Rear auxiliary frame and vehicle
By integrating the swing arm mounting bracket into the frame body of the subframe and using cast aluminum assemblies, the problem of insufficient installation point stiffness and strength in the prior art is solved, and higher structural stability and production efficiency are achieved, while reducing the Cost and weight.
Patent Information
- Application Number
- CN202421360020.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-06-14
- Publication Date
- 2025-01-14
- Estimated Expiration
- 2034-06-14
AI Technical Summary
When installing the swing arm mounting bracket, the existing casting integrated subframe cannot guarantee the high stiffness and strength of the installation point. At the same time, the low-pressure casting process requires more mechanical processing techniques, resulting in complex processes and high cost.
The part of the swing arm mounting bracket is integrated into the frame body, and the rigidity and strength of the installation point are improved through casting integral molding, and the machining area is reduced. The cast aluminum integral molding structure is adopted to eliminate welded seams and improve the strength and stability of the overall structure.
The installation point stiffness and strength of the swing arm mounting bracket are improved, the machining area is reduced, the cost and weight is reduced, the production process is simplified, and the overall strength and stability of the structure are improved.
Smart Images
Figure CN222347144U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of rear subframes, in particular to a rear subframe and a vehicle. Background Art
[0002] The existing cast integrated subframes on the market, in order to install and arrange the swing arm mounting bracket, the swing arm mounting bracket includes a stabilizer bar bracket, a front swing arm bracket, a tie rod bracket, a rear swing arm bracket and a spring arm bracket. Usually, the swing arm mounting bracket is relatively independent from the aluminum subframe, and it is impossible to ensure that the mounting point of the swing arm mounting bracket on the subframe has high rigidity and strength. At the same time, the low-pressure casting process still requires more machining processes. Utility Model Content
[0003] The main purpose of the utility model is to provide a rear subframe and a vehicle, aiming to integrate part of the swing arm mounting bracket into the frame body, thereby improving the rigidity and strength of the mounting point of the swing arm mounting bracket, while also reducing the area of the part requiring machining.
[0004] In order to achieve the above-mentioned purpose, the utility model provides a rear subframe, comprising:
[0005] The main frame; and
[0006] A swing arm mounting bracket is arranged on the frame body, and the swing arm mounting bracket includes a stabilizer bar bracket, a front swing arm bracket, a tie rod bracket, a rear swing arm bracket and a spring arm bracket. At least one of the swing arm mounting brackets is cast integrally with the frame body.
[0007] In one embodiment, the frame body includes a front cross beam, a rear cross beam and two side longitudinal beams connected to each other, and the stabilizer bar bracket is arranged on the rear cross beam.
[0008] In one embodiment, the rear cross beam has a rear side surface which is away from the connection point of the side longitudinal beams, and the stabilizer bar bracket is arranged on the rear side surface.
[0009] In one embodiment, the front swing arm bracket includes a front lower swing arm bracket and a front upper swing arm bracket, the front upper swing arm bracket and / or the front lower swing arm bracket are arranged at one end of the side longitudinal beam close to the front cross beam, the front upper swing arm bracket is located at the upper part of the side longitudinal beam, and the front lower swing arm bracket is relatively located at the lower part of the side longitudinal beam and / or at the lower part of the rear cross beam.
[0010] In one embodiment, the tie rod bracket is arranged on the side longitudinal beam, and is closer to the bottom of the side longitudinal beam than the front swing arm bracket, and is farther away from the front cross beam than the front swing arm bracket.
[0011] In one embodiment, the rear swing arm bracket is arranged on the upper part of the side longitudinal beam and close to the rear cross beam.
[0012] In one embodiment, the spring arm bracket is provided on the side longitudinal beam and is located at the lower portion of the side longitudinal beam; the spring arm bracket is closer to the rear cross beam than the rear swing arm bracket.
[0013] In one embodiment, both ends of the rear cross beam are further provided with a rear fixing portion for connecting with the vehicle body and a wire harness fixing portion for fixing the wire harness, and the wire harness fixing portion and the rear fixing portion are integrated into one body.
[0014] In one embodiment, the frame body is a hollow tube beam structure, and the wall thickness of the tube beam structure is greater than or equal to 4 mm.
[0015] The utility model also provides a vehicle, comprising the rear subframe as described above.
[0016] The technical solution of the utility model adopts a frame body and a swing arm mounting bracket arranged on the frame body, wherein the swing arm mounting bracket includes a stabilizer bar bracket, a front swing arm bracket, a tie rod bracket, a rear swing arm bracket and a spring arm bracket, and at least one of the swing arm mounting brackets is integrally cast with the frame body. The technical solution provided by the utility model targets the pain point that the swing arm mounting bracket is relatively independent from the frame body, and integrates at least one of the swing arm mounting brackets into the frame body, thereby greatly improving the rigidity and strength of the mounting point of the swing arm mounting bracket, while also reducing the area of the part requiring machining. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.
[0018] Figure 1 A schematic structural diagram of an embodiment of a rear subframe provided by the utility model;
[0019] Figure 2 for Figure 1 A schematic diagram of the structure from another perspective;
[0020] Figure 3 for Figure 1 Structural diagram of the middle and rear crossbeam;
[0021] Figure 4 for Figure 3 A schematic diagram of the structure from another perspective;
[0022] Figure 5 for Figure 3 A structural diagram from another perspective;
[0023] Figure 6 for Figure 1 Structural schematic diagram of the middle front crossbeam;
[0024] Figure 7 for Figure 6 A schematic diagram of the structure from another perspective;
[0025] Figure 8 It is a schematic diagram of the cross-sectional structure of the rear subframe.
[0026] Description of Figure Numbers:
[0027] 100, rear subframe; 110, frame body; 120, side longitudinal beam; 130, front cross beam; 140, rear cross beam; 141, front side; 142, rear side; 101, swing arm mounting bracket; 102, stabilizer bar bracket; 103, front lower swing arm bracket; 104, front upper swing arm bracket; 105, tie rod bracket; 106, rear swing arm bracket; 107, spring arm bracket; 131, front fixing part; 143, rear fixing part; 144, wiring harness fixing part; 111, first mounting hole; 112, second mounting hole; 113, drive shaft hole.
[0028] The realization of the purpose, functional features and advantages of the utility model will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION
[0029] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.
[0030] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back...), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.
[0031] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the utility model, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the utility model.
[0032] The rear subframe is located at the rear of the vehicle and is usually related to the rear suspension system and the vehicle chassis structure. The rear subframe is responsible for supporting the rear suspension system, the vehicle chassis structure and related components such as the fuel tank, exhaust system, etc. In new energy vehicles, the rear subframe is also needed to arrange the power suspension, such as the motor; the rear subframe needs to provide sufficient rigidity and stability to ensure the effective operation of the rear suspension system and provide the vehicle with appropriate driving performance and comfort.
[0033] The existing cast integrated subframes on the market have mounting bracket assemblies for installation and arrangement. The mounting bracket assemblies include stabilizer bar brackets, front swing arm brackets, tie rod brackets, rear swing arm brackets and spring arm brackets. Usually, the swing arm mounting brackets are relatively independent from the aluminum subframe, and it is impossible to ensure that the mounting point of the swing arm mounting bracket on the subframe has high rigidity and strength. At the same time, more machining processes are still required in the low-pressure casting process.
[0034] To this end, the utility model proposes a rear subframe, which is designed to integrate part of the swing arm mounting bracket into the frame body, thereby improving the rigidity and strength of the mounting point of the swing arm mounting bracket, while also reducing the area of the part requiring machining.
[0035] See also Figure 1, defining the front, rear, left, and right directions of the vehicle body as reference directions, or taking the directions in the figure as reference directions, the rear subframe 100 includes a frame body 110 and a mounting bracket assembly 101 provided on the frame body 110, the mounting bracket assembly 101 includes a stabilizer bar bracket 102, a front swing arm bracket, a tie rod bracket 105, a rear swing arm bracket 106, and a spring arm bracket 107, and at least one of the mounting bracket assemblies 101 is integrally formed with the frame body 110 by casting. For example, the stabilizer bar bracket 102, the front swing arm, the tie rod bracket 105, the rear swing arm bracket 106, or the spring arm bracket 107 are integrally formed with the frame body 110.
[0036] In an embodiment of the utility model, at least two of the mounting bracket assemblies 101 are integrally cast with the frame body 110, such as the stabilizer bar bracket 102 and the spring arm bracket 107, or the front swing arm bracket and the tie rod bracket 105, or the rear swing arm bracket 106 and the spring arm bracket 107.
[0037] In one embodiment of the present invention, the front swing arm bracket, the tie rod bracket 105, the rear swing arm bracket 106 and the spring arm bracket 107 of the swing arm mounting bracket 101 are integrally cast with the frame body 110.
[0038] See also Figure 1 and Figure 2 While ensuring the structural strength, the lightness is minimized to the greatest extent, thereby reducing the cost and weight of the rear subframe 100. In one embodiment of the present invention, the swing arm mounting bracket 101 and the frame body 110 are integrally formed of cast aluminum.
[0039] See also Figures 3 to 5 Specifically, the stabilizer bar bracket 102 and the frame body 110 are integrally formed of cast aluminum.
[0040] See also Figure 1 and Figure 2 The frame body 110 includes a front cross beam 130, a rear cross beam 140 and two side longitudinal beams 120 connected to each other. The two side longitudinal beams 120 are arranged between the front cross beam 130 and the rear cross beam 140, and are respectively close to the two ends of the front cross beam 130 and the rear cross beam 140. The two ends of the front cross beam 130 and the rear cross beam 140 are two free ends, which are usually provided with a bushing frame for connecting with the vehicle body, namely the front fixing part 131 and the rear fixing part 143 mentioned below.
[0041] The frame body 110 and the stabilizer bar bracket 102 are integrally cast aluminum, that is, the side longitudinal beam 120, the front cross beam 130, and the rear cross beam 140 are integrally cast aluminum. A dynamic suspension can be placed in the middle of the frame body 110, which can not only meet the stiffness and strength requirements, but also reduce the weight of the frame body 110.
[0042] See also Figure 8 In order to further reduce the weight of the frame body 110, the side longitudinal beams 120, the front cross beam 130, and the rear cross beam 140 are hollow tube beam structures, and the wall thickness of the tube beam structure is greater than or equal to 4mm, such as 4mm, 4.5mm, 5mm, etc. The specific design can be carried out according to the actual design requirements to ensure that the frame body 110 adopts a hollow tube beam. On the one hand, it can ensure that the frame body 110 has a sufficient height difference to arrange the five-link bracket. On the other hand, the wall thickness of the sub-frame cross beam and longitudinal beam is 4mm, which can also ensure the structural strength while maximizing the lightness, thereby reducing the cost and weight of the rear sub-frame 100. In this way, while maintaining the same rigidity and strength durability, the weight can be reduced by about 30% compared with the sheet metal structure.
[0043] In order to facilitate the assembly of the stabilizer bar and ensure the function of the stabilizer bar, the rear cross beam 140 includes a front side surface 141 connected to the side longitudinal beam 120, and a rear side surface 142 opposite to the front side surface 141, and the stabilizer bar bracket 102 is arranged on the rear side surface 142. The rear cross beam 140 and the stabilizer bar bracket 102 are integrally formed of cast aluminum.
[0044] The technical solution of the utility model adopts an integral casting structure to form the frame body 110 and the stabilizer bar bracket 102 in one piece of cast aluminum, eliminating the welding seam, thereby improving the strength and stability of the overall structure. Integral casting can reduce the risk of fracture at the joint and improve the strength of the connection part. The stabilizer bar bracket 102 is arranged on the rear side 142 of the rear cross beam 140. This position design can make the stabilizer bar and the main structure more closely connected, increase the support area of the stabilizer bar, and improve the rigidity and stability of the installation point. Compared with the traditional independent installation method, this design is more compact and stable. Through the integral casting method, the area of the part that needs to be machined can be reduced. Compared with the traditional sheet metal welded subframe, this cast aluminum integrally formed rear subframe 100 does not require welding, joining and other machining processes, thereby reducing the weaknesses and unevenness that may occur during the processing, while saving processing costs and time.
[0045] Specifically, the stabilizer bar bracket 102 is located at both ends of the rear side surface 142 and corresponds to the side longitudinal beam 120 and the side longitudinal beam 120 respectively. The two ends of the stabilizer bar are located at the side longitudinal beam 120 and the side longitudinal beam 120 respectively, so that the force is more uniform and the stability is better.
[0046] In other embodiments, the stabilizer bar bracket 102 may also be spaced apart in the middle of the rear side surface 142 and located between the side longitudinal beams 120 and the side longitudinal beams 120 .
[0047] See also Figure 6 and Figure 7On the basis that the stabilizer bar bracket 102 and the frame body 110 are integrally formed of cast aluminum, the front swing arm bracket and the frame body 110 are integrally formed of cast aluminum, and the front swing arm bracket includes a front lower swing arm bracket 103 and a front upper swing arm bracket 104, and the front upper swing arm bracket 104 and / or the front lower swing arm bracket 103 are arranged at one end of the side longitudinal beam 120 close to the front cross beam 130, the front upper swing arm bracket 104 is located at the upper part of the side longitudinal beam 120, and the front lower swing arm bracket 103 is relatively located at the lower part of the side longitudinal beam 120 and / or at the lower part of the rear cross beam 140.
[0048] The front lower arm bracket 103 and the front upper arm bracket 104 are integrally formed with the frame on the frame body 110, eliminating the welding seam, thereby further improving the strength and stability of the overall structure. Compared with a separate arrangement, the front lower arm bracket 103 and the front upper arm bracket 104 are integrally arranged on the side longitudinal beam 120, which can enhance the overall structural rigidity of the vehicle. It can reduce the deformation and distortion of the vehicle during driving, and improve the handling and stability of the vehicle. The integrated setting can reduce the number and complexity of parts in the assembly process, simplify production line operations, and improve production efficiency; while maintaining the same rigidity and strength durability, it can be lightweight to the greatest extent, thereby reducing the cost and weight of the rear subframe 100.
[0049] See also Figure 6 and Figure 7 On the basis that the front swing arm bracket and the frame body 110 are integrally formed of cast aluminum, the tie rod bracket 105 and the frame body 110 are integrally formed of cast aluminum. The tie rod bracket 105 is arranged on the side longitudinal beam 120, and is closer to the bottom of the side longitudinal beam 120 relative to the front swing arm bracket, and is away from the front cross beam 130 relative to the front swing arm bracket.
[0050] Compared with a separate arrangement, the tie rod bracket 105 is integrally arranged on the side longitudinal beam 120, which can enhance the overall structural rigidity of the vehicle, reduce the deformation and distortion of the vehicle during driving, and improve the vehicle's handling and stability; reduce the number and complexity of parts in the assembly process, simplify production line operations, and improve production efficiency; while maintaining the same rigidity and strength durability, the weight is reduced to the maximum extent, thereby reducing the cost and weight of the rear subframe 100.
[0051] See also Figures 3 to 5 On the basis that the tie rod bracket 105 and the frame body 110 are integrally formed of cast aluminum, the rear swing arm bracket 106 and the frame body 110 are integrally formed of cast aluminum. The rear swing arm bracket 106 is arranged on the upper part of the side longitudinal beam 120 and is close to the rear cross beam 140.
[0052] Integrally arranging the rear swing arm bracket 106 on the side longitudinal beam 120 can enhance the overall structural rigidity of the vehicle compared to a separate arrangement; it can reduce deformation and twisting of the vehicle during driving, and improve the vehicle's handling and stability; the integrated setting can reduce the number and complexity of parts in the assembly process, simplify production line operations, and improve production efficiency; while maintaining the same rigidity and strength and durability, it can be lightweight to the greatest extent, thereby reducing the cost and weight of the rear subframe 100.
[0053] See also Figures 3 to 5 On the basis that the rear swing arm bracket 106 and the frame body 110 are integrally formed of cast aluminum, the spring arm bracket 107 and the frame body 110 are integrally formed of cast aluminum, and the spring arm bracket 107 is arranged on the side longitudinal beam 120 and is located at the lower part of the side longitudinal beam 120; the spring arm bracket 107 is closer to the rear cross beam 140 than the rear swing arm bracket 106.
[0054] Compared with a separate arrangement, the spring arm bracket 107 is integrated with the side longitudinal beam 120, which can enhance the overall structural rigidity of the vehicle, reduce deformation and twisting of the vehicle during driving, and improve the handling and stability of the vehicle; the integrated setting can reduce the number and complexity of parts in the assembly process, simplify production line operations, and improve production efficiency; while maintaining the same rigidity and strength durability, it is lightweight to the greatest extent, thereby reducing the cost and weight of the rear subframe 100.
[0055] See also Figures 1 to 5 Furthermore, for the power suspension mounting point and the stabilizer bar bracket 102 mounting point, this solution also integrates the mounting holes into the transverse and longitudinal beams of the subframe, greatly improving the strength fatigue performance of the power suspension point.
[0056] Specifically, a first mounting hole 111 is provided in the middle of the front cross beam 130, and a second mounting hole 112 is provided in the side longitudinal beam 120. The second mounting hole 112 is located at the side longitudinal beam 120 near the rear cross beam 140. The first mounting hole 111 and the second mounting hole 112 are used for power suspension installation in the frame body 110.
[0057] Specifically, the side longitudinal beam 120 is formed with a drive shaft hole 113 and is close to the front cross beam 130. The two ends of the drive shaft of the wheel pass through the drive shaft hole 113 and are connected to the left wheel and the right wheel respectively. By connecting the drive shaft to the left and right wheels, the vehicle can achieve better balance and stability, thereby improving the driving experience and safety. Directly connecting the drive shaft can reduce energy loss during energy transmission, improve the efficiency of power transmission, and make the vehicle more responsive. Through the design of the longitudinal beam and the cross beam, the overall structural strength of the vehicle can be enhanced, and its anti-torsion and anti-deformation capabilities can be improved.
[0058] In view of the relatively independent pain point of the rear suspension rods and the subframe transverse and longitudinal beams, the utility model integrates the mounting bracket assembly 101 and the frame body 110 by casting aluminum, which greatly improves the rigidity and strength of the mounting point of the mounting bracket assembly 101, and also reduces the area of the mounting bracket assembly 101 that requires machining.
[0059] After a part of the mounting bracket assembly 101 is integrated with the cross beam and the longitudinal beam and the frame body 110 to form a whole, the swing arm mounting bracket 101 is integrated with the cross beam and the longitudinal beam. The subframe process is simple, requiring only two processes, low-pressure casting and machining, which reduces the area of the part requiring machining, and reduces the manufacturing cost and process complexity. In addition, the use of a cast aluminum one-piece molding setting can reduce the weight by about 30% compared to the same type of subframe while maintaining the same stiffness and strength durability.
[0060] In addition, the cross beam and the longitudinal beam are tubular beam structures with a certain height and width. In order to facilitate the installation of the rear subframe 100 and the vehicle body, the two ends of the front cross beam 130 are respectively provided with front fixing parts 131, and the two ends of the rear cross beam 140 are respectively provided with rear fixing parts 143. The front fixing parts 131 and the rear fixing parts 143 are both used to be fixed to the vehicle body.
[0061] The rear cross beam 140 is further provided with a harness fixing portion 144 at both ends thereof, and the harness fixing portion 144 is integrated with the rear fixing portion 143 .
[0062] See also Figures 1 to 8 Specifically, the front fixing portion 131 and the rear fixing portion 143 adopt a bushing structure, the circular hole of the bushing structure faces the vertical direction, the two front fixing portions 131 and the two rear fixing portions 143 are located at the four corners of the frame body 110, so that the frame body 110 can be stably fixed on the vehicle body, and the wire harness fixing portion 144 and the rear fixing portion 143 are integrally arranged, thereby reducing the difficulty of fixing the wire harness during the subsequent installation process and facilitating the assembly of the entire vehicle.
[0063] Specifically, the wire harness fixing portion 144 and the rear fixing portion 143 are arranged in a straight line along the front-to-back direction, the upper surface of the wire harness fixing portion 144 is flush with the upper surface of the rear fixing portion 143, the thickness of the wire harness fixing portion 144 is smaller than the thickness of the rear fixing portion 143, and an avoidance space is formed at the lower surface of the wire harness fixing portion 144, thereby reducing space occupancy, improving space utilization, and avoiding interference with other parts.
[0064] Specifically, there is a transition connection with a sudden drop in height between the front fixing portion 131 and other portions of the front cross beam 130, and there is a transition connection with a sudden drop in height between the rear fixing portion 143 and other portions of the rear cross beam 140. The sudden drop in height is defined as a transition connection with a significant height difference, i.e., a change in thickness. This reduces costs on the one hand, and facilitates the arrangement of the front fixing portion 131 and the rear fixing portion 143 on the other.
[0065] The utility model further provides a vehicle, which includes a vehicle body and a rear subframe 100. The specific structure of the rear subframe 100 refers to the above-mentioned embodiments. Since the rear subframe 100 adopts all the technical solutions of all the above-mentioned embodiments, it at least has all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.
[0066] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.
Claims
1. A rear subframe, characterized in that: include: Framework body; and A mounting bracket assembly is arranged on the frame body, and the mounting bracket assembly includes a stabilizer bar bracket, a front swing arm bracket, a tie rod bracket, a rear swing arm bracket and a spring arm bracket. At least one of the mounting bracket assemblies is integrally cast with the frame body.
2. The rear subframe according to claim 1, characterized in that: The frame body comprises a front cross beam, a rear cross beam and two side longitudinal beams which are connected to each other, and the stabilizer bar bracket is arranged on the rear cross beam.
3. The rear subframe according to claim 2, characterized in that: The rear cross beam has a rear side surface which is away from the connection point of the side longitudinal beams, and the stabilizer bar bracket is arranged on the rear side surface.
4. The rear subframe according to claim 2, characterized in that: The front swing arm bracket includes a front lower swing arm bracket and a front upper swing arm bracket, the front upper swing arm bracket and / or the front lower swing arm bracket are arranged at one end of the side longitudinal beam close to the front cross beam, the front upper swing arm bracket is located at the upper part of the side longitudinal beam, and the front lower swing arm bracket is relatively located at the lower part of the side longitudinal beam and / or at the lower part of the rear cross beam.
5. The rear subframe according to claim 2, characterized in that: The tie rod bracket is arranged on the side longitudinal beam, and is closer to the bottom of the side longitudinal beam than the front swing arm bracket, and is farther away from the front cross beam than the front swing arm bracket.
6. The rear subframe according to claim 2, characterized in that: The rear swing arm bracket is arranged on the upper part of the side longitudinal beam and is close to the rear cross beam.
7. The rear subframe according to claim 2, characterized in that: The spring arm bracket is arranged on the side longitudinal beam and is located at the lower part of the side longitudinal beam; the spring arm bracket is closer to the rear cross beam than the rear swing arm bracket.
8. The rear subframe according to claim 2, characterized in that: Both ends of the rear cross beam are also provided with a rear fixing portion for connecting with the vehicle body and a wire harness fixing portion for fixing the wire harness, and the wire harness fixing portion and the rear fixing portion are integrated into one body.
9. The rear subframe according to claim 1, characterized in that: The frame body is a hollow tube beam structure, and the wall thickness of the tube beam structure is greater than or equal to 4 mm.
10. A vehicle, characterized in that: It comprises the rear subframe as claimed in any one of claims 1 to 9.