Frame assembly and automobile

Abstract

The utility model relates to a frame assembly and an automobile, and relates to the technical field of automobiles, and the frame assembly comprises a cross beam, a rear suspension mounting frame and a longitudinal beam; the rear suspension mounting frame and the cross beam are arranged at intervals; the longitudinal beam is obliquely arranged, the oblique upper end of the longitudinal beam is connected with the cross beam, the oblique lower end of the longitudinal beam is connected with the rear suspension mounting frame, the height difference between the oblique upper end of the longitudinal beam and the oblique lower end of the longitudinal beam is H, and the height difference H is larger than or equal to 30 mm and smaller than or equal to 50 mm. When collision occurs, the cross beam translates towards the direction of the rear suspension mounting frame, at the moment, the longitudinal beam is extruded, the longitudinal beam not only deforms in the X direction (the horizontal plane), but also deforms in the Z direction (the vertical plane), the longitudinal beam can deform to the maximum extent, and in other words, the frame assembly can crumple to the maximum extent. According to the vehicle frame assembly, crushing buffering can be increased in a limited deformation space, the OLC value is further reduced, and the safety of personnel is improved.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a frame assembly and an automobile. Background Art

[0002] With the vigorous development of the modern automobile industry and the gradual improvement of relevant professional laws and regulations, people have realized that automobile safety is the greatest luxury, so automobile safety has become the public's primary consideration, and automobile collision safety has naturally become a research focus.

[0003] During a frontal collision with a rigid wall with 100% overlap, the front subframe, as a supporting structure for the powertrain and other components, will be squeezed and deformed, which will have a significant impact on the OLC (occupant load factor) value. Reasonable deformation will reduce the OLC value to the standard value. However, for extended-range vehicles, due to their special power mode, the engine and electric motor are placed in the front cabin, resulting in a smaller space for energy absorption and deformation in the front, making it impossible to perform effective crush buffering. Utility Model Content

[0004] Based on this, a frame assembly and a car are provided, wherein the frame assembly has a longitudinal beam arranged at an angle, so that the car can effectively perform crush buffering within a limited deformation space and reduce the OCL value.

[0005] To this end, in a first aspect, an embodiment of the present application provides a frame assembly, a crossbeam; a rear suspension mounting frame, spaced apart from the crossbeam; and a longitudinal beam, arranged at an angle, the inclined upper end of the longitudinal beam being connected to the crossbeam, and the inclined lower end of the longitudinal beam being connected to the rear suspension mounting frame; the height difference between the inclined upper end of the longitudinal beam and the inclined lower end of the longitudinal beam is a height difference H, 30mm≤height difference H≤50mm.

[0006] In one embodiment, an exhaust pipe is further provided on the bottom surface of the rear suspension mounting frame, and an anti-scratch beam is further connected to the bottom surface of the rear suspension mounting frame. The anti-scratch beam extends along the length direction of the rear suspension mounting frame, and the lowest point of the anti-scratch beam is higher than or equal to the lowest point of the exhaust pipe.

[0007] In one embodiment, the anti-scratch beam is provided with an inner cavity, and the inner cavity of the anti-scratch beam passes through the anti-scratch beam along the length direction of the anti-scratch beam.

[0008] In one embodiment, the anti-scratch beam is further provided with a reinforcing rib, the reinforcing rib is located in the inner cavity of the anti-scratch beam and connected to the anti-scratch beam, and the reinforcing rib extends along the length direction of the anti-scratch beam.

[0009] In a second aspect, an embodiment of the present application provides a car comprising the frame assembly described in any one of the above items.

[0010] In one embodiment, a powertrain suspension system is further included, wherein the powertrain suspension system includes a first suspension, wherein the first suspension includes a first connecting portion, one end of the first connecting portion is rotatably connected to the rear suspension mounting frame and fixed by a first locking member, wherein the first locking member is parallel to the length direction of the rear suspension mounting frame, and the other end of the first connecting portion is used to connect to the powertrain.

[0011] In one embodiment, the first suspension further includes a second connecting portion, one end of the second connecting portion is rotatably connected to the other end of the first connecting portion and fixed by a second locking member, the second locking member is parallel to the length direction of the rear suspension mounting frame, and the other end of the second connecting portion is connected to the powertrain.

[0012] In one embodiment, the first connecting portion is provided with a rubber bushing.

[0013] In one embodiment, the powertrain suspension system also includes a second suspension, which is spaced apart from the first suspension along the length direction of the rear suspension mounting frame. The second suspension includes a third connection part and a fourth connection part. One end of the third connection part is connected to the rear suspension mounting frame, and one end of the fourth connection part is rotatably connected to the other end of the third connection part and fixed by a third locking member. The third locking member is parallel to the length direction of the rear suspension mounting frame, and the other end of the fourth connection part is connected to the powertrain.

[0014] In one embodiment, the third connecting portion is made of aluminum.

[0015] According to the frame assembly and automobile provided in the embodiments of the present application, the frame assembly includes a crossbeam, a rear suspension mounting frame and a longitudinal beam; the rear suspension mounting frame and the crossbeam are spaced apart; the longitudinal beam is arranged at an angle, the inclined upper end of the longitudinal beam is connected to the crossbeam, and the inclined lower end of the longitudinal beam is connected to the rear suspension mounting frame, and the height difference between the inclined upper end of the longitudinal beam and the inclined lower end of the longitudinal beam is a height difference H, 30mm≤height difference H≤50mm. When a collision occurs, the crossbeam translates toward the rear suspension mounting frame. At this time, the longitudinal beam is squeezed and deforms not only in the X direction (horizontal plane) but also in the Z direction (vertical plane). The longitudinal beam can deform to the maximum extent, that is, the frame assembly can collapse to the maximum extent. When the height difference H is less than 30 mm, the deformation path of the longitudinal beam 3 in the Z direction (vertical plane) is low, which is not conducive to reducing the OLC value. When the height difference H is greater than 50 mm, the ground clearance will be reduced, affecting the normal ground clearance of the vehicle. The present application adds a deformation path of the longitudinal beam in the Z direction (vertical plane) without changing the deformation path of the longitudinal beam in the X direction (horizontal plane). This allows the frame assembly to increase the crushing buffer within a limited deformation space, further reducing the OLC value and improving the safety of personnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic diagram showing a vehicle frame assembly and a suspension system provided in an embodiment of the present application is shown;

[0017] Figure 2 A right side view of a vehicle frame assembly and suspension system provided in an embodiment of the present application is shown;

[0018] Figure 3 A bottom view of a vehicle frame assembly and a suspension system provided in an embodiment of the present application is shown;

[0019] Figure 4 A schematic structural diagram of a first suspension provided in an embodiment of the present application is shown;

[0020] Figure 5 A schematic structural diagram of a second suspension provided in an embodiment of the present application is shown.

[0021] Description of reference numerals:

[0022] 1. Crossbeam; 2. Rear suspension mounting frame; 3. Longitudinal beam; 4. Anti-scratch beam; 5. Powertrain suspension system; 51. First suspension; 511. First connecting part; 512. Second connecting part; 513. Rubber bushing; 514. First locking member; 515. Second locking member; 52. Second suspension; 521. Third connecting part; 522. Fourth connecting part; 523. Third locking member. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0024] It should be noted that the illustrations provided in this embodiment are only used to schematically illustrate the basic concept of the present invention. Therefore, the illustrations only show components related to the present invention and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0025] The structures, proportions, sizes, etc. illustrated in the drawings in this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with the art. They are not intended to limit the conditions under which the present invention can be implemented and therefore have no substantive technical significance. Any structural modifications, changes in proportions, or adjustments in sizes shall still fall within the scope of the technical contents disclosed in this utility model without affecting the efficacy and objectives that can be achieved by the present utility model.

[0026] Terms such as "upper," "lower," "left," "right," "center," "longitudinal," "transverse," "horizontal," "inner," "outer," "radial," and "circumferential" used in this specification to indicate positions or locations are based on those shown in the accompanying drawings and are intended solely for ease of description. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0027] During a frontal collision with a rigid wall with 100% overlap, the front subframe, as a supporting structure for the powertrain and other components, will be squeezed and deformed, significantly impacting the OLC (Occupant Load Factor) value. Reasonable deformation will lower the OLC value to the standard value. However, for extended-range vehicles, due to their special powertrain mode and the placement of an engine and electric motor in the front cabin, the space available for deformation under squeeze is limited, making effective crush buffering impossible.

[0028] To solve the above problems, refer to Figure 1 and Figure 2 , Figure 1 A schematic diagram of a frame assembly and a suspension system provided in an embodiment of the present application is shown. Figure 2 A right side view of a vehicle frame assembly and suspension system provided in an embodiment of the present application is shown.

[0029] The present application provides a frame assembly, which includes a crossbeam 1, a rear suspension mounting frame 2 and a longitudinal beam 3. The rear suspension mounting frame 2 is spaced apart from the crossbeam 1; the longitudinal beam 3 is arranged at an angle, the inclined upper end of the longitudinal beam 3 is connected to the crossbeam 1, and the inclined lower end of the longitudinal beam 3 is connected to the rear suspension mounting frame 2.

[0030] It should be understood that the crossbeam 1, rear suspension mounting frame 2, and longitudinal beam 3 are all made of aluminum alloy. Aluminum alloy has certain stability and support properties, and has good torsional resistance after a head-on collision. The crossbeam 1 and rear suspension mounting frame 2 are spaced apart, not only along the width of the crossbeam 1, but also along its height, and the crossbeam 1 and rear suspension mounting frame 2 are parallel to each other. The longitudinal beam 3 is arranged between the crossbeam 1 and the rear suspension mounting frame 2, and one end of the longitudinal beam 3 is connected to the end of the crossbeam 1. The connection method can be fixed or detachable, such as the longitudinal beam 3 and crossbeam 1 are connected by bolts. The other end of the longitudinal beam 3 is connected to the rear suspension mounting frame 2. The connection method can be fixed or detachable, such as the longitudinal beam 3 and rear suspension mounting frame 2 are connected by bolts.

[0031] There are two longitudinal beams 3 , and the two longitudinal beams 3 are spaced apart along the length direction of the cross beam 1 , and the two longitudinal beams 3 are respectively located at both ends of the cross beam 1 along the length direction.

[0032] The longitudinal beam 3 is arranged at an angle, that is, the longitudinal beam 3 has an inclined upper end and an inclined lower end. Since the height of the cross beam 1 is higher than the height of the rear suspension mounting frame 2, the inclined upper end of the longitudinal beam 3 is connected to the cross beam 1, and the inclined lower end of the longitudinal beam 3 is connected to the rear suspension mounting frame 2.

[0033] When a collision occurs, the crossbeam 1 translates toward the rear suspension mounting frame 2. At this point, the longitudinal beam 3 is squeezed and deforms not only along the X direction (horizontal plane) but also along the Z direction (vertical plane). The longitudinal beam 3 can deform to the maximum extent, meaning that the frame assembly can collapse to the maximum extent.

[0034] The height difference between the inclined upper end of the longitudinal beam 3 and the inclined lower end of the longitudinal beam 3 is the height difference H, and 30 mm ≤ height difference H ≤ 50 mm. The height difference H can be 30 mm, 40 mm, or 50 mm, etc., and is not limited in this application. When the height difference H is less than 30 mm, the deformation path of the longitudinal beam 3 along the Z direction (vertical plane) is relatively low, which is not conducive to reducing the OLC value. When the height difference H is greater than 50 mm, it will reduce the ground clearance and affect the normal ground clearance of the vehicle.

[0035] Without changing the deformation path of the longitudinal beam 3 along the X direction (horizontal plane), the present application adds a deformation path of the longitudinal beam 3 along the Z direction (vertical plane), so that the frame assembly can increase the crush buffer within a limited deformation space, further reduce the OLC value, and improve the safety of personnel.

[0036] Reference Figure 3 , Figure 3 A bottom view of a vehicle frame assembly and suspension system provided by an embodiment of the present application is shown. In some optional embodiments, an exhaust pipe (not shown) is further provided on the bottom surface of the rear suspension mounting frame 2. An anti-scratch beam 4 is further connected to the bottom surface of the rear suspension mounting frame 2. The anti-scratch beam 4 extends along the length of the rear suspension mounting frame 2, and the lowest point of the anti-scratch beam 4 is higher than or equal to the lowest point of the exhaust pipe. The bottom of the rear suspension mounting frame 2 is connected to the exhaust pipe. The rear suspension mounting frame 2 may also be provided with a clearance groove for the installation of the exhaust pipe to improve the stability of the connection between the exhaust pipe and the rear suspension mounting frame 2. The exhaust pipe is made of a hard material and is impact-resistant.

[0037] A scratch-resistant beam 4 is also connected to the bottom surface of the rear suspension mounting frame 2. This beam is removably connected to the rear suspension mounting frame 2, for example, by bolts. The scratch-resistant beam 4 is also made of a hard, impact-resistant material. It extends along the length of the rear suspension mounting frame 2, with one end facing the exhaust pipe.

[0038] Since the anti-scratch beam 4 is located on the bottom surface of the rear suspension mounting frame 2, the anti-scratch beam 4 is located in front of the battery cell and below the anti-scratch beam 4. When the vehicle enters a scrapy road condition, that is, when stones or stone piles appear on the road surface, the exhaust pipe and the anti-scratch beam 4 will first hit the stones or stone piles during the driving process of the car, and the car will move upward under the action of the exhaust pipe and the anti-scratch beam 4, thereby avoiding damage to the vehicle battery cell or reducing damage to the vehicle battery cell, thereby increasing the service life of the battery cell.

[0039] The lowest point of the anti-scratch beam 4 is higher than or equal to the lowest point of the exhaust pipe, thereby protecting the battery core of the vehicle and avoiding affecting the normal ground clearance of the vehicle.

[0040] In some optional embodiments, the anti-scratch beam 4 is provided with an inner cavity (not shown in the figure), which extends through the anti-scratch beam 4 along its length. Providing the anti-scratch beam 4 with an inner cavity can reduce the material used to prepare the anti-scratch beam 4, thereby reducing the cost of the anti-scratch beam 4 and also helping to reduce the weight of the vehicle body.

[0041] In some optional embodiments, the scratch-resistant beam 4 is further provided with reinforcing ribs (not shown in the figure). The reinforcing ribs are located in the inner cavity of the scratch-resistant beam 4 and are connected to the scratch-resistant beam 4. The reinforcing ribs extend along the length direction of the scratch-resistant beam 4. The material of the reinforcing ribs is the same as that of the scratch-resistant beam 4, and the reinforcing ribs and the scratch-resistant beam 4 are integrally formed. The setting of the reinforcing ribs can improve the strength of the scratch-resistant beam 4. The number of the reinforcing ribs is not limited in this application. In one example, there is one reinforcing rib, and the cross-section of the scratch-resistant beam 4 is in the shape of a Chinese character 'Ri'; in one example, there are two reinforcing ribs, and the cross-section of the scratch-resistant beam 4 is in the shape of a Chinese character 'Tian', further improving the strength of the scratch-resistant beam 4.

[0042] This application further includes an automobile, which includes the frame assembly described in any one of the above. The frame assembly includes a cross beam 1, a rear suspension mounting frame 2, and a longitudinal beam 3. The rear suspension mounting frame 2 is arranged at an interval from the cross beam 1; the longitudinal beam 3 is inclined, the upper end of the inclined longitudinal beam 3 is connected to the cross beam 1, and the lower end of the inclined longitudinal beam 3 is connected to the rear suspension mounting frame 2.

[0043] When a collision occurs, the cross beam 1 translates in the direction towards the rear suspension mounting frame 2. At this time, the longitudinal beam 3 is squeezed. The longitudinal beam 3 not only deforms along the X direction (horizontal plane) but also deforms along the Z direction (vertical plane). The longitudinal beam 3 can deform to the maximum extent, that is, the frame assembly can collapse to the maximum extent. Without changing the deformation path of the longitudinal beam 3 along the X direction (horizontal plane), this application increases the deformation path of the longitudinal beam 3 along the Z direction (vertical plane), enabling the frame assembly to increase the crushing buffer within a limited deformation space, further reducing the OLC value, and improving the safety of personnel.

[0044] Refer to Figure 1 and Figure 4 , Figure 4 shows a schematic structural diagram of a first mount provided by an embodiment of this application. In some optional embodiments, the automobile further includes a dynamic assembly mounting system 5. The dynamic assembly mounting system 5 includes a first mount 51. The first mount 51 includes a first connecting portion 511. One end of the first connecting portion 511 is rotatably connected to the rear suspension mounting frame 2 and fixed by a first locking member 514. The first locking member 514 is parallel to the length direction of the rear suspension mounting frame 2. The other end of the first connecting portion 511 is used for connecting to the power assembly. Among them, the first locking member 514 is a bolt.

[0045] When the vehicle encounters an impact, the first mount 51 is also impacted. At this time, the first locking member 514 fails, and the first connecting portion 511 can rotate in the vertical plane relative to the rear suspension mounting frame 2, raising the power assembly, reducing the probability of the power assembly being damaged, and at the same time reducing the record of the power assembly falling off from the first mount 51, improving the safety performance of the automobile.

[0046] In some optional embodiments, the first suspension 51 further includes a second connecting portion 512, one end of which is rotatably connected to the other end of the first connecting portion 511 and secured via a second locking member 515. The second locking member 515 is parallel to the length of the rear suspension mounting frame 2, and the other end of the second connecting portion 512 is connected to the powertrain. The second locking member 515 is a bolt, and the connection between the second connecting portion 512 and the powertrain can be a bolted connection. To improve the stability of the connection between the second connecting portion 512 and the powertrain, multiple bolts can be provided.

[0047] When the vehicle encounters a collision, the first suspension 51 is also impacted, the second locking member 515 fails, and the second connecting portion 512 can rotate in a vertical plane relative to the first connecting portion 511, thereby raising the powertrain, reducing the probability of damage to the powertrain, further reducing the record of the powertrain falling off from the first suspension 51, and improving the safety performance of the vehicle.

[0048] In some optional embodiments, the first connection part 511 is provided with a rubber bushing 513. The rubber bushing 513 is coaxially arranged with the rotating shaft of the first connection part 511, and the rubber bushing 513 includes a bushing inner tube, a bushing outer tube and a rubber body; wherein the bushing inner tube and the bushing outer tube are coaxially arranged in sequence from the inside to the outside; the rubber body is arranged between the bushing inner tube and the bushing outer tube, and the bushing inner tube and the bushing outer tube are vulcanized and connected together by the rubber body; the bushing outer tube is interference fit connected with the bushing mounting hole of the first connection part 511. When the first suspension 51 is hit, the rubber bushing 513 will deform to form a certain movable space, and the rubber bushing 513 will rotate and displace relative to the first connection part 511, thereby increasing the buffer area of the powertrain and further reducing the OCL value.

[0049] Reference Figure 1 and Figure 5 , Figure 5 A schematic diagram of the structure of a second suspension provided in an embodiment of the present application is shown. In some optional embodiments, the powertrain suspension system 5 further includes a second suspension 52, which is spaced apart from the first suspension 51 along the length of the rear suspension mounting frame 2. The second suspension 52 includes a third connecting portion 521 and a fourth connecting portion 522. One end of the third connecting portion 521 is connected to the rear suspension mounting frame 2, and one end of the fourth connecting portion 522 is rotatably connected to the other end of the third connecting portion 521 and secured by a third locking member 523. The third locking member 523 is parallel to the length of the rear suspension mounting frame 2, and the other end of the fourth connecting portion 522 is connected to the powertrain.

[0050] The third locking member 523 is a bolt, and the axis of rotation connecting the fourth connecting portion 522 and the third connecting portion 521 is parallel to the length of the rear suspension mounting frame 2. In certain circumstances, the fourth connecting portion 522 can rotate within a vertical plane relative to the third connecting portion 521. The fourth connecting portion 522 is connected to the powertrain via bolts. To enhance the stability of the connection, multiple bolts are provided.

[0051] When the second suspension 52 encounters an impact, the fourth connection portion 522 rotates relative to the third connection portion 521, thereby lifting the powertrain, reducing the probability of damage to the powertrain, and improving the safety performance of the vehicle.

[0052] The joint arrangement of the second suspension 52 and the first suspension 51 can improve the stability of the connection between the powertrain and the rear suspension mounting frame 2 .

[0053] The third connecting portion 521 is made of aluminum. In one example, the specific material type of the third connecting portion 521 is aluminum A356. When the vehicle is subjected to a significant impact, the material at the end of the third connecting portion 521 that connects to the fourth connecting portion 522 fails and breaks, disconnecting the powertrain from the third connecting portion 521. This does not affect the rotation of the first mount 51, reducing the chance of the powertrain detaching from the first mount 51 and the risk of the powertrain falling, further improving the safety of the vehicle during a collision.

[0054] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above 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.

[0055] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A vehicle frame assembly, characterized in that: include: beam (1); A rear suspension mounting frame (2) is spaced apart from the crossbeam (1); as well as A longitudinal beam (3) is arranged at an angle, wherein the inclined upper end of the longitudinal beam (3) is connected to the cross beam (1), and the inclined lower end of the longitudinal beam (3) is connected to the rear suspension mounting frame (2); The height difference between the inclined upper end of the longitudinal beam (3) and the inclined lower end of the longitudinal beam (3) is a height difference H, and 30 mm ≤ height difference H ≤ 50 mm.

2. The vehicle frame assembly according to claim 1, characterized in that: An exhaust pipe is also provided on the bottom surface of the rear suspension mounting frame (2), and an anti-scratch beam (4) is also connected to the bottom surface of the rear suspension mounting frame (2). The anti-scratch beam (4) extends along the length direction of the rear suspension mounting frame (2), and the lowest point of the anti-scratch beam (4) is higher than or equal to the lowest point of the exhaust pipe.

3. The vehicle frame assembly according to claim 2, characterized in that: The anti-scratch beam (4) is provided with an inner cavity, and the inner cavity of the anti-scratch beam (4) passes through the anti-scratch beam (4) along the length direction of the anti-scratch beam (4).

4. The vehicle frame assembly according to claim 3, characterized in that: The anti-scratch beam (4) is further provided with a reinforcing rib, the reinforcing rib being located in the inner cavity of the anti-scratch beam (4) and connected to the anti-scratch beam (4), and the reinforcing rib extending along the length direction of the anti-scratch beam (4).

5. A car, characterized in that: The vehicle frame assembly comprises the vehicle frame assembly according to any one of claims 1 to 4.

6. The automobile according to claim 5, characterized in that The invention also includes a powertrain total suspension system (5), wherein the powertrain total suspension system (5) includes a first suspension (51), wherein the first suspension (51) includes a first connecting portion (511), wherein one end of the first connecting portion (511) is rotatably connected to the rear suspension mounting frame (2) and fixed by a first locking member (514), wherein the first locking member (514) is parallel to the length direction of the rear suspension mounting frame (2), and the other end of the first connecting portion (511) is used for connecting to the powertrain.

7. The automobile according to claim 6, characterized in that The first suspension (51) further includes a second connecting portion (512), one end of the second connecting portion (512) being rotatably connected to the other end of the first connecting portion (511) and fixed by a second locking member (515), the second locking member (515) being parallel to the length direction of the rear suspension mounting frame (2), and the other end of the second connecting portion (512) being connected to the powertrain.

8. The automobile according to claim 6, characterized in that The first connecting portion (511) is provided with a rubber bushing (513).

9. The automobile according to claim 7, characterized in that The powertrain suspension system (5) further includes a second suspension (52), wherein the second suspension (52) and the first suspension (51) are spaced apart along the length direction of the rear suspension mounting frame (2), and the second suspension (52) includes a third connecting portion (521) and a fourth connecting portion (522), wherein one end of the third connecting portion (521) is connected to the rear suspension mounting frame (2), and one end of the fourth connecting portion (522) is rotatably connected to the other end of the third connecting portion (521) and fixed by a third locking member (523), wherein the third locking member (523) is parallel to the length direction of the rear suspension mounting frame (2), and the other end of the fourth connecting portion (522) is connected to the powertrain.

10. The automobile according to claim 9, characterized in that The material of the third connecting portion (521) is aluminum.

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