distance sleeve makes up for the insufficient support of the reinforcing plate under extreme loads, and the detachable nut assembly maintains reliable connection and takes into account maintenance economy with the protection effect of the distance sleeve, so that the rear suspension mounting point has excellent durability, safety and maintainability under both normal working conditions and extreme working conditions.

[0037] In addition to the technical problems solved by the embodiments of the present application described above, the technical features constituting the technical solutions, and the beneficial effects brought by the technical features of these technical solutions, other technical problems that can be solved by the rear side member structure, frame assembly and vehicle provided by the embodiments of the present application, other technical features included in the technical solutions, and the beneficial effects brought by these technical features will be further described in detail in the detailed description. Brief Description of the Drawings

[0038] To more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings required in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present application, and for those of ordinary skill in the art, other drawings can also be obtained based on these drawings without any creative effort.

[0039] Figure 1 This is a bottom view of the rear longitudinal beam structure provided in an embodiment of this application;

[0040] Figure 2 for Figure 1 Isometric sectional view of section AA in the middle;

[0041] Figure 3 for Figure 2 The isometric sectional view of the spacer sleeve shown in the figure;

[0042] Figure 4 for Figure 1 An exploded view of the rear longitudinal beam structure shown in the figure;

[0043] Figure 5 A perspective view of the first assembly consisting of a reinforcing plate and a spacer sleeve provided in an embodiment of this application;

[0044] Figure 6 for Figure 5 A magnified view of a portion of point B in the middle;

[0045] Figure 7 for Figure 5 A bottom view of the first assembly shown;

[0046] Figure 8 for Figure 7 A magnified view of a portion of point C in the middle;

[0047] Figure 9 for Figure 5 A perspective view of the second assembly formed by the first assembly shown and the lower plate of the rear longitudinal beam;

[0048] Figure 10 for Figure 9 A magnified view of a portion of point D in the middle;

[0049] Figure 11 A perspective view of the third assembly consisting of the bracket and the nut body provided in the embodiments of this application;

[0050] Figure 12 for Figure 11 A perspective view of the bracket shown;

[0051] Figure 13 for Figure 12 A magnified view of a portion of point E in the middle;

[0052] Figure 14 for Figure 11 A perspective view of the nut body shown;

[0053] Figure 15 for Figure 9 The second assembly shown is with Figure 11 A perspective view of the fourth assembly formed by the third assembly shown;

[0054] Figure 16 for Figure 15 A magnified view of a portion of point F in the middle;

[0055] Figure 17 for Figure 15 A perspective view of the nut assembly and reinforcing plate assembled as shown in the figure;

[0056] Figure 18 for Figure 17 A magnified view of a portion of point G in the middle.

[0057] Explanation of reference numerals in the attached figures:

[0058] 10. Rear longitudinal beam upper plate;

[0059] 20. Lower plate of rear longitudinal beam; 201. Accommodation space; 2011. First chamber; 2012. Second chamber; 21. First folded edge; 2101. First through hole; 22. Second folded edge; 23. Third folded edge; 24. First flange; 25. Second flange;

[0060] 30. Reinforcing plate; 31. First connecting edge; 3101. Second through hole; 3102. First protrusion; 3103. Mounting hole; 32. Second connecting edge; 33. Third connecting edge;

[0061] 40. Nut assembly; 41. Bracket; 4101. Slot; 4102. First limiting surface; 4103. Second protrusion; 411. Snap-fit ​​seat; 412. Claw; 4121. Connecting arm; 4122. Overlap edge; 4123. Limiting part; 413. Support arm; 42. Nut body; 4201. Second limiting surface;

[0062] 50. Fixed-distance sleeve; 501. Third through hole; 502. First end face; 503. Second end face. Detailed Implementation

[0063] First, those skilled in the art should understand that these embodiments are merely for explaining the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0064] Secondly, it should be noted that, in the description of the embodiments of this application, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0065] As described in the background section, vehicles in the related art suffer from insufficient durability of the rear suspension mounting points, making them prone to localized crushing under extreme impact loads. The inventors have discovered that this problem arises because: First, the rear longitudinal beams of vehicles in the related art typically employ a U-shaped cross-section, resulting in limited stiffness and impact energy absorption capacity, making them susceptible to localized crushing under extreme impacts, leading to mounting point failure. Second, the rear suspension mounting points typically employ a welded nut structure, where a support plate is welded onto the rear longitudinal beam, and a metal sleeve nut is embedded into the support plate and fixed by arc welding. Finally, the suspension assembly is connected to the nut using bolts. This welding process is prone to defects such as porosity and slag inclusions, leading to a decrease in structural strength; moreover, the welded joint between the nut and the support plate is susceptible to fatigue fracture under long-term dynamic loads.

[0066] To address the aforementioned technical problems, this application provides a rear longitudinal beam structure, a frame assembly, and a vehicle. The rear longitudinal beam structure includes: a rear longitudinal beam upper plate; a rear longitudinal beam lower plate, fixedly connected to the rear longitudinal beam upper plate, the lower plate and the upper plate forming an accommodating space; a reinforcing plate, disposed within the accommodating space and fixedly connected to the inner wall of the rear longitudinal beam lower plate, to divide the accommodating space into a first chamber and a second chamber; a nut assembly, including a bracket and a nut body, the bracket being detachably mounted on the reinforcing plate, the bracket having a slot, the nut body being fixed within the slot; and a spacer sleeve, disposed between the rear longitudinal beam lower plate and the reinforcing plate, for forming a spacer support between the rear longitudinal beam lower plate and the reinforcing plate, one end of the spacer sleeve being fixedly connected to the reinforcing plate, and the other end abutting against the rear longitudinal beam lower plate.

[0067] In the rear side member structure provided by the embodiments of the present application, a reinforcing plate is fixedly arranged in the accommodating space enclosed by the upper rear side member plate and the lower rear side member plate, so that the accommodating space is divided into a first chamber and a second chamber, thereby forming a double-layer structure with a "日"-shaped cross-section, which improves the structural stiffness and impact resistance of the rear suspension mounting point, and overcomes the defect that the traditional "口"-shaped structure is prone to local crushing under extreme loads; at the same time, the distance sleeve is supported between the lower rear side member plate and the reinforcing plate to form a rigid interval support, so that extreme impact force can be directly transmitted to the lower rear side member plate, effectively preventing the reinforcing plate from being crushed under severe working conditions, and further ensuring the structural safety margin of the mounting point; in addition, the detachable nut assembly fixes the nut body through the clamping groove on the bracket, and with the load sharing effect of the distance sleeve, the bracket only bears bolt pre-tightening force and conventional vibration load under normal working conditions, which not only gives play to the advantages of light weight and vibration reduction, but also avoids the crushing damage caused by direct extreme impact on the bracket, and the nut assembly can be independently disassembled and replaced, so that even if damage such as thread slipping occurs, the entire rear side member does not need to be replaced, which greatly reduces the maintenance cost. In the above rear side member structure, the double-layer structure with a "日"-shaped cross-section, the detachable nut assembly and the distance sleeve cooperate with each other. The double-layer structure with a "日"-shaped cross-section can provide a high-stiffness mounting base, the distance sleeve makes up for the insufficient support of the reinforcing plate under extreme loads, and the detachable nut assembly maintains reliable connection and takes into account maintenance economy with the protection effect of the distance sleeve, so that the rear suspension mounting point has excellent durability, safety and maintainability under both normal working conditions and extreme working conditions.

[0068] In order to make the above objects, features and advantages of the embodiments of the present application more obvious and easy to understand, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of them. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present application.

[0069] Please refer to Figures 1-18 , a first aspect of the embodiments of the present application provides a rear side member structure, including:

[0070] Upper rear side member plate 10;

[0071] Lower rear side member plate 20, fixedly connected to the upper rear side member plate 10, the lower rear side member plate 20 and the upper rear side member plate 10 enclose to form an accommodating space 201;

[0072] Reinforcing plate 30, arranged in the accommodating space 201 and fixedly connected to the inner wall of the lower rear side member plate 20, so as to divide the accommodating space 201 into a first chamber 2011 and a second chamber 2012;

[0073] The nut assembly 40 includes a bracket 41 and a nut body 42. The bracket 41 is detachably mounted on the reinforcing plate 30. The bracket 41 has a slot 4101, and the nut body 42 is fixed in the slot 4101.

[0074] A spacer sleeve 50 is disposed between the lower plate 20 of the rear longitudinal beam and the reinforcing plate 30 to form a spacer support between the lower plate 20 of the rear longitudinal beam and the reinforcing plate 30. One end of the spacer sleeve 50 is fixedly connected to the reinforcing plate 30, and the other end abuts against the lower plate 20 of the rear longitudinal beam.

[0075] In this embodiment of the application, please refer to Figure 1 and Figure 2 As shown, the upper rear longitudinal beam plate 10 refers to the load-bearing plate that forms the upper outline of the rear longitudinal beam and is used to form the top boundary of the accommodating space 201. The upper rear longitudinal beam plate 10 and the lower rear longitudinal beam plate 20 together enclose the accommodating space 201 and bear the load transmitted from the vehicle body and suspension connection area. When arranged, it extends along the front-rear direction of the vehicle and can be fixedly connected to the lower rear longitudinal beam plate 20 by welding, riveting or gluing supplemented by welding.

[0076] In some embodiments, the upper plate 10 of the rear longitudinal beam can be formed by stamping high-strength steel plate, hot-formed steel plate or aluminum alloy plate to adapt to the strength and weight requirements of different vehicle platforms; its thickness and span are set according to the load conditions of the rear longitudinal beam and are matched with the spacing of the lower plate 20 of the rear longitudinal beam and the arrangement position of the reinforcing plate 30, so that the upper plate 10 of the rear longitudinal beam can bear the continuous stress of the entire beam under normal working conditions and provide an enclosure boundary for the internal reinforcing structure.

[0077] Please see Figure 1 and Figure 2 As shown, the lower rear longitudinal beam plate 20 refers to the load-bearing plate that forms the lower outline of the rear longitudinal beam and together with the upper rear longitudinal beam plate 10 to form the accommodating space 201. It is used as the mounting base for the reinforcing plate 30 and the spacer sleeve 50 and to transmit the load introduced by the suspension connection point to the lower part of the vehicle body. The inner wall of the lower rear longitudinal beam plate 20 is fixedly connected to the reinforcing plate 30 to ensure the relative position stability of the two.

[0078] In some embodiments, the lower plate 20 of the rear longitudinal beam can be made of high-strength steel plate, hot-formed steel plate or aluminum alloy plate stamped into an arc plate, folded plate or plate with reinforcing ribs to adapt to the chassis layout space and pressure resistance requirements; its plate thickness, curvature and reinforcing rib arrangement can be matched according to the force path of the rear longitudinal beam, and the internal space formed between it and the upper plate 10 of the rear longitudinal beam can accommodate the reinforcing plate 30, nut assembly 40 and spacer sleeve 50. At the same time, when under local pressure, the local force is dispersed to a larger range through cooperation with the spacer sleeve 50.

[0079] Please see Figure 2As shown, the reinforcing plate 30 refers to an internal load-bearing member disposed inside the accommodation space 201 and fixedly connected to the inner wall of the rear side member lower plate 20, which is configured to divide the accommodation space 201 into a first chamber 2011 and a second chamber 2012, and provide a mounting and force transition interface for the nut assembly 40. The reinforcing plate 30 is located at the inner side of the region corresponding to the rear suspension mounting point or in the adjacent region, so that the bolt locking load can be transmitted to the reinforcing plate 30 via the nut assembly 40 and further distributed to the rear side member lower plate 20.

[0080] In some embodiments, the reinforcing plate 30 may be made of a high-strength steel plate, a hot-formed steel plate or an aluminum alloy plate, and may also be replaced by a bent profile member, a stamping part with reinforcing flanges or a locally thickened composite plate, and may have a flat plate shape, an arch shape or a structure with local steps to adapt to the inner shape of the accommodation space 201; the thickness of the reinforcing plate 30 forms a cooperative load-bearing relationship with the rear side member lower plate 20, and forms a stable inner support frame by being fixedly connected with the rear side member lower plate 20, so that the first chamber 2011 and the second chamber 2012 are structurally partitioned, and thus the entire cross section of the rear side member structure forms a "double-square" shaped structure.

[0081] Please refer to Figure 2 As shown, the nut assembly 40 refers to a detachable fastener bearing unit mounted on the reinforcing plate 30, which includes a bracket 41 and a nut body 42 fixed in the clamping groove 4101 of the bracket 41, and is configured to provide a replaceable threaded connection interface for the rear suspension connecting bolt. The bracket 41 is mounted on the reinforcing plate 30 in a detachable manner, so that the nut can be replaced independently when damaged without replacing the entire side member assembly.

[0082] In some embodiments, the bracket 41 may be made of engineering plastic, reinforced plastic or a thin-walled metal bracket, and other bracket forms suitable for detachable mounting may also be adopted, while the nut body 42 may be a common steel nut, a coated nut or a lock nut; the nut body 42 and the clamping groove 4101 can be limited by a fit fixing manner, and the outer dimension of the bracket 41 matches the mounting region on the reinforcing plate 30, so as to ensure that the bolt can form a stable locking connection with the rear suspension mounting part after being inserted.

[0083] Please refer to Figure 2 As shown, the distance sleeve 50 refers to a support member disposed between the rear side member lower plate 20 and the reinforcing plate 30, which is configured to form a set distance between the rear side member lower plate 20 and the reinforcing plate 30 and provide a support path when under pressure. One end of the distance sleeve 50 is fixedly connected to the reinforcing plate 30, and the other end abuts against the rear side member lower plate 20, so as to establish a pressure-bearing support relationship between the reinforcing plate 30 and the rear side member lower plate 20, thereby limiting excessive local deformation of the rear side member structure after being pressurized.

[0084] In some embodiments, the distance-setting sleeve 50 may adopt a sleeve structure suitable for bearing connection loads, and its shape can be set according to assembly requirements to facilitate assembly positioning and force transmission; the length of the distance-setting sleeve 50 is adapted to the inter-plate distance between the rear side member lower plate 20 and the reinforcing plate 30, so as to form a surface contact or approximate surface contact state, so that it performs spacing and supporting functions under normal loads and impact loads, and jointly stabilizes the force-bearing geometric relationship inside the rear side member together with the reinforcing plate 30.

[0085] In the rear side member structure provided by the embodiments of the present application, the reinforcing plate 30 is fixedly arranged in the accommodation space 201 enclosed by the rear side member upper plate 10 and the rear side member lower plate 20, so that the accommodation space 201 is divided into a first chamber 2011 and a second chamber 2012, thereby forming a double-layer structure with a "day"-shaped cross-section, which improves the structural stiffness and impact resistance of the rear suspension mounting point, and overcomes the defect that the traditional "mouth"-shaped structure is prone to local crushing under extreme loads; at the same time, the distance-setting sleeve 50 is supported between the rear side member lower plate 20 and the reinforcing plate 30 to form a rigid spacing support, so that extreme impact force can be directly transmitted to the rear side member lower plate 20, effectively preventing the reinforcing plate 30 from being crushed under severe working conditions, and further ensuring the structural safety margin of the mounting point; in addition, the detachable nut assembly 40 fixes the nut body 42 through the clamping groove 4101 on the bracket 41, and by virtue of the load sharing effect of the distance-setting sleeve 50, the bracket 41 only bears the bolt pre-tightening force and conventional vibration loads under normal working conditions, which not only gives play to the advantages of light weight and vibration reduction, but also avoids crushing damage caused by direct extreme impact on the bracket 41, and the nut assembly 40 can be independently disassembled and replaced, so that the entire rear side member does not need to be replaced even if damage such as thread slipping occurs, which greatly reduces the maintenance cost. In the above rear side member structure, the double-layer structure with a "day"-shaped cross-section, the detachable nut assembly 40 and the distance-setting sleeve 50 cooperate with each other: the double-layer structure with a "day"-shaped cross-section can provide a high-stiffness mounting base, the distance-setting sleeve 50 makes up for the insufficient support of the reinforcing plate 30 under extreme loads, and the detachable nut assembly 40 maintains reliable connection and takes into account maintenance economy by virtue of the protective effect of the distance-setting sleeve 50, so that the rear suspension mounting point has excellent durability, safety and maintainability under both normal working conditions and extreme working conditions.

[0086] On the basis of the foregoing embodiments, further, please refer to Figure 2 as shown, the rear side member lower plate 20 includes a first folded edge 21, and a second folded edge 22 and a third folded edge 23 disposed on both sides of the first folded edge 21 along its own width direction; the first folded edge 21, the second folded edge 22 and the third folded edge 23 together enclose with the rear side member upper plate 10 to form the accommodation space 201;

[0087] The reinforcing plate 30 includes a first connecting edge 31, and a second connecting edge 32 and a third connecting edge 33 disposed on both sides of the first connecting edge 31 along its own width direction; the second connecting edge 32 is welded to the second folded edge 22, and the third connecting edge 33 is welded to the third folded edge 23;

[0088] Both sides of the first connecting edge 31 along its own thickness direction are respectively arranged opposite to and spaced apart from the first folded edge 21 and the rear side member upper plate 10, and divide the accommodation space 201 into a first chamber 2011 and a second chamber 2012.

[0089] In the embodiment of the present application, please refer to Figure 2 as shown in the figure, the rear side member lower plate 20 is a plate member for forming a partial cross-section of the vehicle body rear side member, which can form the first folded edge 21, the second folded edge 22 and the third folded edge 23 by bending the edge of the plate material, so as to jointly enclose a closed or semi-closed accommodation space 201 with the rear side member upper plate 10. The main function of the rear side member lower plate 20 is to provide a bearing base for the rear suspension mounting point, and improve the bending stiffness, torsional stability and crush resistance of the local cross-section by means of multiple folded edges, so that the accommodation space 201 maintains structural integrity when subjected to bolt pre-tightening force and vehicle driving loads. The first folded edge 21 is located in the middle of the rear side member lower plate 20 or in the area close to the force-bearing center, the second folded edge 22 and the third folded edge 23 are respectively located on both sides of the first folded edge 21 along its width direction, and form a spatial enclosing relationship with the rear side member upper plate 10, thereby providing internal accommodation conditions for the arrangement of the reinforcing plate 30 and the installation of the nut assembly 40 and the distance sleeve 50.

[0090] The reinforcing plate 30 is a local reinforcing member disposed inside the accommodation space 201, which includes a first connecting edge 31, a second connecting edge 32 and a third connecting edge 33, and is fixed to the inner side of the rear side member lower plate 20 by welding the second connecting edge 32 to the second folded edge 22 and welding the third connecting edge 33 to the third folded edge 23, thereby forming a load-bearing structure that bears force in cooperation with the rear side member lower plate 20. The function of the reinforcing plate 30 is to split and diffuse the load in the rear suspension mounting area, so that the concentrated load from the nut assembly 40 and the bolt connection can be transmitted to the rear side member lower plate 20 and the rear side member upper plate 10 via the reinforcing plate 30, and the accommodation space 201 is divided to form the first chamber 2011 and the second chamber 2012, thereby forming a double-layer structure with a "ri"-shaped cross-section, so as to improve the deformation mode after local compression and enhance the fatigue resistance. The first connecting edge 31 is located in the middle of the reinforcing plate 30 or at a position close to the mounting force-bearing center, and the second connecting edge 32 and the third connecting edge 33 are respectively correspondingly disposed on both sides of the first connecting edge 31 along its own width direction, and their bending directions are adapted to the corresponding folded edges of the rear side member lower plate 20, so as to form a stable boundary support after welding.

[0091] In one possible embodiment, the thickness of the reinforcing plate 30 can be set to be slightly greater than or equal to the thickness of the lower plate 20 of the rear longitudinal beam, depending on the load level, in order to improve local stiffness without excessively increasing the overall vehicle weight. The widths of the second connecting edge 32 and the third connecting edge 33 need to meet the requirements for welding overlap and tooling positioning. The interval between the first connecting edge 31 and the upper plate 10 of the rear longitudinal beam and the first folded edge 21 needs to ensure the cavity separation effect and internal assembly space, and should be less than the total height of the rear longitudinal beam section to avoid weakening the overall section closure.

[0092] When the load from the rear suspension is applied to the nut assembly 40 via bolts and further transferred to the reinforcing plate 30, the reinforcing plate 30 can diffuse the load to both sides through the welded boundary formed by the second connecting edge 32 and the third connecting edge 33. A double-chamber support path is formed by the relatively spaced arrangement of the first connecting edge 31, the upper plate of the rear longitudinal beam 10, and the first folded edge 21, transforming the stress state within the accommodating space 201 from a single concentrated load-bearing state to a multi-path distribution. Since the first connecting edge 31 maintains a relative distance from the first folded edge 21 and the upper plate of the rear longitudinal beam 10 in the thickness direction, the first chamber 2011 and the second chamber 2012 can provide local buffering and deformation release space respectively under external loads, reducing stress concentration at the welded edges and creating an approximately double-layer or H-shaped cross-section effect between the lower plate of the rear longitudinal beam 20 and the reinforcing plate 30, thereby improving local bending stiffness, crush resistance, and load diversion capacity. Therefore, the above structure can maintain a relatively stable geometric shape and load transmission path under frequent suspension vibration and impact conditions, reduce the probability of fatigue damage in the welded area, and help maintain the connection reliability and durability stability of the rear suspension mounting point.

[0093] In one possible implementation, please see Figure 2 As shown, the lower plate 20 of the rear longitudinal beam also includes a first flange 24 and a second flange 25. The first flange 24 is formed by folding the second flange 22 outward from the side away from the first flange 21, and the second flange 25 is formed by folding the third flange 23 outward from the side away from the first flange 21. Both the first flange 24 and the second flange 25 are welded to the upper plate 10 of the rear longitudinal beam.

[0094] In this embodiment, the first flange 24 and the second flange 25 are respectively the outwardly extended connecting portions formed on both sides of the lower rear longitudinal beam plate 20. These portions are used to establish an additional welding interface between the lower rear longitudinal beam plate 20 and the upper rear longitudinal beam plate 10, dispersing the stress originally concentrated at the flange connection to a larger joint area. This improves the connection stability between the lower rear longitudinal beam plate 20 and the upper rear longitudinal beam plate 10, as well as the overall torsional stiffness and local compressive strength of the beam. The first flange 24 is located on the side of the second flange 22 away from the first flange 21, and the second flange 25 is located on the side of the third flange 23 away from the first flange 21. Both extend along the length of the rear longitudinal beam and are welded to the corresponding areas of the upper rear longitudinal beam plate 10, forming a continuous structural constraint relationship between the lower rear longitudinal beam plate 20 and the upper rear longitudinal beam plate 10 at the edge of the accommodating space 201. Therefore, the first flange 24 and the second flange 25 can deform collaboratively with the beam during vehicle operation without relative movement, thereby reducing stress concentration at the connection edge.

[0095] In one possible embodiment, the first flange 24 and the second flange 25 can be straight flanges, arc-shaped flanges with rounded corners, or locally thickened flange structures. The first flange 24 and the second flange 25 can be obtained by stamping flanges, bending flanges, progressive forming, etc., or they can be formed in one step on precast plates using molds to ensure dimensional consistency. The length of the flange matches the effective welding length of the upper plate 10 of the rear longitudinal beam, and the flange height should meet the requirements of weld arrangement and assembly gap. The lengths of the first flange 24 and the second flange 25 can be the same, or they can be asymmetrically set according to the load distribution and arrangement space to provide targeted reinforcement for different stress areas. It should be understood that the above examples are only illustrative and not limiting.

[0096] After the upper rear longitudinal beam plate 10 and the lower rear longitudinal beam plate 20 are assembled and the flanged area is welded, the first flange 24 and the second flange 25 together with the upper rear longitudinal beam plate 10 form a wider connecting band. This allows the outwardly folded portion of the lower rear longitudinal beam plate 20 to not only serve a positioning function but also participate in the transfer of weld load. During vehicle operation, vertical loads, torsional loads, and impact loads from the suspension mounting points will diffuse through the rear longitudinal beam structure to the flanged welding area, thereby reducing the local stress peak at a single flanged area. At the same time, since the first flange 24 and the second flange 25 are reliably fixed to the upper rear longitudinal beam plate 10, the lower rear longitudinal beam plate 20 can rely on the first flange 24 and the second flange 25 on both sides to form additional support with the upper rear longitudinal beam plate 10 when under pressure, limiting local plate warping and edge crushing, thereby improving the overall rigidity and connection durability around the accommodating space 201. With this outward welding structure, the force flow path between the upper plate 10 and the lower plate 20 of the rear longitudinal beam is smoother, the welding boundary is expanded, the risk of connection failure is reduced accordingly, and it is conducive to maintaining the structural dimensional stability and load-bearing consistency of the rear longitudinal beam under long-term vibration conditions.

[0097] Based on the foregoing embodiments, please further refer to... Figure 2 As shown, the fixed-distance sleeve 50 is supported between the first connecting edge 31 and the first folded edge 21;

[0098] A first through hole 2101 is provided on the first folded edge 21; a second through hole 3101 is provided on the first connecting edge 31; please refer to Figure 3 As shown, the spacer sleeve 50 has a third through hole 501 that extends through its own axis; the first through hole 2101, the second through hole 3101 and the third through hole 501 are coaxially arranged with the nut body 42 and are used for the fasteners of the rear suspension to pass through and be threadedly connected to the nut body 42.

[0099] The spacer sleeve 50 has a first end face 502 and a second end face 503 at both axial ends; the end of the spacer sleeve 50 near the first end face 502 is fixedly connected to the first connecting edge 31, and the second end face 503 is in surface contact with the first folded edge 21.

[0100] In this embodiment, the spacer sleeve 50 is a cylindrical support member used to form a stable interval support between the lower plate 20 of the rear longitudinal beam and the reinforcing plate 30. Its position is between the first connecting edge 31 and the first folded edge 21, and it is aligned with the axes of the first through hole 2101, the second through hole 3101, and the nut body 42, thus forming a through assembly channel for the rear suspension fasteners. The spacer sleeve 50 provides axial limiting and pre-tightening support when the fasteners are tightened, and when the vehicle is subjected to impact loads or extreme compressive loads, it transfers part of the axial pressure from the reinforcing plate 30 to the lower plate 20 of the rear longitudinal beam, reducing the risk of localized deformation of the reinforcing plate 30 and failure around the nut body 42. Because the spacer sleeve 50 is fixedly connected to the first connecting edge 31 and the second end face 503 forms surface contact with the first folded edge 21, a relatively stable force path can be formed after assembly, allowing the bolt tightening force to be transmitted axially to both ends of the sleeve, with the sleeve body bearing the interval holding function.

[0101] In one possible embodiment, the spacer sleeve 50 can be connected to the first connecting edge 31 by welding, riveting, press-fitting, or other fixing methods during the pre-assembly stage, so that its axial position does not shift during the subsequent final assembly process. When the fasteners of the rear suspension pass through the first through hole 2101, the third through hole 501, and the second through hole 3101 and engage with the nut body 42 by threads, the clamping force of the fasteners acts on the nut body 42 and is transmitted to the spacer sleeve 50 via the first connecting edge 31. Then, the second end face 503 of the spacer sleeve 50 evenly distributes the load onto the first folded edge 21. Since the first end face 502 is fixedly connected to the first connecting edge 31, and the second end face 503 forms a surface contact with the first folded edge 21, the spacer sleeve 50 body mainly bears axial compression and slight elastic deformation during the loading process, without causing obvious local crushing or shear concentration of the first connecting edge 31 or the first folded edge 21. Therefore, this structure can form a clear interval limit and a stable load transmission path at the rear suspension connection point, so that the preload of the fasteners remains more uniform, reducing the occurrence of loose threads, misalignment of bracket 41 or unbalanced force on nut body 42 caused by local indentation, thereby improving the connection reliability and durability stability of the rear longitudinal beam structure under long-term vibration and impact conditions.

[0102] Based on the foregoing embodiments, please further refer to... Figure 6 and Figure 8 As shown, at least three first protrusions 3102 are provided on the side of the first connecting edge 31 facing the first folded edge 21. The at least three first protrusions 3102 are arranged circumferentially relative to the outer periphery of the spacer sleeve 50. The first protrusions 3102 are welded to the end of the spacer sleeve 50 near the first end face 502 to position the spacer sleeve 50 and ensure the coaxiality of the spacer sleeve 50 and the fasteners of the rear suspension.

[0103] In this embodiment, the first protrusion 3102 is a locally protruding positioning structure formed on the surface of the first connecting edge 31, used to provide circumferential limiting and welding reference during the assembly of the spacer sleeve 50. The first protrusion 3102 is disposed on the side of the first connecting edge 31 facing the first folded edge 21 and is distributed circumferentially around the outer periphery of the spacer sleeve 50, so that the spacer sleeve 50 can be constrained by multiple discrete contact points simultaneously during axial pressing or positioning, thereby suppressing its sway, eccentricity and tilt during the installation process. Since the rear suspension fasteners need to pass through the first through hole 2101, the second through hole 3101, and the third through hole 501 in sequence and be threaded to the nut body 42, the consistency between the axis of the spacer sleeve 50 and the axis of each through hole directly affects the smoothness of fastener insertion and the consistency of connection force. The first protrusion 3102, by welding to the end of the spacer sleeve 50 near the first end face 502, can form a reliable circumferential positioning point after the welding has solidified, thereby ensuring the coaxiality of the spacer sleeve 50 and the rear suspension fasteners. The first protrusion 3102 and the first connecting edge 31 can be integrally stamped or formed as a local protrusion in subsequent processing. Its position is near the outer circumference of the spacer sleeve 50 and forms a point-like, line-like, or local surface-like welded contact with the end of the sleeve.

[0104] In one possible embodiment, the first protrusion 3102 can be in the shape of a dot, a strip, a hemisphere, or a frustum to adapt to different welding processes and spatial arrangement requirements. Its material is the same as the first connecting edge 31, preferably a weldable metal material, such as low-carbon steel, high-strength steel, galvanized steel sheet, aluminum alloy, or other metal materials suitable for vehicle body structural connections. If stamping is used, the first protrusion 3102 can be formed by partial molding, stretching, stamping, or bulging to obtain sufficient positioning height without significantly increasing the material thickness. If welding is used, the first protrusion 3102 can also be formed by additional weld points, weld overlays, or prefabricated small protrusions. At least three first protrusions 3102 are arranged evenly or approximately evenly at 120-degree intervals along the outer periphery of the spacer sleeve 50. Alternatively, a non-uniform distribution can be used depending on the structural avoidance requirements between the first connecting edge 31 and the first folded edge 21, but multi-point constraints on the spacer sleeve 50 should still be ensured. It should be understood that the above examples are merely illustrative and not limiting.

[0105] During assembly, the spacer sleeve 50 is positioned between the first connecting edge 31 and the first folded edge 21, and enters the designated assembly position under the circumferential restraint of multiple first protrusions 3102. Subsequently, it is welded to the first protrusion 3102 at one end near the first end face 502, so that the sleeve axis is coaxial with the first through hole 2101, the second through hole 3101, and the third through hole 501. When the rear suspension fastener passes through the aforementioned through hole and screws into the nut body 42, the axial clamping force applied by the fastener is transmitted to the first connecting edge 31 and the first folded edge 21 via the spacer sleeve 50. The multiple first protrusions 3102 provide positioning constraints in the early stage of assembly, and together with the welded connection during service, they suppress the rotation, displacement, or loosening of the spacer sleeve 50, thereby keeping the force path in the connection area stable and reducing the risk of hole wear. Because the spacer sleeve 50 can stably maintain its coaxial relationship with the rear suspension fasteners after welding and positioning, the fasteners can still maintain good insertion accuracy and stress consistency under repeated vibration, impact and alternating loads, thereby improving the assembly reliability, connection durability and positioning repeatability of the rear longitudinal beam structure. Therefore, by using at least three circumferentially distributed first protrusions 3102 to constrain and position the spacer sleeve 50 at multiple points, assembly errors can be effectively reduced and coaxiality control capability can be improved, thereby enhancing the stability and manufacturability of the rear suspension mounting point.

[0106] In one possible implementation, the nut body 42 is interference-fitted with the bracket 41 and fixed in the slot 4101.

[0107] In this embodiment, the interference fit between the nut body 42 and the bracket 41 means that a predetermined interference amount is formed between the radial outer surface of the nut body 42 and the inner wall of the groove 4101 of the bracket 41. After pressing, the nut body 42 is fixed by the spring force after deformation, the contact friction force, and the circumferential and axial structural limits of the groove 4101. The nut body 42 is a metal internal threaded part for threaded connection with the rear suspension fastener, and the bracket 41 is the mounting base that supports and positions the nut body 42. The function of this structure is to ensure that the nut body 42 does not rotate circumferentially, move axially, or loosen radially relative to the bracket 41 when subjected to fastener tightening torque, axial tension, and vibration load during vehicle operation, thereby ensuring the stability and repeatability of the rear suspension connection interface. The nut body 42 is located inside the slot 4101 formed by the bracket 41. The slot 4101 surrounds and accommodates the outer periphery of the nut body 42. After the nut body 42 is installed in place by pressing it into the slot 4101 axially, its outer circle is clamped and positioned by the inner wall of the slot 4101. During the assembly process, the local side wall of the bracket 41 can produce a slight elastic opening. After the assembly is completed, it returns to its original shape and continuously clamps the nut body 42. If necessary, it can also be combined with the chamfer transition, anti-reverse step or local pressing edge structure in the slot 4101 to limit the nut body 42 in both the axial and circumferential directions.

[0108] In one possible embodiment, the outer periphery of the nut body 42 can be hexagonal or a polygonal structure with anti-rotation edges. The slot 4101 can be a matching hexagonal slot or a non-circular slot with a limiting shoulder. The two can be fixed by methods such as cold pressing, hot fitting, ultrasonic pressing, injection molding of inserts, or mechanical snap-fitting. The outer diameter of the nut body 42 is slightly larger than the inner diameter or inscribed circle of the slot 4101 to create a small interference that meets the locking requirements. The interference can be designed to match the material stiffness, wall thickness, and assembly equipment capabilities, and controlled within a range that allows for stable pressing without causing significant cracks or permanent deformation. The axial length of the nut body 42, the depth of the slot 4101, and the partial coverage height of the bracket 41 should also maintain a matching relationship, ensuring that at least a portion of the height of the nut body 42 is surrounded by the slot 4101 after pressing, thereby improving pull-out resistance and rotation resistance. It should be understood that the above examples are merely illustrative and not limiting.

[0109] During assembly, when the fasteners of the rear suspension pass sequentially through the upper plate 10 of the rear longitudinal beam, the lower plate 20 of the rear longitudinal beam, the spacer sleeve 50, and the corresponding through holes of the bracket 41, and are screwed into the nut body 42, a stable threaded pair is formed between the fasteners and the nut body 42. The tightening torque is transmitted to the nut body 42 via the thread, and then to the bracket 41 via the interference fit interface, and then distributed by the bracket 41 to the reinforcing plate 30 and the rear longitudinal beam structure. Since the nut body 42 has formed a reliable constraint in the radial and circumferential directions after being pressed into the slot 4101, the nut body 42 is not likely to rotate or fall out relative to the bracket 41 under conditions of repeated fastener installation and removal, long-term vehicle vibration, and suspension load fluctuations, thus avoiding the failure problem caused by weld fatigue or local cracking of traditional welded nuts. Meanwhile, the surrounding fixation of the nut body 42 by the slot 4101 can maintain the stability of the threaded pair center position when the fastener is subjected to axial preload, making the load transmission path clearer, reducing off-center load and local stress concentration, and enabling the rear suspension mounting point to achieve higher assembly reliability while also having better maintenance convenience and more stable service durability. This improves the nut fixing strength and anti-loosening ability while ensuring the nut assembly 40 is removable and replaceable, and reduces the risk of connection failure caused by the instability of the nut relative to the bracket 41.

[0110] In one possible implementation, please see Figure 12 and Figure 13 As shown, the inner wall of the card slot 4101 includes at least one first limiting surface 4102. Please refer to [link / reference]. Figure 14 As shown, the outer periphery of the nut body 42 has at least one second limiting surface 4201, and the first limiting surface 4102 is in contact with the second limiting surface 4201 to restrict the circumferential rotation of the nut body 42 relative to the bracket 41.

[0111] In this embodiment, the first limiting surface 4102 and the second limiting surface 4201 constitute a mating surface for suppressing the rotation of the nut body 42. The first limiting surface 4102 is disposed on the inner wall of the slot 4101 of the bracket 41, and the second limiting surface 4201 is disposed on the outer periphery of the nut body 42. The contact between the two limits the rotation and form an anti-rotation structure. When the rear suspension fastener is screwed in and a tightening torque is applied to the nut body 42, the nut body 42 can transmit the torque to the bracket 41 through the surface contact force relationship with the inner wall of the slot 4101, thereby preventing the nut body 42 from rotating relative to the slot 4101, thus ensuring the locking stability and reliability of repeated assembly and disassembly during the threaded connection process.

[0112] In one possible embodiment, the first limiting surface 4102 and the second limiting surface 4201 can be respectively set as a plane, inclined surface, arc surface, or polygonal side surface. When the nut body 42 is a hexagonal nut, square nut, or irregular nut with planar edges, the second limiting surface 4201 can be set corresponding to its outer peripheral edge to obtain a larger contact area and a more stable force transmission path. In another possible embodiment, the first limiting surface 4102 can be formed by local pressing, punching, or machining of the inner wall of the slot 4101, and the second limiting surface 4201 can be obtained by direct forming or subsequent processing of the outer periphery of the nut body 42. In yet another possible embodiment, the contact length and contact height of the first limiting surface 4102 and the second limiting surface 4201 should be able to withstand the expected anti-rotation torque, and the contact area should preferably maintain a small gap or zero gap. The matching design can be carried out according to the nut specifications, assembly tolerances, and preload level to ensure smooth assembly while forming a sufficiently effective circumferential constraint. It should be understood that the above examples are only illustrative and not limiting.

[0113] After the nut body 42 is inserted into the slot 4101 of the bracket 41, its outer second limiting surface 4201 aligns with and abuts against the first limiting surface 4102 on the inner wall of the slot 4101. When the bolt is inserted, the tightening torque is applied to the nut body 42 via the thread, causing the nut body 42 to be subjected to a circumferential force attempting to rotate. At this time, the first limiting surface 4102 and the second limiting surface 4201 generate a reverse constraint force through surface contact, which transmits the rotational torque to the bracket 41 and is further absorbed by the bracket 41 fixed to the reinforcing plate 30, thereby keeping the nut body 42 at a set angular position without deflection. Since the anti-rotation effect does not rely on a single point of locking, but on the cooperation of limiting surfaces with a certain contact length, the nut body 42 can still maintain a stable relative posture even under repeated disassembly and assembly, vibration and impact, or local load fluctuation conditions, reducing the risk of poor thread engagement, off-center wear, or stripping caused by deflection, and helping to maintain the coaxial locking relationship between the rear suspension fastener and the nut body 42. This improves the anti-rotation capability, locking reliability, and connection stability of the nut assembly 40 without excessively increasing assembly complexity, and reduces the difficulty of disassembly and assembly caused by the synchronous rotation of the nut with the fastener during maintenance.

[0114] In one possible implementation, please see Figure 13 As shown, a second protrusion 4103 protruding towards the slot 4101 is provided on the first limiting surface 4102. The second protrusion 4103 can contact the second limiting surface 4201 and undergo plastic deformation to lock the nut body 42 when it is pressed into the slot 4101.

[0115] In this embodiment, the second protrusion 4103 is a partially protruding structure disposed on the inner wall of the slot 4101, used to provide additional mechanical locking when the nut body 42 is press-fitted into place. Its function is to utilize the interference contact between the second protrusion 4103 and the second limiting surface 4201 on the outer periphery of the nut body 42 to cause controlled plastic deformation of the second protrusion 4103 under assembly pressure, thereby forming a stable indentation locking or engagement locking relationship between the nut body 42 and the bracket 41, to suppress loosening, deflection, or disengagement of the nut body 42 during use. The second protrusion 4103 is disposed on the first limiting surface 4102 and protrudes towards the inner cavity of the slot 4101, so that it first contacts the second limiting surface 4201 during the process of the nut body 42 being pressed into the slot 4101, and then is gradually squeezed and deformed as the press-fit displacement increases, thereby forming an irreversible deformation locking in a local area. The engagement between the second protrusion 4103 and the second limiting surface 4201 is a controlled press-fit locking method, which can improve the reliability of nut fixing without increasing the number of parts.

[0116] In one possible embodiment, the second protrusion 4103 can be configured as a hemispherical protrusion, a prismatic protrusion, a wedge-shaped rib, or a dot-shaped stamped boss. Alternatively, multiple spaced protrusion units can be distributed along the first limiting surface 4102 to allow for selection of different locking methods based on the material of the nut body 42, the press load, and the assembly accuracy requirements. The material of the second protrusion 4103 is the same as that of the bracket 41 body. The protrusion height, width, or diameter of the second protrusion 4103 can be set according to the material strength and assembly force. The spacing between multiple second protrusions 4103 can be matched according to the number and distribution of the second limiting surfaces 4201 on the outer periphery of the nut body 42 to ensure more uniform press force. It should be understood that the above examples are merely illustrative and not limiting.

[0117] When the nut body 42 is pressed into the bracket 41 along the assembly direction of the slot 4101, its outer second limiting surface 4201 contacts the second protrusion 4103 on the first limiting surface 4102, and under the action of continuous axial pressing force, the second protrusion 4103 is squeezed, causing the second protrusion 4103 to enter a yield state and undergo local plastic deformation. As the nut body 42 continues to be pressed down, the second protrusion 4103 is gradually flattened and crushed, thereby forming a stable mechanical engagement between the first limiting surface 4102 and the second limiting surface 4201. Since this locking relationship is established through the plastic deformation of the material at the end of the press fitting, after the nut body 42 is assembled, it is not only circumferentially limited by the side wall of the slot 4101, but also constrained by the additional resistance force formed by the second protrusion 4103. This can effectively reduce the risk of loosening caused by vibration, impact or repeated load, and improve the positioning and retention capability of the nut body 42 in the bracket 41. Based on the above working process, it can be seen that this also helps to improve the connection reliability and durability of the rear longitudinal beam structure during vehicle service.

[0118] In one possible implementation, please see Figure 14 As shown, the nut body 42 is an external hexagonal nut. Please refer to [link / reference]. Figure 13 As shown, the inner wall of the slot 4101 forms a hexagonal limiting surface structure that matches the outer contour shape of the nut body 42, and each limiting surface is provided with a second protrusion 4103, which is used to plastically deform when the nut body 42 is pressed into the slot 4101 to lock the nut body 42.

[0119] In one possible embodiment, the nut body 42 can be a standard hexagonal nut for threaded engagement with rear suspension fasteners, or a thickened hexagonal nut or a custom hexagonal nut with an anti-loosening structure. Its six outer sides together form a hexagonal profile that matches the slot 4101. The slot 4101 is a receiving cavity formed on the bracket 41. Its inner wall is surrounded by six limiting surfaces arranged sequentially along the circumference. Each limiting surface forms a second protrusion 4103 protruding towards the inside of the slot 4101. The second protrusion 4103 can be obtained by stamping, partial extrusion forming or welding and finishing. It can contact and press against the outer contour surface of the nut body 42 during the process of pressing the nut body 42 into the slot 4101, and undergo plastic deformation under continuous pressing force, thereby forming multi-point clamping and embedded locking. After the nut body 42 is pressed into place, the six limiting surfaces and the six outer surfaces corresponding to the nut body 42 form an enveloping fit. The second protrusion 4103 generates radial preload on each limiting surface, so that the nut body 42 is more constrained in the circumferential direction relative to the bracket 41, thereby suppressing rotational loosening.

[0120] The nut body 42 can be pressed into the bracket 41 along the opening direction of the slot 4101 under the guidance of the assembly fixture. The hexagonal limiting surface structure forms circumferential guidance and positioning constraint on the outer hexagonal contour of the nut body 42, so that it always maintains the set posture during the pressing process. As the pressing force continues to increase, the second protrusion 4103 on each limiting surface gradually contacts the outer surface of the nut body 42 and undergoes local crushing or plastic deformation. After deformation, the second protrusion 4103 fills the tiny gap between the nut body 42 and the inner wall of the slot 4101, thereby forming a locking effect in six directions. Because the hexagonal limiting surface structure itself has a high torque retention capacity, coupled with the multi-point damping engagement effect generated by the second protrusion 4103, the nut body 42 is less likely to rotate circumferentially, move axially, or loosen relative to the bracket 41 when subjected to fastener tightening, vehicle driving vibration, and suspension load transmission. This ensures the connection stability between the nut assembly 40 and the reinforcing plate 30, and improves the durability and assembly reliability of the rear longitudinal beam structure under repeated impact conditions. At the same time, this press-fit locking method facilitates the formation of a controllable interference fit between the nut body 42 and the bracket 41, which can avoid complex welding processes while meeting strength requirements, thereby reducing manufacturing difficulty and improving maintenance consistency.

[0121] Based on the foregoing embodiments, please further refer to... Figure 11 and Figure 12 As shown, the bracket 41 includes a snap-fit ​​seat 411 and a plurality of snap claws 412 disposed on the outer peripheral wall of the snap-fit ​​seat 411; a snap-fit ​​groove 4101 is formed on the snap-fit ​​seat 411;

[0122] Please see Figure 8 and Figure 18 As shown, the first connecting edge 31 is also provided with a plurality of mounting holes 3103 opposite to the claws 412. The claws 412 are engaged in the mounting holes 3103 to position the nut assembly 40 on the reinforcing plate 30.

[0123] In this embodiment, the locking seat 411 is a support base for supporting and positioning the nut body 42, and the multiple locking claws 412 are elastic locking structures provided on the outer peripheral wall of the locking seat 411. The mounting hole 3103 is a mating hole opened on the first connecting edge 31 of the reinforcing plate 30, used to form a mechanical engagement connection with the locking claws 412. This allows the nut assembly 40 to be detachably fixed to the reinforcing plate 30, thereby ensuring the stable assembly and positioning of the nut assembly 40, facilitating subsequent disassembly, replacement, and maintenance, and reducing the assembly complexity and maintenance costs caused by welding. The locking seat 411 is arranged in the middle area of ​​the nut assembly 40, and the locking claws 412 are evenly distributed along the outer periphery of the locking seat 411 or grouped according to the corresponding holes. During installation, the locking claws 412 are elastically contracted after being pressed along the axial direction of the mounting hole 3103 and pass through the hole. Then, they are locked onto the back of the first connecting edge 31 by their own rebound force, so as to realize the positioning and limiting of the nut assembly 40 relative to the reinforcing plate 30. Therefore, the engagement between the claw 412 and the mounting hole 3103 is a purely mechanical snap-fit ​​positioning, which can achieve a reliable connection between the nut assembly 40 and the reinforcing plate 30 without adding welding procedures, and makes the assembly process more repeatable and maintainable, thereby improving the assembly efficiency of the rear longitudinal beam structure and the convenience of later maintenance.

[0124] In one possible embodiment, the locking seat 411 can be cylindrical, square, or polygonal, the locking claw 412 can be a plate-shaped claw, a spring-loaded claw, or a barbed claw, and the mounting hole 3103 can be a round hole, an oblong hole, or an irregularly shaped hole adapted to the shape of the locking claw 412. The free extension of the locking claw 412 is slightly larger than the diameter or width of the mounting hole 3103 to ensure reliable locking after press-fitting. The thickness, root radius, and elastic stroke of the locking claw 412 should meet the requirement of repeated assembly and disassembly without permanent failure. It should be understood that the above examples are for illustrative purposes only and are not limiting.

[0125] During assembly, the claws 412 are first aligned with the mounting holes 3103 on the first connecting edge 31. Then, an assembly force is applied along the axial direction of the mounting holes 3103, causing the claws 412 to gradually deform under pressure and pass through the opening until they regain their elasticity and engage with the back side of the first connecting edge 31, thus stably positioning the bracket 41 on the reinforcing plate 30. Because multiple claws 412 form a distributed engagement with multiple mounting holes 3103, the nut assembly 40 is less prone to radial movement, axial disengagement, or attitude deflection when subjected to subsequent fastener tightening or vehicle vibration loads. This maintains a relatively stable coaxial relationship between the slot 4101 and the rear suspension fasteners. Simultaneously, the connection method between the claws 412 and the mounting holes 3103 allows the nut assembly 40 to be disassembled by reversing the engagement when maintenance or replacement is required, avoiding destructive treatment of the reinforcing plate 30. Therefore, this structure ensures the positioning reliability of the nut assembly 40 while taking into account assembly efficiency, ease of disassembly and assembly, and subsequent maintainability. It also helps to reduce the adverse effects of local welding on material properties and improves the connection stability and service durability of the rear longitudinal beam mounting point under cyclic loads.

[0126] In one possible implementation, please see Figure 11 and Figure 12 As shown, the claw 412 includes a connecting arm 4121 and two overlapping edges 4122 disposed on both sides of the connecting arm 4121. The two overlapping edges 4122 are set at an angle to the connecting arm 4121 in the natural state, and the two overlapping edges 4122 can retract to fit or tend to fit the connecting arm 4121 when compressed by external force.

[0127] Please see Figure 18 As shown, when the claw 412 passes through the mounting hole 3103, the two overlapping edges 4122 contract under the pressure of the inner wall of the mounting hole 3103 to pass through the mounting hole 3103.

[0128] After the two overlapping edges 4122 pass through the mounting holes 3103, they return to their natural state under their own elastic restoring force and abut against the first connecting edge 31, thus realizing the snap-fit ​​between the claw 412 and the reinforcing plate 30.

[0129] In this embodiment, the chuck 412 relies on the connecting arm 4121 as its main load-bearing component, and utilizes the elastic interference fit between the two overlapping edges 4122 on both sides of the connecting arm 4121 and the mounting hole 3103 to achieve insertion locking. The function of the chuck 412 is to allow the nut assembly 40 to smoothly pass through the opening of the mounting hole 3103 by means of elastic deformation when assembled with the reinforcing plate 30, and after passing through, it relies on the restoring force to form a reverse limit with the first connecting edge 31, thereby preventing the bracket 41 from loosening under the action of vibration or impact load of the rear longitudinal beam structure. Multiple claws 412 are disposed on the outer peripheral wall of the locking seat 411 and correspond one-to-one with multiple mounting holes 3103 on the first connecting edge 31. During assembly, the claws 412 are pressed in axially along the mounting holes 3103. The overlapping edge 4122 elastically contracts relative to the connecting arm 4121 under the action of the hole wall of the mounting hole 3103. After the overlapping edge 4122 passes over the mounting hole 3103, it opens outward and abuts against the back of the first connecting edge 31 to complete the mechanical locking of the claws 412 and the reinforcing plate 30.

[0130] During assembly, the bracket 41 is aligned with the mounting hole 3103 on the reinforcing plate 30 and pressed in along the assembly direction. The two overlapping edges 4122 of the claw 412 first contact the wall of the mounting hole 3103. Under the radial compression of the hole wall, they contract towards the connecting arm 4121, allowing the claw 412 to pass smoothly through the mounting hole 3103. When the overlapping edges 4122 have completely passed through the reinforcing plate 30, the external compression constraint is released, and the two overlapping edges 4122 return to their naturally open state under their own elastic restoring force, and respectively abut against the back of the first connecting edge 31, thereby forming a reverse engagement between the claw 412 and the first connecting edge 31. In this way, the claw 412 can achieve rapid positioning and stable retention of the bracket 41 and the reinforcing plate 30 without additional fasteners. This reduces the assembly process and disassembly difficulty, improves the vibration resistance to loosening of the connection through elastic self-locking, and ensures that the nut assembly 40 achieves a reliable installation and retention effect inside the rear longitudinal beam structure.

[0131] In one possible implementation, please see Figure 11 and Figure 12 As shown, the bracket 41 also includes a support arm 413, which is disposed on the outer peripheral wall of the snap-fit ​​seat 411 and located between two adjacent snap-fit ​​claws 412.

[0132] Please see Figure 16 As shown, when the claw 412 is engaged with the reinforcing plate 30, the first connecting edge 31 abuts against the overlapping edge 4122 and the locking seat 411 on both sides along its own thickness direction, and the support arm 413 abuts against the side of the first connecting edge 31 away from the overlapping edge 4122 along its own thickness direction.

[0133] In this embodiment, the support arm 413 is a support component that provides additional support to the first connecting edge 31 and restricts the bracket 41 from deflecting or swinging relative to the reinforcing plate 30. It is positioned on the outer peripheral wall of the snap-fit ​​seat 411 and between two adjacent snap-fit ​​claws 412, allowing the bracket 41 to form a multi-point support relationship after snap-fit ​​installation. This combines the local locking effect of the snap-fit ​​claws 412 on the mounting hole 3103 with the surface support effect of the support arm 413 on the first connecting edge 31. Preferably, the support arm 413 is integrally formed with or fixedly connected to the snap-fit ​​seat 411. After assembly, the support arm 413 extends towards the first connecting edge 31 and, after the snap-fit ​​claws 412 elastically recover, forms a top-pressure contact with the side of the first connecting edge 31 away from the overlap edge 4122 along the thickness direction, thereby applying a stable supporting force to the first connecting edge 31.

[0134] When the bracket 41 is pressed onto the reinforcing plate 30, the claw 412 elastically contracts at the mounting hole 3103 and penetrates the mounting hole 3103. Subsequently, under the action of restoring force, the overlap 4122 abuts against one side of the first connecting edge 31, while the locking seat 411 forms a positioning constraint on the other side of the first connecting edge 31. The support arm 413 located between two adjacent claws 412 further abuts against the side of the first connecting edge 31 away from the overlap 4122 along its thickness direction, thereby forming a clamping support state for the first connecting edge 31 in the thickness direction. Thus, when the bracket 41 is subjected to the tension force, vibration load, and alternating impact load transmitted by the rear suspension fasteners, the force can be shared by the claws 412, the locking seat 411, and the support arm 413. This can effectively reduce the local load peak at a single claw 412, reduce the risk of warping, deformation, or fatigue loosening of the first connecting edge 31, and improve the overall stability and anti-sway capability between the nut assembly 40 and the reinforcing plate 30. Therefore, the support arm 413 can enhance the uniformity of force distribution and positioning reliability of the bracket 41 without changing the snap-fit ​​assembly method, thereby improving the connection durability of the rear longitudinal beam structure during long-term service.

[0135] Based on the foregoing embodiments, please further refer to... Figure 8 As shown, the mounting hole 3103 is a strip-shaped hole, and the short axis of the mounting hole 3103 extends radially along the nut body 42, while the long axis of the mounting hole 3103 is perpendicular to the short axis of the mounting hole 3103.

[0136] Please see Figure 11 and Figure 18 As shown, a limiting part 4123 that is adapted to the shape of the mounting hole 3103 is provided on the outer peripheral wall of the connecting arm 4121. The limiting part 4123 can move along the long axis of the mounting hole 3103 and can limit the radial displacement of the nut body 42 when the claw 412 is engaged with the reinforcing plate 30.

[0137] In this embodiment, the mounting hole 3103 is a strip-shaped hole through which the claw 412 passes and is positioned. The minor axis of the mounting hole 3103 extends radially along the nut body 42, thereby forming a blocking fit between the inner walls of the two sides of the mounting hole 3103 along the minor axis and the connecting arm 4121 in the radial direction. The major axis of the mounting hole 3103 is perpendicular to the minor axis, providing allowable displacement space for guidance and fine-tuning of position during assembly. The limiting part 4123 is a protruding limiting structure provided on the outer peripheral wall of the connecting arm 4121. The limiting part 4123 fits with the wall of the strip-shaped hole, suppressing the radial movement of the nut body 42 relative to the reinforcing plate 30 after the claw 412 and the reinforcing plate 30 are engaged, and maintaining the centered state of the nut body 42 by constraining the radial displacement. The limiting part 4123 is arranged on the outer surface of the connecting arm 4121 facing the mounting hole 3103. During assembly, it enters the corresponding area of ​​the mounting hole 3103 together with the connecting arm 4121. During the insertion process, it can slide along the long axis of the mounting hole 3103 to absorb manufacturing and assembly errors, and form a limiting contact with the hole wall after being snapped into place.

[0138] During assembly, when the claw 412 of the bracket 41 passes through the corresponding strip mounting hole 3103 on the first connecting edge 31, the limiting part 4123 on the outer peripheral wall of the connecting arm 4121 is first guided and slid along the long axis of the mounting hole 3103 to align the engagement position between the claw 412 and the reinforcing plate 30, and to compensate for machining errors, plate thickness fluctuations and assembly deviations. After the claw 412 completes elastic contraction and returns to the open state on the back side of the reinforcing plate 30, the bracket 41 is stably locked on the reinforcing plate 30. At this time, the limiting part 4123 forms a restricted fit with the hole wall in the mounting hole 3103. Especially when the nut body 42 is subjected to the tightening force of the rear suspension fastener, vehicle driving vibration load or radial impact load, the limiting part 4123 can block the radial offset of the connecting arm 4121 relative to the mounting hole 3103, thereby limiting the radial displacement of the nut body 42. Based on the above structure, the nut body 42 is less prone to eccentricity, movement or attitude deflection during the force process, and the coaxial relationship between the fastener and the threaded hole of the nut body 42 is maintained, thereby reducing the loosening tendency under repeated loading and improving the locking stability. At the same time, it is also conducive to improving the positioning accuracy, vibration resistance reliability and long-term service durability of the rear suspension mounting point.

[0139] A second aspect of this application also provides a vehicle frame assembly, including a rear suspension and a rear longitudinal beam structure as described above; the rear suspension includes a fastener, which is threadedly connected to a nut body 42.

[0140] The frame assembly provided in this application fixes the rear suspension to the rear longitudinal beam structure via fasteners and nut bodies 42 threadedly engaged, forming a detachable bolted connection at the rear suspension mounting points. Because the nut body 42 is located within the rear longitudinal beam structure and stably engages with the fasteners, reliable locking can be achieved during assembly, thereby ensuring the connection rigidity and positioning accuracy between the rear suspension and the vehicle body. Combined with the reinforcement and support provided by the rear longitudinal beam structure to the load-bearing components, the load can be transferred more evenly to the vehicle body, thus reducing the risk of localized pressure, vibration loosening, and welding failure. Therefore, the frame assembly improves installation reliability and durability while also facilitating subsequent disassembly and maintenance.

[0141] A third aspect of this application also provides a vehicle including the frame assembly described above.

[0142] Given that the vehicle in this embodiment includes the frame assembly described in any of the above embodiments, the structure and beneficial effects of the vehicle including the frame assembly will not be described in detail here.

[0143] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0144] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0145] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A rear longitudinal beam structure, characterized in that, include: Rear longitudinal beam upper plate (10); The lower plate (20) of the rear longitudinal beam is fixedly connected to the upper plate (10) of the rear longitudinal beam, and the lower plate (20) of the rear longitudinal beam and the upper plate (10) of the rear longitudinal beam enclose a receiving space (201). A reinforcing plate (30) is disposed in the accommodating space (201) and fixedly connected to the inner wall of the lower plate (20) of the rear longitudinal beam, so as to divide the accommodating space (201) into a first chamber (2011) and a second chamber (2012). The nut assembly (40) includes a bracket (41) and a nut body (42), the bracket (41) being detachably mounted on the reinforcing plate (30), the bracket (41) having a slot (4101), and the nut body (42) being fixed in the slot (4101); A spacer sleeve (50) is disposed between the lower plate (20) of the rear longitudinal beam and the reinforcing plate (30) to form a spacer support between the lower plate (20) of the rear longitudinal beam and the reinforcing plate (30). One end of the spacer sleeve (50) is fixedly connected to the reinforcing plate (30), and the other end abuts against the lower plate (20) of the rear longitudinal beam.

2. The rear longitudinal beam structure according to claim 1, characterized in that, The lower plate (20) of the rear longitudinal beam includes a first folded edge (21) and a second folded edge (22) and a third folded edge (23) disposed on both sides of the first folded edge (21) along its own width direction; the first folded edge (21), the second folded edge (22) and the third folded edge (23) together with the upper plate (10) of the rear longitudinal beam to form the accommodating space (201). The reinforcing plate (30) includes a first connecting edge (31) and a second connecting edge (32) and a third connecting edge (33) disposed on both sides of the first connecting edge (31) along its own width direction; the second connecting edge (32) is welded to the second folded edge (22), and the third connecting edge (33) is welded to the third folded edge (23); The first connecting edge (31) is positioned opposite to the first folded edge (21) and the upper plate (10) of the rear longitudinal beam on both sides along its own thickness direction and is spaced apart, dividing the accommodating space (201) into the first chamber (2011) and the second chamber (2012).

3. The rear longitudinal beam structure according to claim 2, characterized in that, The lower plate (20) of the rear longitudinal beam also includes a first flange (24) and a second flange (25). The first flange (24) is formed by folding the second flange (22) outward from the side away from the first flange (21). The second flange (25) is formed by folding the third flange (23) outward from the side away from the first flange (21). Both the first flange (24) and the second flange (25) are welded to the upper plate (10) of the rear longitudinal beam.

4. The rear longitudinal beam structure according to claim 2, characterized in that, The fixed-distance sleeve (50) is supported between the first connecting edge (31) and the first folded edge (21); The first folded edge (21) is provided with a first through hole (2101); the first connecting edge (31) is provided with a second through hole (3101); the fixed-distance sleeve (50) has a third through hole (501) that is provided through its own axial direction; the first through hole (2101), the second through hole (3101) and the third through hole (501) are coaxially provided with the nut body (42) for the fasteners of the rear suspension to pass through and be threadedly connected to the nut body (42); The fixed-distance sleeve (50) has a first end face (502) and a second end face (503) at both axial ends; the end of the fixed-distance sleeve (50) near the first end face (502) is fixedly connected to the first connecting edge (31), and the second end face (503) is in surface contact with the first folded edge (21).

5. The rear longitudinal beam structure according to claim 4, characterized in that, The first connecting edge (31) is provided with at least three first protrusions (3102) on the side facing the first folded edge (21). The at least three first protrusions (3102) are arranged around the outer periphery of the spacer sleeve (50). The first protrusions (3102) are welded to the end of the spacer sleeve (50) near the first end face (502) to position the spacer sleeve (50) and ensure the coaxiality of the spacer sleeve (50) and the fasteners of the rear suspension.

6. The rear longitudinal beam structure according to claim 1, characterized in that, The nut body (42) is interference-fitted with the bracket (41) and fixed in the slot (4101).

7. The rear longitudinal beam structure according to claim 6, characterized in that, The inner wall of the slot (4101) includes at least one first limiting surface (4102), and the outer periphery of the nut body (42) has at least one second limiting surface (4201). The first limiting surface (4102) and the second limiting surface (4201) are in contact and cooperate to restrict the circumferential rotation of the nut body (42) relative to the bracket (41).

8. The rear longitudinal beam structure according to claim 7, characterized in that, The first limiting surface (4102) is provided with a second protrusion (4103) protruding toward the slot (4101). The second protrusion (4103) can contact the second limiting surface (4201) and undergo plastic deformation to lock the nut body (42) when the nut body (42) is pressed into the slot (4101).

9. The rear longitudinal beam structure according to claim 8, characterized in that, The nut body (42) is an external hexagonal nut. The inner wall of the slot (4101) forms a hexagonal limiting surface structure that matches the outer contour shape of the nut body (42). Each limiting surface is provided with a second protrusion (4103) for plastic deformation to lock the nut body (42) when the nut body (42) is pressed into the slot (4101).

10. The rear longitudinal beam structure according to claim 2, characterized in that, The bracket (41) includes a snap-fit ​​seat (411) and a plurality of snap claws (412) disposed on the outer peripheral wall of the snap-fit ​​seat (411); the snap-fit ​​seat (411) is provided with a snap-fit ​​groove (4101). The first connecting edge (31) is also provided with a plurality of mounting holes (3103) opposite to the claw (412). The claw (412) is engaged in the mounting hole (3103) to position the nut assembly (40) on the reinforcing plate (30).

11. The rear longitudinal beam structure according to claim 10, characterized in that, The claw (412) includes a connecting arm (4121) and two overlapping edges (4122) disposed on both sides of the connecting arm (4121). The two overlapping edges (4122) are set at an angle to the connecting arm (4121) in their natural state, and the two overlapping edges (4122) can retract to fit or tend to fit the connecting arm (4121) when compressed by external force. When the claw (412) passes through the mounting hole (3103), the two overlapping edges (4122) are compressed by the pressure of the inner wall of the mounting hole (3103) to pass through the mounting hole (3103). After the two overlapping edges (4122) pass through the mounting hole (3103), they return to their natural state under their own elastic restoring force and abut against the first connecting edge (31), thereby realizing the snapping of the claw (412) and the reinforcing plate (30).

12. The rear longitudinal beam structure according to claim 11, characterized in that, The bracket (41) also includes a support arm (413), which is disposed on the outer peripheral wall of the latch seat (411) and located between two adjacent latches (412); When the claw (412) is engaged with the reinforcing plate (30), the first connecting edge (31) abuts against the overlapping edge (4122) and the locking seat (411) on both sides along its own thickness direction, and the support arm (413) abuts against the side of the first connecting edge (31) away from the overlapping edge (4122) along its own thickness direction.

13. The rear longitudinal beam structure according to claim 11, characterized in that, The mounting hole (3103) is a strip-shaped hole, and the minor axis of the mounting hole (3103) extends radially along the nut body (42), while the major axis of the mounting hole (3103) is perpendicular to the minor axis of the mounting hole (3103). The outer peripheral wall of the connecting arm (4121) is provided with a limiting part (4123) that is adapted to the shape of the mounting hole (3103). The limiting part (4123) can move along the long axis of the mounting hole (3103) and can limit the radial displacement of the nut body (42) when the claw (412) is engaged with the reinforcing plate (30).

14. A vehicle frame assembly, characterized in that, The rear suspension includes a rear longitudinal beam structure as described in any one of claims 1 to 13 above; the rear suspension includes a fastener that is threadedly connected to the nut body (42).

15. A vehicle, characterized in that, Includes the frame assembly as described in claim 14 above.

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