Rear auxiliary frame structure and automobile

Abstract

The rear auxiliary frame structure comprises an upper main body and a lower main body, the upper main body is configured to be of an integrated structure and used for being connected with an automobile body, the upper main body is provided with two first longitudinal beams, and the two first longitudinal beams are arranged in the transverse direction of the upper main body in a spaced mode; the lower main body is configured to be of an integrated structure and connected with the upper main body, the lower main body is provided with two second longitudinal beams, the two second longitudinal beams correspond to the two first longitudinal beams in a one-to-one mode, the second longitudinal beams and the corresponding first longitudinal beams can define a channel, and the channel is used for a transmission half shaft to pass through. Therefore, the upper main body and the lower main body can be independently produced and manufactured through molds, and a rear auxiliary frame structure with a complex integral casting process can be achieved. The upper main body and the lower main body can be integrally manufactured through corresponding molds during production, so that the production cost is reduced; and meanwhile, the first longitudinal beams and the corresponding second longitudinal beams are encircled to form the channels, so that the auxiliary frame structure can realize a double-longitudinal-beam structure on the basis of meeting the requirement of avoiding a transmission half shaft.

Description

Technical Field

[0001] The present application relates to the technical field related to automobile parts, and in particular to a rear subframe structure and an automobile. Background Art

[0002] The rear subframe is the main load-bearing and supporting component of the automobile suspension system, providing installation points for powertrain suspension, suspension rod system and other components, and also needs to avoid half shafts, suspension rod system, wheels and other components. In order to further improve the comprehensive performance of electric vehicles, compared with steel rear subframes, aluminum rear subframes have more lightweight advantages. Therefore, the existing rear subframe generally adopts an integrated cast aluminum rear subframe to achieve lightweight rear subframes. However, when the structure of the rear subframe is more complex, the relevant casting process cannot be realized. Utility Model Content

[0003] In view of this, it is necessary to provide a rear subframe structure and a vehicle that can solve the above-mentioned technical problems.

[0004] In order to solve the above technical problems, this application provides the following technical solutions:

[0005] A rear subframe structure is used in an automobile; the rear subframe structure comprises:

[0006] An upper body is configured as an integrated structure for connecting the vehicle body, the upper body having two first longitudinal beams, and the two first longitudinal beams are arranged at intervals along the transverse direction of the upper body;

[0007] The lower body is configured as an integrated structure and is connected to the upper body. The lower body has two second longitudinal beams, and the two second longitudinal beams correspond to the two first longitudinal beams one by one. In addition, the second longitudinal beams can be surrounded by the corresponding first longitudinal beams to form a channel, and the channel is used for the transmission half shaft to pass through.

[0008] It can be understood that, through the above-mentioned structural arrangement, since the upper body and the lower body are independently arranged, the upper body and the lower body can be produced and prepared separately by using molds, and then the upper body and the lower body are connected to form a rear sub-frame structure, so that a rear sub-frame structure with a relatively complex overall casting process can be realized; and the upper body and the lower body are configured as an integrated structure, so that the upper body and the lower body can be prepared as a whole by using corresponding molds during production, thereby reducing production costs; at the same time, the first longitudinal beam of the upper body and the corresponding second longitudinal beam of the lower body are surrounded and formed with a channel, so that the sub-frame structure can realize a double longitudinal beam structure on the basis of satisfying the need to avoid the transmission half-axle, thereby improving the overall structural strength of the sub-frame structure.

[0009] In one embodiment, the rear subframe structure further includes a connecting member, and the second longitudinal beam is connected to the corresponding first longitudinal beam through the connecting member to fix the lower body to the upper body.

[0010] In one embodiment, the second longitudinal beam is provided with a plurality of through holes on the periphery of the channel, and the first longitudinal beam is provided with a plurality of threaded holes on the periphery of the channel, and the plurality of threaded holes correspond to the plurality of through holes one by one;

[0011] Wherein, the connecting piece can pass through the through hole and be threadedly connected with the corresponding threaded hole.

[0012] It can be understood that the connecting member passes through the through hole on the second longitudinal beam and is connected to the first longitudinal beam in a threaded manner, so that the assembly of the lower body on the upper body can be facilitated.

[0013] In one embodiment, the upper body and / or the lower body is configured as an integral cast aluminum part.

[0014] It is understandable that by configuring the upper body and / or the lower body as an integral cast aluminum part, the rear subframe structure can be made lightweight.

[0015] In one of the embodiments, a suspension sleeve hole is formed on the lower body, and the suspension sleeve hole is used to install the powertrain suspension.

[0016] It can be understood that by integrating the suspension holes on the lower body, the lower body can be mounted with the powertrain suspension.

[0017] In one embodiment, the lower body further comprises a cross beam, and the two second longitudinal beams are connected as one body via the cross beam;

[0018] Wherein, the suspension holes are respectively formed at the connecting parts between the cross beam and each of the second longitudinal beams.

[0019] It can be understood that the two second longitudinal beams are connected as a whole via a cross beam, which can effectively improve the overall structural strength of the lower body.

[0020] In one of the embodiments, a swing arm bracket is formed on the lower body, and the swing arm bracket is used to install a suspension swing arm.

[0021] It can be understood that by integrating the swing arm bracket on the lower body, the lower body can be equipped with a suspension swing arm.

[0022] In one embodiment, the number of the swing arm brackets is two, and the two swing arm brackets are arranged on both sides of the lower body along the lateral direction of the upper body;

[0023] Wherein, the lower body also includes a crossbeam, and the two swing arm brackets are connected into an integral body via the crossbeam.

[0024] It can be understood that the two swing arm brackets are connected as one piece via a crossbeam, so that the structural strength of the two swing arm brackets on the lower body can be enhanced.

[0025] In one embodiment, the lower body further comprises a cross beam, and two second longitudinal beams are arranged at both ends of the cross beam and are respectively connected to the cross beam as a whole;

[0026] The lower body is respectively formed with swing arm brackets at two end positions of the cross beam, and the swing arm brackets are used to install the suspension swing arm;

[0027] The lower body is provided with suspension holes at the connection positions between the cross beam and each of the second longitudinal beams, respectively, and the suspension holes are used for installing the powertrain suspension.

[0028] It can be understood that the two second longitudinal beams are connected as a whole through the cross beam, so that the overall structural strength of the lower body can be effectively improved. At the same time, by using the structural settings that swing arm brackets are respectively formed at the two end positions of the cross beam, and suspension sleeve holes are respectively formed at the connecting parts between the cross beam and each second longitudinal beam, the distance between the swing arm bracket integrated on the lower body and the suspension sleeve hole can be reduced, so that the swing arm bracket and the suspension sleeve hole can be integrated into the lower body, and at the same time, the space occupied by the whole vehicle can be reduced.

[0029] The present application also seeks protection for a vehicle comprising the above-mentioned rear subframe structure.

[0030] Due to the application of the above solution, the present application has the following advantages compared with the prior art:

[0031] The rear sub-frame structure and automobile for which protection is sought in the present application have an upper main body and a lower main body which are independently arranged, so that the upper main body and the lower main body can be produced and prepared separately using molds, and then the upper main body and the lower main body are connected to form the rear sub-frame structure, so that a rear sub-frame structure with a relatively complex overall casting process can be realized; and the upper main body and the lower main body are configured as an integrated structure, so that the upper main body and the lower main body can be prepared as a whole using corresponding molds during production, thereby reducing production costs; at the same time, the first longitudinal beam of the upper main body and the corresponding second longitudinal beam of the lower main body are surrounded and form a channel, so that the sub-frame structure can realize a double longitudinal beam structure on the basis of satisfying the need to avoid the transmission half-axle, thereby improving the overall structural strength of the sub-frame structure. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the conventional technology, the drawings required for use in the embodiments or the conventional technology descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0033] Figure 1 An exploded view of a rear subframe structure provided in one embodiment of the present application;

[0034] Figure 2 A schematic diagram of the assembly of a rear subframe structure provided in one embodiment of the present application;

[0035] Figure 3 A schematic diagram of the structure of an upper body provided in an embodiment of the present application;

[0036] Figure 4 A schematic diagram of the structure of the lower body provided in one embodiment of the present application;

[0037] Figure 5 This is a structural schematic diagram of the lower body from another perspective provided by an embodiment of the present application.

[0038] Figure numerals: 100, rear subframe structure; 10, upper body; 11, first longitudinal beam; 111, threaded hole; 112, first abutment surface; 20, lower body; 201, channel; 21, second longitudinal beam; 211, through hole; 212, lug; 213, second abutment surface; 22, suspension sleeve hole; 23, cross beam; 24, swing arm bracket; 30, connector; 200, powertrain suspension. DETAILED DESCRIPTION

[0039] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0040] It should be noted that when a component is referred to as being "fixed to" or "disposed on" another component, it may be directly on the other component or there may also be a central component. When a component is considered to be "connected to" another component, it may be directly connected to the other component or there may be a central component at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in the specification of this application are for illustrative purposes only and do not represent the only implementation method.

[0041] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0042] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first feature is directly in contact with the second feature, or the first feature and the second feature are indirectly in contact through an intermediate medium. Moreover, a first feature being “above”, “above” or “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below” or “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0043] Unless otherwise defined, all technical and scientific terms used in the specification of this application have the same meaning as those commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used in the specification of this application includes any and all combinations of one or more related listed items.

[0044] The rear subframe structure 100 for which protection is sought in this application is used in an automobile.

[0045] like Figure 1 , Figure 2 As shown, a rear subframe structure 100 provided in an embodiment of the present application includes an upper body 10 and a lower body 20. The upper body 10 is configured as an integrated structure for connecting a vehicle body (not shown in the figure). The upper body 10 has two first longitudinal beams 11, and the two first longitudinal beams 11 are arranged at intervals along the lateral direction of the upper body 10; the lower body 20 is configured as an integrated structure and connected to the upper body 10, and the lower body 20 has two second longitudinal beams 21, and the two second longitudinal beams 21 correspond to the two first longitudinal beams 11 one by one, and the second longitudinal beams 21 can be surrounded by the corresponding first longitudinal beams 11 to form a channel 201, and the channel is used for a transmission half shaft (not shown in the figure) to pass through.

[0046] It can be understood that when the rear sub-frame structure 100 of the present application is produced and prepared, since the upper main body 10 and the lower main body 20 are independently arranged, the upper main body 10 and the lower main body 20 can be produced and prepared separately by using molds. After that, the upper main body 10 and the lower main body 20 are connected to form the rear sub-frame structure 100. In this way, the rear sub-frame structure 100 with a more complicated casting process can be cast according to actual use requirements; and the upper main body 10 and the lower main body 20 are configured as an integrated structure, so that the upper main body 10 and the lower main body 20 can be prepared as a whole by using corresponding molds during production, thereby reducing production costs; at the same time, the first longitudinal beam 11 of the upper main body 10 and the corresponding second longitudinal beam 21 of the lower main body 20 are surrounded and formed with a channel 201, so that the rear sub-frame structure 100 can realize a double longitudinal beam structure on the basis of satisfying the avoidance of the transmission half-axle, thereby improving the overall structural strength of the rear sub-frame structure 100.

[0047] like Figures 3 to 5 As shown, in one embodiment, the upper body 10 and / or the lower body 20 are configured as an integral aluminum casting. In other words, the upper body 10 and / or the lower body 20 are configured as an integral aluminum casting, so that the rear subframe structure 100 can be lightweight.

[0048] like Figure 4 , Figure 5 As shown, in one embodiment, a suspension sleeve hole 22 is formed on the lower body 20, and the suspension sleeve hole 22 is used to install the powertrain suspension 200. In other words, by integrating the suspension sleeve hole 22 on the lower body 20, the lower body can install the powertrain suspension 200. Here, the powertrain suspension 200 can be pressed into the suspension sleeve hole 22 by interference fit.

[0049] like Figure 1 , Figure 2 As shown, in one embodiment, the lower body 20 further includes a cross beam 23, and the two second longitudinal beams 21 are connected as a whole through the cross beam 23; wherein, the connecting portion between the cross beam 23 and each second longitudinal beam 21 is respectively formed with a suspension hole 22. In other words, the two second longitudinal beams 21 are connected as a whole through the cross beam 23, so that the overall structural strength of the lower body 20 can be effectively improved.

[0050] like Figure 4 , Figure 5 As shown, in one embodiment, a swing arm bracket 24 is formed on the lower body 20, and the swing arm bracket 24 is used to install a suspension swing arm (not shown). In other words, by integrating the swing arm bracket 24 on the lower body 20, the lower body 20 can be installed with a suspension swing arm.

[0051] In this embodiment, the number of the swing arm brackets 24 is configured to be two, and the two swing arm brackets 24 are arranged on both sides of the lower body 20 along the lateral direction of the upper body 10; and the two swing arm brackets 24 are connected as one piece by a crossbeam 23. Such an arrangement can enhance the structural strength of the two swing arm brackets 24 on the lower body 20.

[0052] like Figure 4 , Figure 5 As shown, in one embodiment, two second longitudinal beams 21 are arranged at both ends of the cross beam 23 and are connected to the cross beam 23 as a whole; the lower body 20 is formed with swing arm brackets 24 at the two end positions of the cross beam 23, and the swing arm brackets 24 are used to install the suspension swing arm; the lower body 20 is formed with suspension sleeve holes 22 at the connection between the cross beam 23 and each second longitudinal beam 21, and the suspension sleeve holes 22 are used to install the powertrain suspension. That is to say, by using the structural setting that the swing arm brackets 24 are formed at the two end positions of the cross beam 23 of the lower body 20, and the suspension sleeve holes 22 are formed at the connection between the cross beam 23 and each second longitudinal beam 21, the distance between the swing arm bracket 24 integrated on the lower body 20 and the suspension sleeve holes 22 can be reduced, so that the swing arm bracket 24 and the suspension sleeve holes 22 can be integrated on the lower body 20, and the space occupied by the whole vehicle can also be reduced.

[0053] like Figure 1 , Figure 2 As shown, in one embodiment, the rear subframe structure 100 further includes a connecting member 30, and the second longitudinal beam 21 is connected to the corresponding first longitudinal beam 11 through the connecting member 30 to fix the lower body 20 to the upper body 10. Of course, for those skilled in the art, the second longitudinal beam 21 and the corresponding first longitudinal beam 11 can also be connected by welding, which will not be elaborated here.

[0054] like Figure 1 , Figure 3 As shown, in one embodiment, the second longitudinal beam 21 is provided with a plurality of through holes 211 on the periphery of the channel, and the first longitudinal beam 11 is provided with a plurality of threaded holes 111 on the periphery of the channel, and the plurality of threaded holes 111 correspond to the plurality of through holes 211 one by one, wherein the connecting member 30 can pass through the through holes 211 and be threadedly connected with the corresponding threaded holes 111. That is to say, the connecting member 30 passes through the through holes 211 on the second longitudinal beam 21 and is threadedly connected with the first longitudinal beam 11, so that the assembly of the lower body 20 on the upper body 10 can be facilitated. Here, the connecting member can be a bolt, a screw, etc. In this embodiment, the number of the through holes 211 is four. Of course, for those skilled in the art, the number of the through holes 211 is not limited to four, and the through holes 211 can also be set to two, three, five, etc. The specific number can be set according to actual use requirements, which will not be elaborated here.

[0055] In this embodiment, four lugs 212 are formed on each second longitudinal beam 21 , and each lug 212 is provided with a through hole 211 .

[0056] like Figure 1 , Figure 3 As shown, in one embodiment, a first abutting surface 112 is formed on each first longitudinal beam 11, and a second abutting surface 213 is formed on each second longitudinal beam 21. By utilizing the abutment between the first abutting surface 112 on the first longitudinal beam 11 and the corresponding second abutting surface 213 on the second longitudinal beam 21, the effective contact area between the first longitudinal beam 11 and the second longitudinal beam 21 can be increased when the two are connected, so that the stability of the first longitudinal beam 11 and the second longitudinal beam 21 when they are connected can be improved.

[0057] The present application also provides a car (not shown), comprising the above-mentioned rear subframe structure 100.

[0058] In summary, the rear sub-frame structure 100 for which protection is sought in the present application has an upper main body 10 and a lower main body 20 which are independently arranged, so that the upper main body 10 and the lower main body 20 can be produced and prepared separately by using molds, and then the upper main body 10 and the lower main body 20 are connected to form the rear sub-frame structure 100, so that the rear sub-frame structure 100 with a more complicated casting process can be cast according to actual use requirements; and the upper main body 10 and the lower main body 20 are configured as an integrated structure, so that the upper main body 10 and the lower main body 20 can be prepared as a whole by using corresponding molds during production, thereby reducing production costs; at the same time, the first longitudinal beam 11 of the upper main body 10 and the corresponding second longitudinal beam 21 of the lower main body 20 are surrounded and formed with a channel 201, so that the rear sub-frame structure 100 can realize a double longitudinal beam structure on the basis of satisfying the need to avoid the transmission half-axle, thereby improving the overall structural strength of the rear sub-frame structure 100.

[0059] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0060] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the scope of patent protection of the present application shall be subject to the attached claims.

Claims

1. A rear subframe structure, used in a car; characterized in that: The rear subframe structure (100) comprises: The upper body (10) is configured as an integrated structure and is used to connect the vehicle body. The upper body (10) has two first longitudinal beams (11), and the two first longitudinal beams (11) are arranged at intervals along the transverse direction of the upper body (10); The lower body (20) is configured as an integrated structure and is connected to the upper body (10). The lower body (20) has two second longitudinal beams (21), and the two second longitudinal beams (21) correspond to the two first longitudinal beams (11) one by one. In addition, the second longitudinal beams (21) can be surrounded by the corresponding first longitudinal beams (11) to form a channel (201), and the channel (201) is used for the transmission half shaft to pass through.

2. The rear subframe structure according to claim 1, characterized in that: The rear subframe structure (100) further comprises a connecting member (30), and the second longitudinal beam (21) is connected to the corresponding first longitudinal beam (11) via the connecting member (30) so as to fix the lower body (20) to the upper body (10).

3. The rear subframe structure according to claim 2, characterized in that: The second longitudinal beam (21) is provided with a plurality of through holes (211) on the periphery of the channel (201), and the first longitudinal beam (11) is provided with a plurality of threaded holes (111) on the periphery of the channel, and the plurality of threaded holes (111) correspond one to one to the plurality of through holes (211); Wherein, the connecting member (30) can pass through the through hole (211) and be threadedly connected to the corresponding threaded hole (111).

4. The rear subframe structure according to claim 1, characterized in that: The upper body (10) and / or the lower body (20) are configured as an integral cast aluminum part.

5. The rear subframe structure according to claim 1, characterized in that: A suspension sleeve hole (22) is formed on the lower body (20), and the suspension sleeve hole (22) is used for installing a powertrain suspension.

6. The rear subframe structure according to claim 5, characterized in that: The lower body (20) further comprises a crossbeam (23), and the two second longitudinal beams (21) are connected as a whole via the crossbeam (23); Wherein, the suspension holes (22) are respectively formed at the connecting parts between the cross beam (23) and each of the second longitudinal beams (21).

7. The rear subframe structure according to claim 1, characterized in that: A swing arm bracket (24) is formed on the lower body (20), and the swing arm bracket (24) is used to install a suspension swing arm.

8. The rear subframe structure according to claim 7, characterized in that: The number of the swing arm brackets (24) is configured to be two, and the two swing arm brackets (24) are arranged on both sides of the lower body (20) along the transverse direction of the upper body (10); Wherein, the lower body (20) further comprises a crossbeam (23), and the two swing arm brackets (24) are connected as one body via the crossbeam (23).

9. The rear subframe structure according to claim 1, characterized in that: The lower body (20) further comprises a cross beam (23), and two second longitudinal beams (21) are arranged at both ends of the cross beam (23) and are respectively connected to the cross beam (23) as a whole; The lower body (20) is respectively formed with swing arm brackets (24) at two end positions of the cross beam (23), and the swing arm brackets (24) are used to install a suspension swing arm; The lower body (20) is respectively provided with suspension holes (22) at the connection positions between the cross beam (23) and each of the second longitudinal beams (21), and the suspension holes (22) are used for installing the powertrain suspension (200).

10. An automobile, characterized in that: The invention comprises the rear subframe structure (100) according to any one of claims 1 to 9.

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