Rear auxiliary frame assembly and vehicle

Abstract

The rear auxiliary frame assembly comprises a front cross beam, a rear cross beam, a left longitudinal beam and a right longitudinal beam, the front cross beam is located in front of the rear cross beam, the left longitudinal beam extends in the front-back direction along an arc protruding towards a passenger compartment, and the right longitudinal beam extends in the front-back direction along an arc protruding towards a passenger compartment. The left longitudinal beam extends in the front-back direction along an arc protruding towards a passenger compartment, the right longitudinal beam extends in the front-back direction along an arc protruding towards the passenger compartment, the two upper swing arm mounting supports are symmetrically arranged in the left-right direction, the lower swing arm mounting supports are arranged at the bottom of a rear cross beam, and the outlines of the cross sections of the front cross beam, the rear cross beam, the left longitudinal beam and the right longitudinal beam are all in a closed pattern. According to the rear auxiliary frame assembly, the overall bending and torsion modes of the rear auxiliary frame are improved, the structural strength of the auxiliary frame is improved, it is guaranteed that the auxiliary frame has enough durability and reliability, and on the premise that the reliability, durability and comfort of the whole vehicle structure are met, the number of parts and welding procedures are reduced, and the weight of the auxiliary frame is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle manufacturing, in particular to a rear subframe assembly and a vehicle. Background Art

[0002] In the related art, it is pointed out that the rear subframe is one of the very important component systems in the vehicle structure. It not only connects the swing arm parts, elastic parts of the chassis rear suspension system and the vehicle body, etc., but also plays a role in installing and supporting the components of the suspension system, transmits the external loads, vibration and noise, etc. borne by the chassis, and provides control in multiple directions for the swing arm, so that the vehicle has a controllable driving trajectory, etc. When the whole vehicle is in harsh working conditions such as accelerating, braking, turning, and passing through pits and bumps, the subframe bears a large load, which is transmitted to the vehicle body and other structures through the subframe. Therefore, the stiffness and strength of the subframe structure are directly related to the fatigue durability and structural safety performance of the whole vehicle, and its structural performance affects the comfort and NVH performance (noise, vibration and harshness) of the whole vehicle to a certain extent.

[0003] The existing rear subframes generally adopt four-point connection. The front and rear crossbeams of the rear subframe often adopt two sheet metal parts welded together to form a "U"-shaped cross-section structure. The load-bearing and force-transmitting capacity of this rear subframe structure is poor, and the strength, durability performance, modal and dynamic stiffness performance of the structure are relatively low. To improve the stiffness, strength, fatigue durability performance, modal and dynamic stiffness and other NVH performance of the rear subframe structure, generally by increasing the cross-section or material thickness of the components, etc., which is not conducive to product lightweighting, the product quality is heavy, and the cost is relatively high.

[0004] In the prior art, by designing reinforcing plates inside the front and rear sheets of the rear crossbeam, the local modal frequency of the rear crossbeam is somewhat improved. However, due to the "U"-shaped cross-section structure formed by welding two sheet metals of the rear crossbeam, this structure has a small improvement in the overall torsion and bending modes of the rear subframe. At the same time, the lower swing arm needs to be connected at the rear crossbeam, and it is easy to have insufficient strength at the overlapping part of the crossbeam and the longitudinal beam, resulting in poor weld durability and reliability performance. Summary of the Utility Model

[0005] The utility model aims to at least solve one of the technical problems existing in the prior art. For this reason, the utility model provides a rear subframe assembly with high structural strength and good stability.

[0006] The utility model also provides a vehicle with the above-mentioned rear subframe assembly.

[0007] The rear subframe assembly according to the first aspect of the present utility model includes: a front cross member and a rear cross member, the front cross member is located in front of the rear cross member and is spaced apart from the rear cross member, and the front cross member and the rear cross member are symmetrically arranged in the left-right direction; a left longitudinal beam, the left end of the front cross member is connected to the left longitudinal beam, the left end of the rear cross member is connected to the left longitudinal beam, and the left longitudinal beam extends along an arc protruding towards the passenger compartment in the front-rear direction; a right longitudinal beam, the right end of the front cross member is connected to the right longitudinal beam, the right end of the rear cross member is connected to the right longitudinal beam, and the right longitudinal beam extends along an arc protruding towards the passenger compartment in the front-rear direction; an upper arm mounting bracket, the upper arm mounting bracket is connected to the left longitudinal beam and the right longitudinal beam, the two upper arm mounting brackets are symmetrically arranged in the left-right direction and are both connected to the upper arm; a lower arm mounting bracket, the lower arm mounting bracket is provided at the bottom of the rear cross member, and the two lower arm mounting brackets are symmetrically arranged in the left-right direction and are both connected to the lower arm; wherein, the cross-sectional profiles of the front cross member, the rear cross member, the left longitudinal beam and the right longitudinal beam are all closed figures.

[0008] According to the rear subframe assembly of the present utility model, by making the cross-sectional profiles of the front cross member, the rear cross member, the left longitudinal beam and the right longitudinal beam all closed figures, the overall bending and torsional modes of the subframe are improved, and the excitations such as road surface vibrations and noises are reduced from being transmitted to the vehicle body and the occupants, so as to obtain the comfort of the whole vehicle, the structural strength of the subframe is enhanced, and the sufficient durability and reliability performance of the subframe are ensured. Especially, the weld durability performance of the swing arm mounting connection area is improved, thereby enhancing the performance and quality of the whole vehicle product. On the premise of meeting the structural reliability, durability and comfort stability performance of the whole vehicle, the number of parts and welding processes are reduced, the self-weight of the subframe is reduced, the platform-derived development is promoted, the product development cycle is shortened, the mold opening cost is reduced, and the production process is simplified.

[0009] In some embodiments, the upper arm mounting bracket includes a first plate and a second plate, the first plate extends in the front-rear direction, the second plate extends in the left-right direction and the second plate is connected to both ends of the first plate in the front-rear direction.

[0010] The lower edge of the first plate of the upper arm mounting bracket located on the left longitudinal beam is attached to the surface of the left longitudinal beam, and the lower edge of the first plate of the upper arm mounting bracket located on the right longitudinal beam is attached to the surface of the right longitudinal beam.

[0011] The right edge of the second plate of the upper arm mounting bracket located on the left longitudinal beam is attached to the surface of the left longitudinal beam, and the left edge of the second plate of the upper arm mounting bracket located on the right longitudinal beam is attached to the surface of the right longitudinal beam.

[0012] In some embodiments, a first flanging is formed at the lower edge of the first plate, and a second flanging is formed at the lower edge of the second plate. The second flanging is disposed substantially perpendicular to the second plate and extends in a direction away from the first plate.

[0013] The lower surface of the first flanging of the upper arm mounting bracket located on the left longitudinal beam is in contact with the surface of the left longitudinal beam, and the lower surface of the first flanging of the upper arm mounting bracket located on the right longitudinal beam is in contact with the surface of the right longitudinal beam.

[0014] The right edge of the second flanging of the upper arm mounting bracket located on the left longitudinal beam is in contact with the surface of the left longitudinal beam, and the left edge of the second flanging of the upper arm mounting bracket located on the right longitudinal beam is in contact with the surface of the right longitudinal beam.

[0015] In some embodiments, the upper arm mounting bracket is integrally formed by stamping.

[0016] In some embodiments, the lower arm mounting bracket includes a first support plate and a second support plate. Both the first support plate and the second support plate are formed with folding portions, and the first support plate and the second support plate are connected through the folding portions. The upper edges of the first support plate and the second support plate are both in contact with the lower surface of the rear cross beam.

[0017] In some embodiments, a first flap is formed on the first support plate, and a second flap is formed on the second support plate. The first flap and the second flap extend in directions away from each other.

[0018] The upper edge of the first flap of the lower arm mounting bracket located on the left side is in contact with the lower surface of the left longitudinal beam, and the upper edge of the second flap of the lower arm mounting bracket located on the left side is in contact with the lower surface of the left longitudinal beam.

[0019] The upper edge of the first flap of the lower arm mounting bracket located on the right side is in contact with the lower surface of the right longitudinal beam, and the upper edge of the second flap of the lower arm mounting bracket located on the right side is in contact with the lower surface of the right longitudinal beam.

[0020] In some embodiments, a first reinforcing plate is connected between the first flap and the second flap. The first reinforcing plate extends in an arc protruding towards the passenger compartment in the front-rear direction. At least part of the surface of the first flap is in contact with the surface of the first reinforcing plate, and at least part of the surface of the second flap is in contact with the surface of the first reinforcing plate.

[0021] In some embodiments, the first support plate and the second support plate are connected by welding, and / or the first flap is connected to the first reinforcing plate by welding, and / or the second flap is connected to the first reinforcing plate by welding.

[0022] In some embodiments, the front cross beam is in a hollow tubular shape and includes a first cross plate and a second cross plate. The first cross plate is formed with a first groove, and the second cross plate is formed with a second groove. The openings of the first groove and the second groove face each other, and the first cross plate is connected to the second cross plate.

[0023] The rear cross beam is in a hollow tubular shape and includes a third cross plate and a fourth cross plate. The third cross plate is formed with a third groove, and the fourth cross plate is formed with a fourth groove. The openings of the third groove and the fourth groove face each other, and the third cross plate is connected to the fourth cross plate.

[0024] In some embodiments, the rear subframe assembly further includes: a stabilizer bar mounting bracket. The stabilizer bar mounting bracket extends in the up and down direction and is connected to the left longitudinal beam and the right longitudinal beam. The two stabilizer bar mounting brackets are symmetrically arranged in the left and right directions, and the stabilizer bar mounting bracket located on the left longitudinal beam is spaced apart from the upper swing arm mounting bracket located on the left longitudinal beam, and the stabilizer bar mounting bracket located on the right longitudinal beam is spaced apart from the upper swing arm mounting bracket located on the right longitudinal beam.

[0025] In some embodiments, the stabilizer bar mounting bracket is formed with a fifth groove. The fifth groove of the stabilizer bar mounting bracket connected to the left longitudinal beam faces the left longitudinal beam, and the fifth groove of the stabilizer bar mounting bracket connected to the right longitudinal beam faces the right longitudinal beam.

[0026] The stabilizer bar mounting bracket is provided with a second reinforcing plate and a third reinforcing plate. The second reinforcing plate and the third reinforcing plate are spaced apart in the up and down direction. Part of the circumference of the second reinforcing plate on the left side is attached to the inner peripheral wall of the fifth groove of the stabilizer bar mounting bracket on the left side, and part of the circumference of the third reinforcing plate on the left side is attached to the inner peripheral wall of the fifth groove of the stabilizer bar mounting bracket on the left side. Another part of the circumference of the second reinforcing plate on the left side is attached to the surface of the left longitudinal beam, and another part of the circumference of the third reinforcing plate on the left side is attached to the surface of the left longitudinal beam.

[0027] Part of the circumferences of the second reinforcing plate on the right side are in contact with the inner circumferential wall of the fifth groove of the stabilizer bar mounting bracket on the right side, part of the circumferences of the third reinforcing plate on the right side are in contact with the inner circumferential wall of the fifth groove of the stabilizer bar mounting bracket on the right side, another part of the circumferences of the second reinforcing plate on the right side are in contact with the surface of the right longitudinal beam, and another part of the circumferences of the third reinforcing plate on the right side are in contact with the surface of the right longitudinal beam.

[0028] In some embodiments, the stabilizer bar mounting bracket is integrally formed.

[0029] In some embodiments, sleeves are connected to both ends of the left longitudinal beam, and sleeves are connected to both ends of the right longitudinal beam.

[0030] The vehicle according to the second aspect of the present invention includes the rear subframe assembly according to the first aspect of the present invention above.

[0031] By providing the rear subframe assembly according to the first aspect, the vehicle according to the present invention improves the NVH performance of the vehicle, enhances the overall structural strength of the vehicle, and reduces the production cost of the vehicle.

[0032] Additional aspects and advantages of the present invention will be given in part in the following description, will become apparent in part from the following description, or will be understood through the practice of the present invention. Description of the Drawings

[0033] Figure 1 is a schematic diagram of a rear subframe assembly according to an embodiment of the present invention;

[0034] Figure 2 is Figure 1 a schematic diagram of the rear subframe assembly shown in another angle;

[0035] Figure 3 is Figure 1 a bottom view schematic diagram of the rear subframe assembly shown in ;

[0036] Figure 4 is Figure 3 a bottom view schematic diagram of the rear subframe assembly shown in another angle;

[0037] Figure 5 is Figure 2 a schematic diagram of the rear subframe assembly shown in another angle;

[0038] Figure 6 is Figure 2 a schematic diagram of the rear subframe assembly shown in another angle;

[0039] Figure 7 is Figure 2Schematic diagram of the left longitudinal beam shown in

[0040] Figure 8 is Figure 2 Schematic diagram of the right longitudinal beam shown in

[0041] Figure 9 is Figure 2 Schematic diagram of the front cross beam shown in

[0042] Figure 10 is Figure 9 Schematic diagram of the first transverse plate shown in

[0043] Figure 11 is Figure 9 Schematic diagram of the second transverse plate shown in

[0044] Figure 12 is Figure 2 Schematic diagram of the rear cross beam shown in

[0045] Figure 13 is Figure 12 Schematic diagram of the third transverse plate shown in

[0046] Figure 14 is Figure 12 Schematic diagram of the fourth transverse plate shown in

[0047] Figure 15 is Figure 2 Schematic diagram of the upper swing arm mounting bracket on the left side shown in

[0048] Figure 16 is Figure 15 Schematic diagram of the upper swing arm mounting bracket from another angle shown in

[0049] Figure 17 is Figure 2 Schematic diagram of the upper swing arm mounting bracket on the right side shown in

[0050] Figure 18 is Figure 17 Schematic diagram of the upper swing arm mounting bracket from another angle shown in

[0051] Figure 19 is Figure 2 Schematic diagram of the lower swing arm mounting bracket on the left side shown in

[0052] Figure 20 is Figure 19 Schematic diagram of the lower swing arm mounting bracket shown in

[0053] Figure 21 is Figure 19 Schematic diagram of the first reinforcement plate shown in

[0054] Figure 22 is Figure 2 a schematic diagram of the right-side lower arm mounting bracket shown in

[0055] Figure 23 is Figure 22 a schematic diagram of the lower arm mounting bracket shown in

[0056] Figure 24 is Figure 22 a schematic diagram of the first reinforcing plate shown in

[0057] Figure 25 is Figure 2 a schematic diagram of the left-side stabilizer bar mounting bracket shown in

[0058] Figure 26 is Figure 2 a schematic diagram of the right-side stabilizer bar mounting bracket shown in

[0059] Figure 27 is Figure 2 a schematic diagram of the second reinforcing plate connected to the left-side stabilizer bar mounting bracket shown in

[0060] Figure 28 is Figure 2 a schematic diagram of the third reinforcing plate connected to the left-side stabilizer bar mounting bracket shown in

[0061] Figure 29 is Figure 2 a schematic diagram of the second reinforcing plate connected to the right-side stabilizer bar mounting bracket shown in

[0062] Figure 30 is Figure 2 a schematic diagram of the third reinforcing plate connected to the right-side stabilizer bar mounting bracket shown in

[0063] Reference numerals:

[0064] 100, rear subframe assembly; 1, front crossbeam; 11, first crossplate; 111, first groove; 12, second crossplate; 2, rear crossbeam; 21, third crossplate; 211, third groove; 22, fourth crossplate; 221, fourth groove; 3, left longitudinal beam; 4, right longitudinal beam; 5, upper arm mounting bracket; 51, first plate; 511, first flanging; 52, second plate; 521, second flanging; 6, lower arm mounting bracket; 61, first support plate; 611, first flap; 62, second support plate; 621, second flap; 63, folding part; 64, first reinforcing plate; 7, stabilizer bar mounting bracket; 71, fifth groove; 72, second reinforcing plate; 73, third reinforcing plate; 8, sleeve; 9, lower arm mounting bracket. Detailed implementation mode

[0065] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where like or similar reference numerals denote like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are intended to explain the present utility model, and should not be construed as limiting the present utility model.

[0066] Reference will be made below Figures 1 - 30 to describe a rear subframe assembly 100 according to an embodiment of the first aspect of the present utility model.

[0067] As Figures 1 - 24 shown, the rear subframe assembly 100 according to an embodiment of the first aspect of the present utility model includes a front cross member 1, a rear cross member 2, a left longitudinal beam 3, a right longitudinal beam 4, an upper arm mounting bracket 5, and a lower arm mounting bracket 6.

[0068] Specifically, the front cross member 1 is located in front of the rear cross member 2 and is spaced apart from the rear cross member 2. The front cross member 1 and the rear cross member 2 are symmetrically arranged in the left-right direction. The left end of the front cross member 1 is connected to the left longitudinal beam 3, and the left end of the rear cross member 2 is connected to the left longitudinal beam 3. The left longitudinal beam 3 extends along an arc protruding toward the passenger compartment in the front-rear direction. The right end of the front cross member 1 is connected to the right longitudinal beam 4, and the right end of the rear cross member 2 is connected to the right longitudinal beam 4. The right longitudinal beam 4 extends along an arc protruding toward the passenger compartment in the front-rear direction. The upper arm mounting bracket 5 is connected to the left longitudinal beam 3 and the right longitudinal beam 4. The two upper arm mounting brackets 5 are symmetrically arranged in the left-right direction and are both connected to the upper arm. The lower arm mounting bracket 6 is provided at the bottom of the rear cross member 2. The two lower arm mounting brackets 6 are symmetrically arranged in the left-right direction and are both connected to the lower arm. Among them, the cross-sectional profiles of the front cross member 1, the rear cross member 2, the left longitudinal beam 3, and the right longitudinal beam 4 are all closed figures.

[0069] As Figure 1As shown, the rear subframe assembly 100 is generally in a "well" - shaped structure and is designed with a left - right symmetric structure. The front cross - beam 1 and the rear cross - beam 2 constitute the lateral strength of the frame. The left longitudinal beam 3 and the right longitudinal beam 4 connect the front cross - beam 1 and the rear cross - beam 2, forming a closed frame structure. The arc design of the longitudinal beam helps absorb the energy during a collision and protects the passenger compartment from damage, and also makes the span between the main body beams of the vehicle body small, which is more conducive to improving the overall bending and torsional modes of the rear subframe. The upper arm mounting bracket 5 is located on the left longitudinal beam 3 and the right longitudinal beam 4 and is used to fix the upper arm, thus ensuring that the wheel can move along a predetermined trajectory. The upper arm is usually connected to the vehicle's shock - absorbing system to help control the vertical movement of the wheel. The lower arm mounting bracket 6 is fixed to the bottom of the rear cross - beam 2 and is also arranged symmetrically. They are connected to the lower arm to provide lateral positioning of the wheel. The lower arm is usually directly connected to the hub of the tire. The closed cross - sectional profile can increase the strength of the structure and reduce distortion.

[0070] The rear subframe is one of the very important component systems in the vehicle structure. It not only connects the swing arm parts, elastic parts of the rear suspension system and the vehicle body, etc., but also plays a role in installing and supporting the components of the suspension system, increasing the stiffness of the chassis and the whole vehicle, transmitting the external loads, vibration and noise borne by the chassis, etc., and providing control in multiple directions for the swing arm, enabling the vehicle to have a controllable driving trajectory, etc.

[0071] For the rear subframe assembly 100 according to the embodiment of the present utility model, by making the cross - sectional profiles of the front cross - beam 1, the rear cross - beam 2, the left longitudinal beam 3 and the right longitudinal beam 4 all be closed - type figures, the overall bending and torsional modes of the subframe are improved, reducing the excitation such as road surface vibration and noise from being transmitted to the vehicle body and the occupants, so as to obtain the comfort of the whole vehicle, enhancing the strength of the structure of the subframe, ensuring that the subframe has sufficient durability and reliability performance, especially enhancing the weld durability performance in the swing arm installation and connection area, thereby enhancing the performance and quality of the whole vehicle product. On the premise of meeting the reliability, durability and comfort stability performance of the whole vehicle structure, the number of components and welding processes are reduced, the self - weight of the subframe is reduced, the platform - based derivative development is enhanced, the product development cycle is shortened, the mold - opening cost is reduced, and the production process is simplified.

[0072] Preferably, the front cross - beam 1 is welded to the left longitudinal beam 3 and the right longitudinal beam 4, and the rear cross - beam 2 is welded to the left longitudinal beam 3 and the right longitudinal beam 4.

[0073] Furthermore, the toe link does not require an additional mounting bracket structure. Through an integrated design with the front crossmember 1, connection holes are formed on the front crossmember 1. The external load at the toe link directly acts on the front crossmember 1, resulting in a better overall force transmission path, more uniform stress distribution, and eliminating the need for additional mounting brackets. This prevents NVH performance and fatigue durability cracking problems caused by low dynamic stiffness and poor welding performance of the brackets. At the same time, the overall structure of the front crossmember 1 is simpler, reducing the number of parts and welding processes, and making the overall weight lighter, achieving the dual effects of weight reduction and cost reduction.

[0074] In some embodiments of the present utility model, as Figures 1 - 2 , Figures 15 - 18 shown, the upper arm mounting bracket 5 includes a first plate 51 and a second plate 52. The first plate 51 extends in the front-rear direction, and the second plate 52 extends in the left-right direction and is connected to both ends of the first plate 51 in the front-rear direction. The lower edge of the first plate 51 of the upper arm mounting bracket 5 located on the left longitudinal beam 3 is in contact with the surface of the left longitudinal beam 3, the lower edge of the first plate 51 of the upper arm mounting bracket 5 located on the right longitudinal beam 4 is in contact with the surface of the right longitudinal beam 4, the right edge of the second plate 52 of the upper arm mounting bracket 5 located on the left longitudinal beam 3 is in contact with the surface of the left longitudinal beam 3, and the left edge of the second plate 52 of the upper arm mounting bracket 5 located on the right longitudinal beam 4 is in contact with the surface of the right longitudinal beam 4. Thus, it is ensured that when the upper arm bears the impact from the road surface and the lateral force generated during vehicle turning, it can work stably without causing unnecessary deformation of the entire rear subframe assembly 100. At the same time, by evenly distributing the force to the longitudinal beams, local stress concentration can be avoided, thereby extending the service life of the entire rear subframe assembly 100.

[0075] Furthermore, as Figures 1 - 2 , Figures 15 - 18 shown, a first flanging 511 is formed at the lower edge of the first plate 51, and a second flanging 521 is formed at the lower edge of the second plate 52. The second flanging 521 is disposed substantially perpendicular to the second plate 52 and extends in a direction away from the first plate 51. The lower surface of the first flanging 511 of the upper arm mounting bracket 5 located on the left longitudinal beam 3 is in contact with the surface of the left longitudinal beam 3, the lower surface of the first flanging 511 of the upper arm mounting bracket 5 located on the right longitudinal beam 4 is in contact with the surface of the right longitudinal beam 4, the right edge of the second flanging 521 of the upper arm mounting bracket 5 located on the left longitudinal beam 3 is in contact with the surface of the left longitudinal beam 3, and the left edge of the second flanging 521 of the upper arm mounting bracket 5 located on the right longitudinal beam 4 is in contact with the surface of the right longitudinal beam 4. Thus, the first flanging 511 and the second flanging 521 increase the connection area, can withstand greater shear force and tensile force, increase the overall stiffness of the upper arm mounting bracket, and help resist deformation caused by external forces.

[0076] Preferably, the upper swing arm mounting bracket 5 is welded to both the left longitudinal beam 3 and the right longitudinal beam 4, with a large contact area, high structural strength, and overall structural reliability.

[0077] Since stamping has low cost, high efficiency, and high precision, and can improve the hardness and strength of metal materials, the integrally stamped parts have high rigidity and durability. Therefore, the upper swing arm mounting bracket 5 is integrally stamped, which also realizes the lightweight of the vehicle.

[0078] In short, the upper swing arm mounting bracket 5 adopts an integrally formed sheet metal stamping structure, which is formed by multiple bending processes, and the cross-section is in a "ji" shape. The welding area of the upper swing arm mounting bracket 5 with the longitudinal beam is larger, which is more conducive to improving the stiffness of the mounting point, enhancing the NVH performance of the connection point, strengthening the strength of the bracket structure, and improving the weld durability life of the bracket.

[0079] In some embodiments of the present invention, as Figures 1 - 2 、 Figures 19 - 24 shown, the lower swing arm mounting bracket 6 includes a first support plate 61 and a second support plate 62. The first support plate 61 and the second support plate 62 are both formed with folding portions 63. The first support plate 61 and the second support plate 62 are connected through the folding portions 63. The upper edges of the first support plate 61 and the second support plate 62 are both attached to the lower surface of the rear cross beam 2. Thus, the connection structure of the first support plate 61 and the second support plate 62 is simplified, the overall stiffness of the lower swing arm mounting bracket 6 is enhanced, and it helps to efficiently transmit force, ensuring the stability and responsiveness of the suspension system.

[0080] Furthermore, a first flap 611 is formed on the first support plate 61, and a second flap 621 is formed on the second support plate 62. The first flap 611 and the second flap 621 extend in opposite directions. The upper edge of the first flap 611 of the lower swing arm mounting bracket 6 on the left side is attached to the lower surface of the left longitudinal beam 3, the upper edge of the second flap 621 of the lower swing arm mounting bracket 6 on the left side is attached to the lower surface of the left longitudinal beam 3, the upper edge of the first flap 611 of the lower swing arm mounting bracket 6 on the right side is attached to the lower surface of the right longitudinal beam 4, and the upper edge of the second flap 621 of the lower swing arm mounting bracket 6 on the right side is attached to the lower surface of the right longitudinal beam 4. Thus, through the close attachment of the first flap 611 and the second flap 621 to the longitudinal beam, not only the rigidity of the bracket is enhanced, but also the precise movement of the suspension system is ensured, and the overall structure is stable and safe.

[0081] Further, a first reinforcing plate 64 is connected between the first flap 611 and the second flap 621. The first reinforcing plate 64 extends along an arc protruding towards the passenger compartment in the front-rear direction. At least part of the surface of the first flap 611 fits with the surface of the first reinforcing plate 64, and at least part of the surface of the second flap 621 fits with the surface of the first reinforcing plate 64, increasing the strength of the connection points and ensuring that the lower arm mounting bracket 6 will not easily deform or break when bearing a load.

[0082] Preferably, the first support plate 61 and the second support plate 62 are connected by welding. The first flap 611 is connected to the first reinforcing plate 64 by welding, and the second flap 621 is connected to the first reinforcing plate 64 by welding.

[0083] In short, the lower arm mounting bracket 6 is welded to the rear cross member 2 and the longitudinal beam of the subframe. The lower arm mounting bracket 6 is formed by welding two "L"-shaped sheet metal parts, in a semi-open shape. The first reinforcing plate 64 is welded at the opening to form a closed cross-sectional structure, improving the dynamic stiffness of the mounting point, enhancing the overall X-direction and Y-direction strength of the bracket, and improving the fatigue durability life of the welding area.

[0084] In addition, it can be used for platform applications. When the vehicle weight is relatively light and the external load on the lower arm of the subframe is reduced, the material thickness can be reduced or the first reinforcing plate 64 can be cancelled, which is beneficial for weight reduction and cost reduction.

[0085] In some embodiments, the rear subframe assembly 100 further includes a lower arm mounting bracket 9. The lower arm mounting bracket 9 on the left side is welded to the left longitudinal beam 3, and the lower arm mounting bracket 9 on the right side is welded to the right longitudinal beam 4. The lower arm mounting bracket 9 and the upper arm mounting bracket 5 are opposite and spaced apart in the up-down direction.

[0086] In some embodiments of the present invention, as Figures 1 - 2 、 Figures 9 - 14 shown, the front cross member 1 is in a hollow tubular shape. The front cross member 1 includes a first cross plate 11 and a second cross plate 12. The first cross plate 11 is formed with a first groove 111, and the second cross plate 12 is formed with a second groove. The first groove 111 and the second groove are opposite in opening. The first cross plate 11 is connected to the second cross plate 12. The rear cross member 2 is in a hollow tubular shape. The rear cross member 2 includes a third cross plate 21 and a fourth cross plate 22. The third cross plate 21 is formed with a third groove 211, and the fourth cross plate 22 is formed with a fourth groove 221. The third groove 211 and the fourth groove 221 are opposite in opening. The third cross plate 21 is connected to the fourth cross plate 22.

[0087] It can be understood that when the first cross plate 11 and the second cross plate 12 are assembled together, the first groove 111 and the second groove form a closed space, thus constituting a hollow tubular structure; when the third cross plate 21 and the fourth cross plate 22 are assembled together, the third groove 211 and the fourth groove 221 form a closed space, thus constituting a hollow tubular structure. The hollow tubular structure can effectively disperse and absorb forces from different directions, while maintaining a relatively low weight and reducing vehicle fuel consumption.

[0088] In some embodiments of the present invention, as Figures 1 - 2 , Figures 25 - 30 shown, the rear subframe assembly 100 further includes: a stabilizer bar mounting bracket 7. The stabilizer bar mounting bracket 7 extends in the up and down direction. The stabilizer bar mounting bracket 7 is connected to the left longitudinal beam 3 and the stabilizer bar mounting bracket 7 is connected to the right longitudinal beam 4. The two stabilizer bar mounting brackets 7 are symmetrically arranged in the left and right directions, maintaining the balance and symmetry of the vehicle. And the stabilizer bar mounting bracket 7 located on the left longitudinal beam 3 is spaced apart from the upper swing arm mounting bracket 5 located on the left longitudinal beam 3, and the stabilizer bar mounting bracket 7 located on the right longitudinal beam 4 is spaced apart from the upper swing arm mounting bracket 5 located on the right longitudinal beam 4, avoiding interference between the two.

[0089] Furthermore, the stabilizer bar mounting bracket 7 is formed with a fifth groove 71. The fifth groove 71 of the stabilizer bar mounting bracket 7 connected to the left longitudinal beam 3 is arranged towards the left longitudinal beam 3, and the fifth groove 71 of the stabilizer bar mounting bracket 7 connected to the right longitudinal beam 4 is arranged towards the right longitudinal beam 4. The stabilizer bar mounting bracket 7 is provided with a second reinforcing plate 72 and a third reinforcing plate 73. The second reinforcing plate 72 and the third reinforcing plate 73 are spaced apart in the up and down direction.

[0090] Part of the peripheral edge of the second reinforcing plate 72 on the left side is in contact with the inner peripheral wall of the fifth groove 71 of the stabilizer bar mounting bracket 7 on the left side, and part of the peripheral edge of the third reinforcing plate 73 on the left side is in contact with the inner peripheral wall of the fifth groove 71 of the stabilizer bar mounting bracket 7 on the left side. Another part of the peripheral edge of the second reinforcing plate 72 on the left side is in contact with the surface of the left longitudinal beam 3, and another part of the peripheral edge of the third reinforcing plate 73 on the left side is in contact with the surface of the left longitudinal beam 3.

[0091] Part of the peripheral edge of the second reinforcing plate 72 on the right side fits against the inner peripheral wall of the fifth groove 71 of the stabilizer bar mounting bracket 7 on the right side, and part of the peripheral edge of the third reinforcing plate 73 on the right side fits against the inner peripheral wall of the fifth groove 71 of the stabilizer bar mounting bracket 7 on the right side. Another part of the peripheral edge of the second reinforcing plate 72 on the right side fits against the surface of the right longitudinal beam 4, and another part of the peripheral edge of the third reinforcing plate 73 on the right side fits against the surface of the right longitudinal beam 4. Thus, through the combination of the second reinforcing plate 72 and the third reinforcing plate 73 with the fifth groove 71 and the close fit with the longitudinal beam, the entire stabilizer bar mounting bracket 7 is not only more stable but also can more effectively absorb and disperse the force from the stabilizer bar, ensuring that the vehicle can maintain good handling performance and riding comfort when turning or encountering uneven roads.

[0092] Preferably, the stabilizer bar mounting bracket 7 is integrally formed.

[0093] In short, the stabilizer bar mounting bracket 7 adopts a "U"-shaped cross-section integral sheet metal forming structure, is welded to the rear end of the longitudinal beam to form a closed cross-section structure, and at the same time, the second reinforcing plate 72 and the third reinforcing plate 73 are installed at the upper and lower ends of the stabilizer bar mounting bracket 7. The second reinforcing plate 72 and the third reinforcing plate 73 are welded together with the stabilizer bar bracket and the longitudinal beam, making the overall stiffness of the structure of the stabilizer bar mounting bracket 7 larger, the strength performance better, and the weld durability performance better.

[0094] In addition, when the full-load weight of the whole vehicle of the platform model is relatively light and the external load borne by the subframe stabilizer bar is relatively small, the second reinforcing plate 72 or the third reinforcing plate 73 can be cancelled to achieve the effect of weight reduction and cost reduction.

[0095] In some embodiments of the present invention, sleeves 8 are connected to both ends of the left longitudinal beam 3, sleeves 8 are connected to both ends of the right longitudinal beam 4, and rubber bushings are sleeved inside the sleeves 8.

[0096] The position of the weight reduction hole is not clearly described above. In actual production, the weight reduction hole is set according to actual needs and is not limited to the position shown in the figure.

[0097] It should be noted here that in the present invention, the front-rear direction is the front-rear direction in the normal driving state of the vehicle, the left-right direction is the left-right direction in the normal driving state of the vehicle, and the up-down direction is the up-down direction in the normal driving state of the vehicle.

[0098] The vehicle according to the second aspect embodiment of the present invention includes the rear subframe assembly 100 according to the first aspect embodiment of the present invention above.

[0099] According to the vehicle of the embodiment of the present utility model, by providing the rear subframe assembly 100 of the above-mentioned first aspect embodiment, the NVH performance of the vehicle is improved, the overall structural strength of the vehicle is enhanced, and the production cost of the vehicle is reduced.

[0100] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be construed as a limitation to the present utility model.

[0101] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present utility model, the meaning of "a plurality" is two or more, unless otherwise specifically defined.

[0102] In the present utility model, unless otherwise clearly specified and defined, terms such as "installed", "connected", "connected to", "fixed" and the like should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection, or a communication connection; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0103] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0104] Although embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present utility model. The scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A rear subframe assembly, characterized in that, Including: A front crossbeam and a rear crossbeam, the front crossbeam is located in front of the rear crossbeam and is spaced apart from the rear crossbeam, and the front crossbeam and the rear crossbeam are symmetrically arranged in the left-right direction; A left longitudinal beam, the left end of the front crossbeam is connected to the left longitudinal beam, the left end of the rear crossbeam is connected to the left longitudinal beam, and the left longitudinal beam extends along an arc protruding towards the passenger compartment in the front-rear direction; A right longitudinal beam, the right end of the front crossbeam is connected to the right longitudinal beam, the right end of the rear crossbeam is connected to the right longitudinal beam, and the right longitudinal beam extends along an arc protruding towards the passenger compartment in the front-rear direction; An upper arm mounting bracket, the upper arm mounting bracket is connected to the left longitudinal beam and the right longitudinal beam, the two upper arm mounting brackets are symmetrically arranged in the left-right direction, and both are connected to the upper arm; A lower arm mounting bracket, the lower arm mounting bracket is provided at the bottom of the rear crossbeam, and the two lower arm mounting brackets are symmetrically arranged in the left-right direction, and both are connected to the lower arm; Wherein, the cross-sectional profiles of the front crossbeam, the rear crossbeam, the left longitudinal beam and the right longitudinal beam are all closed figures.

2. The rear subframe assembly according to claim 1, wherein, The upper arm mounting bracket includes a first plate and a second plate, the first plate extends in the front-rear direction, the second plate extends in the left-right direction and the second plate is connected to both ends of the first plate in the front-rear direction, The lower edge of the first plate of the upper arm mounting bracket located on the left longitudinal beam fits with the surface of the left longitudinal beam, and the lower edge of the first plate of the upper arm mounting bracket located on the right longitudinal beam fits with the surface of the right longitudinal beam, The right edge of the second plate of the upper arm mounting bracket located on the left longitudinal beam fits with the surface of the left longitudinal beam, and the left edge of the second plate of the upper arm mounting bracket located on the right longitudinal beam fits with the surface of the right longitudinal beam.

3. The rear subframe assembly according to claim 2, characterized in that, A first flanging is formed at the lower edge of the first plate, a second flanging is formed at the lower edge of the second plate, the second flanging is arranged substantially perpendicular to the second plate, and the second flanging extends in a direction away from the first plate, The lower surface of the first flanging of the upper arm mounting bracket located on the left longitudinal beam fits with the surface of the left longitudinal beam, and the lower surface of the first flanging of the upper arm mounting bracket located on the right longitudinal beam fits with the surface of the right longitudinal beam, The right edge of the second flanging of the upper arm mounting bracket located on the left longitudinal beam fits with the surface of the left longitudinal beam, and the left edge of the second flanging of the upper arm mounting bracket located on the right longitudinal beam fits with the surface of the right longitudinal beam.

4. The rear subframe assembly according to claim 3, wherein, The upper arm mounting bracket is integrally formed by stamping.

5. The rear subframe assembly according to claim 1, characterized in that, The lower arm mounting bracket includes a first support plate and a second support plate, both the first support plate and the second support plate are formed with folding parts, the first support plate and the second support plate are connected through the folding parts, and the upper edges of the first support plate and the second support plate both fit with the lower surface of the rear crossbeam.

6. The rear subframe assembly according to claim 5, characterized in that, A first flap is formed on the first support plate, a second flap is formed on the second support plate, and the first flap and the second flap extend in opposite directions. The upper edge of the first flap of the lower control arm mounting bracket on the left side is in contact with the lower surface of the left longitudinal beam, and the upper edge of the second flap of the lower control arm mounting bracket on the left side is in contact with the lower surface of the left longitudinal beam. The upper edge of the first flap of the lower control arm mounting bracket on the right side is in contact with the lower surface of the right longitudinal beam, and the upper edge of the second flap of the lower control arm mounting bracket on the right side is in contact with the lower surface of the right longitudinal beam.

7. The rear subframe assembly according to claim 6, characterized in that, A first reinforcing plate is connected between the first flap and the second flap. The first reinforcing plate extends along an arc protruding towards the passenger compartment in the front-rear direction. At least part of the surface of the first flap is in contact with the surface of the first reinforcing plate, and at least part of the surface of the second flap is in contact with the surface of the first reinforcing plate.

8. The rear subframe assembly according to claim 7, characterized in that, The first support plate and the second support plate are welded together, and / or the first flap and the first reinforcing plate are welded together, and / or the second flap and the first reinforcing plate are welded together.

9. The rear subframe assembly according to claim 1, wherein, The front cross member is in a hollow tubular shape. The front cross member includes a first cross plate and a second cross plate. The first cross plate is formed with a first groove, and the second cross plate is formed with a second groove. The openings of the first groove and the second groove face each other, and the first cross plate is connected to the second cross plate. The rear cross member is in a hollow tubular shape. The rear cross member includes a third cross plate and a fourth cross plate. The third cross plate is formed with a third groove, and the fourth cross plate is formed with a fourth groove. The openings of the third groove and the fourth groove face each other, and the third cross plate is connected to the fourth cross plate.

10. The rear subframe assembly according to claim 1, characterized in that, Further comprising: A stabilizer bar mounting bracket that extends in the up-down direction. The stabilizer bar mounting bracket is connected to the left longitudinal beam and the right longitudinal beam. The two stabilizer bar mounting brackets are symmetrically arranged in the left-right direction. The stabilizer bar mounting bracket on the left longitudinal beam is spaced apart from the upper control arm mounting bracket on the left longitudinal beam, and the stabilizer bar mounting bracket on the right longitudinal beam is spaced apart from the upper control arm mounting bracket on the right longitudinal beam.

11. The rear subframe assembly according to claim 10, characterized in that, The stabilizer bar mounting bracket is formed with a fifth groove. The fifth groove of the stabilizer bar mounting bracket connected to the left longitudinal beam faces the left longitudinal beam, and the fifth groove of the stabilizer bar mounting bracket connected to the right longitudinal beam faces the right longitudinal beam. The stabilizer bar mounting bracket is provided with a second reinforcing plate and a third reinforcing plate. The second reinforcing plate and the third reinforcing plate are spaced apart in the up-down direction. Part of the peripheral edge of the second reinforcing plate on the left side is in contact with the inner peripheral wall of the fifth groove of the stabilizer bar mounting bracket on the left side. Part of the peripheral edge of the third reinforcing plate on the left side is in contact with the inner peripheral wall of the fifth groove of the stabilizer bar mounting bracket on the left side. Another part of the peripheral edge of the second reinforcing plate on the left side is in contact with the surface of the left longitudinal beam, and another part of the peripheral edge of the third reinforcing plate on the left side is in contact with the surface of the left longitudinal beam. Part of the circumferences of the second reinforcing plate on the right side are in contact with the inner peripheral wall of the fifth groove of the stabilizer bar mounting bracket on the right side, part of the circumferences of the third reinforcing plate on the right side are in contact with the inner peripheral wall of the fifth groove of the stabilizer bar mounting bracket on the right side, another part of the circumferences of the second reinforcing plate on the right side are in contact with the surface of the right longitudinal beam, and another part of the circumferences of the third reinforcing plate on the right side are in contact with the surface of the right longitudinal beam.

12. The rear subframe assembly according to claim 10 or 11, characterized in that, The stabilizer bar mounting bracket is integrally formed.

13. The rear subframe assembly according to any one of claims 1-11, characterized in that, Both ends of the left longitudinal beam are connected with sleeves, and both ends of the right longitudinal beam are connected with sleeves.

14. A vehicle, characterized in that, It includes the rear subframe assembly according to any one of claims 1-13.

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