Rear auxiliary frame, reinforcing piece of rear auxiliary frame and vehicle

Abstract

The utility model provides a rear auxiliary frame, a reinforcing part of the rear auxiliary frame and a vehicle, and relates to the technical field of automobile parts. The reinforcing part is connected to the front part of the upper side of the rear sub-frame main body; the front side of the reinforcing piece is connected to a front cross beam of the rear subframe main body, and the rear side of the reinforcing piece is connected to a longitudinal beam of the rear subframe main body; moreover, the reinforcer is of an axisymmetric structure, and the side wall of the reinforcer extends to the longitudinal beam from the middle of the front cross beam. The reinforcer can enhance the rigidity of the rear auxiliary frame, the overall modality of the rear auxiliary frame is improved, and the requirement for high performance is met.

Description

Technical Field

[0001] This application relates to the field of automotive parts technology, and in particular to a rear subframe and its reinforcement, and a vehicle. Background Technology

[0002] With the development of new energy vehicles, users have increasingly higher requirements for vehicle quality. In the process of vehicle development, not only are there strict requirements for performance such as handling, NVH (Noise, Vibration, Harshness), and reliability, but there are also requirements for the lightweighting of the entire vehicle.

[0003] Currently, in the development trend of new energy vehicles, dual rear motor designs and rear-wheel steering are popular configurations, which places higher demands on the design of the rear subframe. Some current new energy vehicles use hollow cast aluminum to make the rear subframe. Due to the improvement of vehicle configuration and platform design, the size of the rear subframe tends to increase compared to the traditional one, which poses challenges to the performance and weight of the rear subframe.

[0004] However, within a limited space, traditional rear subframe designs cannot meet the performance requirements of a rear subframe. Utility Model Content

[0005] This application provides a rear subframe and its reinforcement, as well as a vehicle. The reinforcement can enhance the rigidity of the rear subframe and improve the overall modal performance of the rear subframe, thus meeting high-performance requirements.

[0006] The first aspect of this application provides a reinforcing member for a rear subframe, the reinforcing member being connected to the upper front part of the rear subframe body; the front side of the reinforcing member is connected to the front crossbeam of the rear subframe body, and the rear side of the reinforcing member is connected to the longitudinal beam of the rear subframe body; and the reinforcing member has an axisymmetric structure, with the sidewall of the reinforcing member extending from the middle of the front crossbeam to the longitudinal beam.

[0007] The reinforcing member provided in this application is attached to the upper front part of the rear subframe body, and the reinforcing member and the rear subframe body together form the rear subframe. The front side of the reinforcing member connects to the front crossbeam of the rear subframe body, and the rear ends of the reinforcing member connect to the side longitudinal beams of the rear subframe body. In this way, the reinforcing member achieves overlap between the front crossbeam and the side longitudinal beams of the rear subframe body, and adds a closed support path on the front side of the rear subframe body, forming multiple force transmission paths. This, in turn, improves the overall modal characteristics of the rear subframe, enhances its rigidity and durability, and significantly improves the reliability of the components mounted on the rear subframe (especially the front side). By designing the reinforcing member as a symmetrical structure, with its sidewall extending from the middle of the front crossbeam to the longitudinal beam, the reinforcing member creates an additional approximately triangular support path on the front side of the rear subframe. This allows the reinforcing member to evenly transfer forces to the main body of the rear subframe, resulting in overall stress balance and improving the reliability and service life of the rear subframe. Furthermore, the good structural symmetry of the reinforcing member facilitates its manufacturing process.

[0008] In one possible implementation, the front side of the reinforcing member is provided with at least one first connecting hole for inserting a fastener to connect the front side of the reinforcing member to the front crossbeam; the rear side of the reinforcing member is provided with a second connecting hole for inserting a fastener to connect the rear side of the reinforcing member to the longitudinal beam.

[0009] In this way, the reinforcement component is secured to the rear subframe body using fasteners. The fasteners provide sufficient clamping force to ensure a secure connection between the reinforcement component and the rear subframe body. Furthermore, the fastener connection method facilitates the installation and removal of the reinforcement component.

[0010] In one possible implementation, the front side of the reinforcing member is provided with two first connecting holes spaced apart, and the two first connecting holes are respectively located at both ends of the front side of the reinforcing member.

[0011] In this way, there are two connection points between the front side of the reinforcement and the front crossbeam, resulting in a stronger connection. Furthermore, the overlap area between the reinforcement and the front crossbeam is larger, allowing the reinforcement to be stably and reliably connected to the top surface of the front crossbeam.

[0012] In one possible implementation, a second connecting hole is provided at each of the rear ends of the reinforcing member, which overlaps with the rear steering gear connecting hole provided on the two longitudinal beams, and the same fastener is inserted into the corresponding second connecting hole and the rear steering gear connecting hole.

[0013] In this way, the reinforcing member and the rear steering gear share the same second mounting hole on the longitudinal beam of the rear subframe body, and the same fastener is used to connect the rear side of the reinforcing member and the same side of the rear steering gear to the corresponding longitudinal beam. The rear steering gear can be used to position the reinforcing member, facilitating its connection to the rear subframe body. Furthermore, the rear steering gear can transmit forces more directly to the reinforcing member through the fastener, allowing the reinforcing member to more quickly and fully distribute the forces on the rear steering gear to the rear subframe body, thereby improving the operational stability of the rear steering gear.

[0014] In one possible implementation, the front and rear sides of the reinforcing member are provided with connecting bosses, and the first connecting hole and the second connecting hole are respectively provided on the corresponding connecting bosses.

[0015] In this way, the connecting boss thickens the areas where the first and second connecting holes of the reinforcement are located, increasing the structural strength of the reinforcement at these locations. This further enhances the connection strength between the reinforcement and the rear subframe body, improving the reliability of the reinforcement connection. Furthermore, the connecting boss is easily identifiable, facilitating rapid positioning and connection of the reinforcement.

[0016] In one possible implementation, from the front end to the rear end of the reinforcing member, the sidewall of the reinforcing member includes a first segment and a second segment arranged sequentially, wherein the inclination of the first segment is less than that of the second segment.

[0017] In this way, the outward expansion of the front half of the reinforcing member is relatively small, and the side walls of the reinforcing member are relatively concave, which can further reduce the area of ​​the reinforcing member. The smaller the area of ​​the reinforcing member, the smaller its volume, which is conducive to achieving the weight reduction of the reinforcing member.

[0018] In one possible implementation, a smooth transition section is provided between the first segment and the second segment, and the transition section is an arc-shaped segment.

[0019] In this way, the transition section achieves a smooth transition between the first and second sections, and the sidewall of the stiffener is a smooth surface throughout. This avoids stress concentration on the sidewall of the stiffener, thereby improving the structural strength and reliability of the stiffener.

[0020] In one possible implementation, the front end face of the reinforcing member is an arc-shaped surface, and the arc-shaped surface is recessed towards the rear side of the reinforcing member.

[0021] In this way, the concave area of ​​the curved surface is equivalent to reducing the material on the front side of the reinforcement, thus reducing the solid area of ​​the reinforcement and further reducing its weight. Furthermore, the smooth extension of the front end face of the reinforcement prevents stress concentration, resulting in high reliability.

[0022] In one possible implementation, the orthographic projection of the front end face onto the rear subframe body lies entirely within the coverage area of ​​the front crossbeam.

[0023] In this way, the concavity of the curved surface at the front end of the reinforcement is smaller, the overlap area between the reinforcement and the front crossbeam is larger, and the front side of the reinforcement is fully supported on the front crossbeam. The reinforcement has better stability on the rear subframe and stronger impact resistance.

[0024] In one possible implementation, the reinforcement extends obliquely upward toward the rear subframe body from its front end to its rear end.

[0025] The longitudinal beam bulges upward due to the clearance holes for the drive shaft. The position of the longitudinal beam for fixing the reinforcement is higher than that of the front crossbeam. By making the reinforcement extend upward toward the rear subframe body, the structure of the reinforcement is more compatible with the rear subframe body, which can ensure that the reinforcement is reliably connected to the longitudinal beam.

[0026] In one possible implementation, the reinforcement includes a main body and several reinforcing ribs, with the reinforcing ribs protruding on the side surface of the main body facing the rear subframe body.

[0027] In this way, by locally thickening the reinforcing ribs, the overall rigidity of the reinforcing component can be enhanced, resulting in higher reliability and better durability. At the same time, it has minimal impact on the overall material usage of the reinforcing component, allowing it to remain lightweight.

[0028] In one possible implementation, the thickness of the main body is 2.5mm-10mm, and the protrusion height of the reinforcing rib is 2.5mm-10mm.

[0029] In this way, the thickness of the main body is not too small, which meets the machinability requirements of the reinforcement and ensures the structural strength required for the reinforcement. At the same time, the thickness of the main body is not too large, so the reinforcement is smaller in size and requires less material. The reinforcement itself occupies less space and is lighter, which can achieve the weight reduction of the rear subframe.

[0030] Furthermore, the reinforcing ribs have sufficient protrusion height, clearly protruding from the main body, effectively enhancing the structural strength of the reinforcing component. At the same time, the protrusion height of the reinforcing ribs is not excessive, so as not to affect their stability and ensure their reliability.

[0031] In one possible implementation, the thickness of the main body is 3mm-6mm, and the height of the reinforcing rib is 3mm-8mm.

[0032] In one possible implementation, the reinforcing ribs are arranged in an alternating pattern.

[0033] In this way, the reinforcing ribs are interconnected and can transfer forces among themselves, distributing the force to all areas of the reinforced component. This improves the impact resistance of the reinforced component, resulting in higher overall reliability and making it less prone to deformation or damage.

[0034] In one possible implementation, the reinforcing member is provided with at least one weight-reducing hole.

[0035] In this way, the weight-reducing holes are equivalent to removing a portion of the material from the reinforcing component, which can reduce the weight of the reinforcing component and achieve lightweighting.

[0036] In one possible implementation, there are two weight-reducing holes, which are symmetrically arranged with the central axis of the reinforcing member as the axis of symmetry.

[0037] In this way, the reinforcing members maintain a symmetrical structure and have good mass uniformity. The reinforcing members are subjected to balanced forces, resulting in high structural strength and excellent performance.

[0038] In one possible implementation, the reinforcing member is a cast aluminum part.

[0039] In this way, aluminum, which has a lower density and lighter weight, can be used to make the reinforcing parts lighter. The weight of the reinforcing parts themselves is very small, and they have no significant impact on the overall weight of the rear subframe, which helps to achieve the overall weight reduction of the rear subframe.

[0040] A second aspect of this application provides a rear subframe, including a rear subframe body and a reinforcing member as described above, the reinforcing member being connected to the upper front portion of the rear subframe body.

[0041] The rear subframe provided in this application includes the aforementioned reinforcing member, and therefore includes all the technical effects of the reinforcing member, which will not be elaborated here.

[0042] A third aspect of this application provides a vehicle including the rear subframe as described above.

[0043] The vehicle provided in this application includes the aforementioned reinforcing member, and therefore includes all the technical effects of the reinforcing member, which will not be elaborated here. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is an overall structural diagram of the rear subframe provided in an embodiment of this application;

[0046] Figure 2 for Figure 1 A structural diagram of the main body of the rear subframe from one perspective;

[0047] Figure 3 for Figure 1 Another structural view of the main body of the rear subframe of the mid-rear subframe;

[0048] Figure 4 A perspective view of the reinforcing member provided in an embodiment of this application;

[0049] Figure 5 A perspective view of the reinforcing member provided in an embodiment of this application;

[0050] Figure 6 A side view of the reinforcing member provided in an embodiment of this application;

[0051] Figure 7 A top view of the reinforcing member provided in the embodiments of this application;

[0052] Figure 8 A bottom view of the reinforcement provided in an embodiment of this application.

[0053] Explanation of reference numerals in the attached figures:

[0054] 10 - Rear subframe;

[0055] 100 - Rear subframe main body;

[0056] 110 - Front crossbeam; 120 - Rear crossbeam; 130 - Longitudinal beam; 130a - Left longitudinal beam; 130b - Right longitudinal beam; 140 - Front upper control arm mounting part; 150 - Rear steering gear mounting part; 160 - Front lower control arm mounting part; 170 - Rear motor front mounting part;

[0057] 111-First mounting hole; 131-Allowing hole; 132-Mounting notch; 133-Second mounting hole; 141-Left front upper control arm mounting part; 142-Right front upper control arm mounting part; 151-Left rear steering gear mounting part; 152-Right rear steering gear mounting part; 161-Left front lower control arm mounting part; 162-Right front lower control arm mounting part;

[0058] 1401 - Mounting plate; 1601 - Mounting platform;

[0059] 200 - Reinforcing component;

[0060] 210 - First connecting hole; 220 - Second connecting hole; 230 - Weight reduction hole; 240 - Connecting boss; 250 - Front end face; 260 - Side wall; 270 - Main body; 280 - Reinforcing rib;

[0061] 261 - First paragraph; 262 - Second paragraph; 263 - Transition paragraph. Detailed Implementation

[0062] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0063] This application provides a vehicle, which can refer to a large car, a small car, a special-purpose vehicle, etc. For example, according to vehicle type, the car in this application can be a sedan, an off-road vehicle, a multi-purpose vehicle (MPV), or other types of vehicles.

[0064] Vehicles typically consist of wheels, a power source, and a transmission system between the wheels and the power source. The transmission system transmits the power provided by the power source to the wheels, causing them to rotate and thus driving the vehicle.

[0065] It should be noted that the type of power source of the vehicle is not limited in the embodiments of this application. For example, for fuel vehicles, the power source can refer to fuel engines such as gasoline engines and diesel engines; for electric vehicles, the power source can refer to electric motors; for hybrid vehicles, the power source can refer to engines or electric motors; for vehicles powered by other means, the power source can refer to devices that generate power.

[0066] As described in the background section, with technological advancements and increasingly higher user demands for vehicles, vehicle configurations are becoming more sophisticated. For example, more and more new energy vehicles are incorporating features such as dual rear motors and rear-wheel steering. Consequently, the performance requirements for the vehicle's rear subframe are becoming increasingly stringent.

[0067] Current new energy vehicles primarily use hollow cast aluminum to construct their rear subframes. However, as vehicle configurations improve, the size of the rear subframe also increases, rendering traditional subframes inadequate for performance requirements.

[0068] In view of this, the embodiments of this application improve the rear subframe of the vehicle by adding a reinforcing member connected to the upper front part of the rear subframe main body. The reinforcing member and the rear subframe main body together form the rear subframe. The front side of the reinforcing member connects to the front crossbeam of the rear subframe main body, and the two rear ends of the reinforcing member connect to the two side longitudinal beams of the rear subframe main body. In this way, the reinforcing member achieves mutual overlap between the front crossbeam and the two side longitudinal beams of the rear subframe main body, and adds a closed support path on the front side of the rear subframe main body, forming multiple force transmission paths. This improves the overall modal characteristics of the rear subframe, enhances its rigidity and durability, and greatly improves the reliability of the components mounted on the rear subframe (especially the front side).

[0069] The following provides a detailed description of the rear subframe provided in the embodiments of this application.

[0070] Figure 1 This is an overall structural diagram of the rear subframe provided in an embodiment of this application. (Refer to...) Figure 1 As shown, this application embodiment provides a rear subframe 10, which is part of the chassis assembly and located in the rear half of the chassis. Taking a sedan as an example, the rear subframe 10 is located in the area where the rear passenger space and trunk are located.

[0071] The rear subframe 10, as a component of the chassis assembly, provides support for the chassis. Furthermore, the rear subframe 10 can serve as a mounting base for other components within the chassis assembly. In other words, components located in the area of ​​the rear subframe 10 within the chassis assembly can be connected and mounted to the rear subframe 10.

[0072] In this embodiment, the rear subframe 10 includes a rear subframe body 100 and a reinforcing member 200. The rear subframe body 100 is the main structure of the rear subframe 10, providing the main support structure for the rear subframe 10 and occupying most of the space of the rear subframe 10. The reinforcing member 200 is connected to the rear subframe body 100, providing support for the rear subframe body 100, enhancing the overall structural strength and rigidity of the rear subframe 10, and improving the performance of the rear subframe 10.

[0073] Figure 2 for Figure 1 A structural diagram of the main body of the rear subframe from one perspective. Figure 3 for Figure 1 Another structural view of the main body of the rear subframe of the mid-rear subframe.

[0074] Reference Figure 2 and Figure 3As shown, the rear subframe main body 100 is arranged along the plane of the vehicle, and the rear subframe main body 100 can be a frame structure. This allows the rear subframe 10 to be supported on the rear half of the chassis. Furthermore, by designing the structure of the rear subframe main body 100, the required structural strength and functional requirements can be met. In addition, the frame structure of the rear subframe main body 100 provides ample space, allowing it to avoid obstructing other components on the chassis and enabling the connection of other components to the rear subframe main body 100.

[0075] Specifically, the rear subframe main body 100 may include a front crossbeam 110, a rear crossbeam 120, and two side longitudinal beams 130. The front crossbeam 110 and the rear crossbeam 120 are spaced apart along the length direction of the vehicle body (X direction shown in the figure), and both the front crossbeam 110 and the rear crossbeam 120 extend approximately along the width direction of the vehicle body (Y direction shown in the figure). The two side longitudinal beams 130 connect the front crossbeam 110 and the rear crossbeam 120, and the two side longitudinal beams 130 are located on the left and right sides of the front crossbeam 110 and the rear crossbeam 120, respectively. The frame formed by the front crossbeam 110, the rear crossbeam 120, and the two side longitudinal beams 130 is generally rectangular.

[0076] For ease of explanation, in this embodiment, the two longitudinal beams 130 are defined as the left longitudinal beam 130a and the right longitudinal beam 130b, respectively. The left longitudinal beam 130a connects the left end of the front crossbeam 110 and the left end of the rear crossbeam 120, and the right longitudinal beam 130b connects the right end of the front crossbeam 110 and the right end of the rear crossbeam 120. Furthermore, in this embodiment, the two surfaces of the rear subframe body 100 in the height direction (Z direction shown in the figure) are defined as its top surface and bottom surface, respectively. The top surface of the rear subframe body 100 faces the frame above it, and the bottom surface of the rear subframe body 100 faces the ground.

[0077] Both the left longitudinal beam 130a and the right longitudinal beam 130b can be provided with clearance holes 131. The clearance holes 131 can be located in the middle region of the longitudinal beam 130 in the extension direction, and the clearance holes 131 on the two longitudinal beams 130 can be arranged opposite each other. Alternatively, the height dimension of the middle region in the extension direction of the two longitudinal beams 130 can be larger to form a larger clearance hole 131 in the middle region of the two longitudinal beams 130, while still ensuring the structural strength and rigidity of the two longitudinal beams 130. The clearance holes 131 on the two longitudinal beams 130 are used to allow passage of the drive shaft, which can pass through the clearance holes 131 of the two longitudinal beams 130 to transmit power to the wheels located on the opposite outer sides of the two longitudinal beams 130.

[0078] Among them, reference Figure 2As shown, a front upper control arm mounting portion 140 may be provided on the top surface of the rear subframe body 100, and the front upper control arm mounting portion 140 may be located on the front side of the rear subframe body 100. For example, the front upper control arm mounting portion 140 may be provided on the longitudinal beam 130, and the front upper control arm may be located close to the front crossbeam 110. The front upper control arm mounting portion 140 is used to connect the front upper control arm (not shown in the figure). The front upper control arm may serve as a mounting base for one or more components on the chassis, and one or more components may be connected to the front upper control arm.

[0079] The front upper control arm mounting portion 140 may include a left front upper control arm mounting portion 141 and a right front upper control arm mounting portion 142. The left front upper control arm mounting portion 141 is disposed on the left longitudinal beam 130a, and the right front upper control arm mounting portion 142 is disposed on the right longitudinal beam 130b, with the left front upper control arm mounting portion 141 and the right front upper control arm mounting portion 142 arranged opposite to each other. The left front upper control arm mounting portion 141 is used to mount the left front upper control arm, and the right front upper control arm mounting portion 142 is used to mount the right front upper control arm.

[0080] For example, both the left front upper control arm mounting portion 141 and the right front upper control arm mounting portion 142 may include two opposing mounting plates 1401, which may protrude from the corresponding longitudinal beam 130. For instance, both mounting plates 1401 are disposed on the outer side of the corresponding longitudinal beam 130, and are spaced apart along the extension direction of the longitudinal beam 130. A pivot can be mounted between the two mounting plates 1401 to connect the front upper control arms, thereby enabling the swinging of the front upper control arms.

[0081] Continue to refer to Figure 2 The top surface of the rear subframe body 100 may also be provided with a rear steering gear mounting part 150, which can serve as a mounting base for the rear steering gear (not shown in the figure) to fix the rear steering gear. The rear steering gear is usually located on the front side of the rear subframe 10, and correspondingly, the rear steering gear mounting part 150 can also be provided on the front side of the rear subframe body 100 to facilitate fixing the rear steering gear.

[0082] The rear steering gear mounting portion 150 may include a left rear steering gear mounting portion 151 and a right rear steering gear mounting portion 152. The left rear steering gear mounting portion 151 is located on the left side of the rear subframe main body 100, and the right rear steering gear mounting portion 152 is located on the right side of the rear subframe main body 100. The rear steering gear may extend along the width direction of the vehicle body, for example, and the left and right ends of the rear steering gear are fixed by the left rear steering gear mounting portion 151 and the right rear steering gear mounting portion 152 to ensure that the rear steering gear is stably and reliably mounted on the rear subframe main body 100.

[0083] For example, both the left mounting portion 151 and the right mounting portion 152 of the rear steering gear may include two mounting points, which are spaced apart. One mounting point is located on the front crossbeam 110, and the other mounting point is located on the corresponding side longitudinal beam 130. The rear steering gear can be installed in the space between these two mounting points to fix both sides of the rear steering gear, ensuring that the rear steering gear is installed stably and securely.

[0084] Furthermore, a mounting recess 132 can be formed between the two mounting points on the longitudinal beam 130. The mounting recess 132 is recessed from the top surface of the longitudinal beam 130 to the bottom surface of the longitudinal beam 130. The mounting recess 132 provides mounting space for the rear steering gear, and the corresponding part of the rear steering gear is at least partially accommodated within the mounting recess 132, thus reserving sufficient mounting space for the rear steering gear. Moreover, the mounting recess 132 can also be used to support and position the rear steering gear, preventing it from being completely suspended in the air. Vibrations generated by the rear steering gear can be transmitted outward through the rear subframe body 100, which helps improve the working stability and service life of the rear steering gear.

[0085] Reference Figure 3 As shown, a front lower control arm mounting portion 160 can be provided on the bottom surface of the rear subframe body 100, and the front lower control arm mounting portion 160 can also be provided on the front side of the rear subframe body 100. For example, the front upper control arm can be provided at the intersection of the longitudinal beam 130 and the front cross beam 110. The front lower control arm mounting portion 160 is used to connect the front lower control arm (not shown in the figure). Similar to the front upper control arm, the front lower control arm can also serve as a mounting base for one or more components on the chassis, and one or more components can be connected to the front lower control arm.

[0086] The front lower control arm mounting portion 160 may include a left front lower control arm mounting portion 161 and a right front lower control arm mounting portion 162. The left front lower control arm mounting portion 161 is located at the intersection of the left longitudinal beam 130a and the front cross beam 110, and the right front lower control arm mounting portion 162 is located at the intersection of the right longitudinal beam 130b and the front cross beam 110. The left front lower control arm mounting portion 161 and the right front lower control arm mounting portion 162 are arranged opposite to each other. The left front lower control arm mounting portion 161 is used to mount the left front lower control arm, and the right front lower control arm mounting portion 162 is used to mount the right front lower control arm.

[0087] For example, both the left front lower control arm mounting portion 161 and the right front lower control arm mounting portion 162 may include two opposing mounting platforms 1601, with the corresponding front lower control arms connected to these two mounting platforms 1601. A clearance recess may be formed on the bottom surface of the rear subframe body 100, for example, located at the intersection of the longitudinal beam 130 and the front crossbeam 110. Both mounting platforms 1601 are located within the clearance recess to avoid them occupying additional height space, thus reserving more space for the front lower control arms.

[0088] Continue to refer to Figure 3 The bottom surface of the rear subframe body 100 may also be provided with a rear motor front mounting part 170, which can serve as the mounting base for the front suspension of the rear motor (not shown in the figure) to realize the suspension mounting of the rear motor. Among them, the rear motor front mounting part 170, as the mounting part for the front suspension of the rear motor, can be located on the front side of the rear subframe body 100.

[0089] For example, the rear motor front mounting portion 170 can be provided on the front crossbeam 110. The rear motor front mounting portion 170 is, for example, a groove provided on the side of the front crossbeam 110 facing the rear crossbeam 120, and the rear motor front mounting portion 170 can be located in the middle region of the front crossbeam 110. In this way, the front mount of the rear motor can be mounted on the front crossbeam 110 using the rear motor front mounting portion 170, and the front mount of the rear motor can be located in the middle region of the front crossbeam 110, so as to facilitate the mounting of the rear motor mount on the middle region of the rear subframe body 100. The rear motor can, for example, extend along the length direction of the vehicle body.

[0090] In this embodiment, the reinforcing member 200 can be connected to the upper side of the rear subframe body 100, that is, the reinforcing member 200 is connected to the top surface of the rear subframe body 100. Furthermore, the reinforcing member 200 is connected to the front of the rear subframe body 100. Specifically, the front side of the reinforcing member 200 can be connected to the front crossbeam 110 of the rear subframe body 100, and the rear ends of the reinforcing member 200 can be connected to the left longitudinal beam 130a and the right longitudinal beam 130b of the rear subframe body 100, respectively (see...). Figure 1 (As shown).

[0091] With this configuration, the reinforcing member 200 connects between the front crossbeam 110 and the two side longitudinal beams 130 of the rear subframe main body 100, forming an overlap between the front crossbeam 110 and the two side longitudinal beams 130, thus providing reinforced support for both. The reinforcing member 200 adds a closed support path on the front side of the rear subframe main body 100, creating multiple force transmission paths between the front crossbeam 110 and the two side longitudinal beams 130.

[0092] In this way, by adding a reinforcing member 200 to the rear subframe main body 100, the reinforcing member 200 provides excellent support between the front crossbeam 110 and the side longitudinal beams 130 of the rear subframe main body 100. This increases the number of force transmission paths between the front crossbeam 110 and the side longitudinal beams 130, effectively dispersing and buffering the vibration and impact received by the rear subframe main body 100. Consequently, the overall structural strength and rigidity of the rear subframe 10 are enhanced, the overall modal characteristics of the rear subframe 10 are improved, and the durability of the rear subframe 10 is strengthened. The overall performance of the rear subframe 10 is effectively improved, meeting the performance requirements of high-configuration vehicles.

[0093] Furthermore, the reinforcing member 200 also provides enhanced support for the mounting parts installed on the rear subframe body 100.

[0094] For example, the reinforcing member 200 effectively strengthens the front upper control arm mounting portion 140 and the rear steering gear mounting portion 150, which are also located on the top surface of the rear subframe main body 100, thereby enhancing their structural strength. In particular, the reinforcing member 200 connects the two longitudinal beams 130 at their rear ends, and the reinforcing member 200 transmits force between the two longitudinal beams 130, thus increasing the rigidity of the front upper control arm mounting portion 140 and the rear steering gear mounting portion 150 in the vehicle width direction (Y direction shown in the figure). This, in turn, enhances the installation reliability of the front upper control arm and the rear steering gear on the rear subframe 10, improving their operational stability.

[0095] Furthermore, the reinforcing member 200 is located above the rear steering gear, which is installed between the reinforcing member 200 and the mounting recesses 132 of the side longitudinal beams 130. The reinforcing member 200 covers the rear steering gear, which can limit the movement of the rear steering gear and protect it, thereby improving the reliability and safety of the rear steering gear.

[0096] Similarly, since the reinforcing member 200 forms multiple force transmission paths between the front crossbeam 110 and the two side longitudinal beams 130, the reinforcing member 200 also has a good reinforcing effect on the front lower control arm mounting part 160 located on the front side of the rear subframe main body 100, which can enhance the structural strength of the front lower control arm mounting part 160, especially the rigidity of the front lower control arm mounting part 160 in the vehicle width direction. Furthermore, it can enhance the installation reliability of the front lower control arm on the rear subframe 10 and improve the operational stability of the front lower control arm.

[0097] The reinforcing member 200 also strengthens the rear motor front mounting portion 170 located on the front crossbeam 110. For the rear motor front mounting portion 170, which extends along the height direction of the vehicle body (Z direction shown in the figure), its rigidity in the height direction of the vehicle body is significantly improved. This, in turn, enhances the installation reliability of the front mount of the rear motor. Vibrations from the rear motor can be transmitted to the reinforcing member 200 via the front crossbeam 110, and then further transmitted to the side longitudinal beams 130 via multiple force transmission paths between the reinforcing member 200 and the side longitudinal beams 130, thus dispersing the vibration energy generated by the rear motor. This results in stronger operational stability and a longer service life for the rear motor.

[0098] In addition, in this embodiment, the rear subframe body 100 can be made of aluminum or aluminum alloy and cast using a casting process. Furthermore, the rear subframe body 100 can be a hollow structure. That is, the rear subframe body 100 can be a hollow cast aluminum part.

[0099] By selecting aluminum or aluminum alloy to construct the rear subframe body 100, the structural strength of the rear subframe body 100 is satisfied, while the lower density and lighter weight of aluminum can reduce the weight of the rear subframe body 100. Furthermore, designing the rear subframe body 100 as a hollow structure can further reduce its weight. Thus, the lighter weight of the rear subframe body 100 contributes to the overall vehicle lightweighting.

[0100] Based on this, the reinforcing component 200 can also be made of aluminum or aluminum alloy and cast using a casting process. In other words, the reinforcing component 200 can be a cast aluminum part. In this way, the reinforcing component 200 is made of aluminum, and its own weight is very small, which has no significant impact on the overall weight of the rear subframe 10, thus contributing to the overall weight reduction of the rear subframe 10.

[0101] Figure 4 This is a perspective view of the reinforcement provided in an embodiment of this application. Figure 5 This is a three-dimensional structural view of the reinforcement provided in an embodiment of this application.

[0102] Reference Figure 4 and Figure 5 As shown, the front side of the reinforcing member 200 is provided with a first connecting hole 210, and the front crossbeam 110 of the rear subframe body 100 is provided with a first mounting hole 111 (see...). Figure 2 As shown, the first connecting hole 210 and the first mounting hole 111 correspond. Fasteners, such as bolts or screws, are inserted into the first connecting hole 210 and the first mounting hole 111 to lock the front side of the reinforcement 200 onto the front crossbeam 110.

[0103] The rear ends of the reinforcing member 200 are respectively provided with second connecting holes 220, and the longitudinal beams 130 on both sides of the rear subframe body 100 are respectively provided with second mounting holes 133 (see Figure 2 As shown, the second connecting hole 220 corresponds to the second mounting hole 133. Fasteners, such as bolts or screws, are inserted into the second connecting hole 220 and the second mounting hole 133 to lock the rear ends of the reinforcement 200 onto the two longitudinal beams 130.

[0104] In this way, the reinforcing member 200 is secured to the rear subframe body 100 by fasteners, thereby achieving a detachable connection between the reinforcing member 200 and the rear subframe body 100. The fasteners provide sufficient tightening force to ensure a secure connection of the reinforcing member 200 to the rear subframe body 100, giving the rear subframe 10 good integrity and stability. Furthermore, the fastener connection method facilitates the installation and removal of the reinforcing member 200, improving the detachability of the rear subframe 10.

[0105] Regarding the number of first connecting holes 210 on the front side of the reinforcing member 200, in one embodiment, there can be two first connecting holes 210, spaced apart. Correspondingly, two first mounting holes 111 can also be provided on the front crossbeam 110, spaced apart along the extension direction of the front crossbeam 110. In this way, there are two connection points between the front side of the reinforcing member 200 and the front crossbeam 110, resulting in a stronger connection. Furthermore, the overlap area between the reinforcing member 200 and the front crossbeam 110 is larger, allowing the reinforcing member 200 to be stably and reliably connected to the top surface of the front crossbeam 110.

[0106] Of course, while ensuring the reliability of the connection between the reinforcing member 200 and the front crossbeam 110, only one first connecting hole 210 may be provided on the front side of the reinforcing member 200. Alternatively, three, four or more first connecting holes 210 may be provided on the front side of the reinforcing member 200, and this embodiment does not impose any restrictions on this.

[0107] A second connecting hole 220 can be provided at each of the rear ends of the reinforcing member 200. Correspondingly, a second mounting hole 133 can be provided at each of the two longitudinal beams 130. The second connecting holes 220 at both ends of the reinforcing member 200 correspond to the second mounting holes 133 of the two longitudinal beams 130. Of course, two or more second connecting holes 220 can also be provided at each of the rear ends of the reinforcing member 200, and this embodiment does not impose a specific limitation on this.

[0108] Furthermore, one of the second connecting holes 220 provided at each rear end of the reinforcing member 200 can overlap with the rear steering gear connecting hole (a connecting hole provided on the rear steering gear for connecting the rear steering gear to the rear subframe body 100). Both the second connecting hole 220 of the reinforcing member 200 and the rear steering gear connecting hole correspond to the same second mounting hole 133 on the rear subframe body 100. The same fastener can be used to simultaneously pass through the second connecting hole 220 of the reinforcing member 200 and the rear steering gear connecting hole of the rear steering gear, allowing the reinforcing member 200 and the rear steering gear to be mounted on the corresponding longitudinal beam 130.

[0109] When only one second connecting hole 220 is provided at each end of the rear side of the reinforcing member 200, the second connecting hole 220 corresponds to the rear steering gear connecting hole of the rear steering gear, which will not be described in detail here.

[0110] In this way, the reinforcing member 200 and the rear steering gear share the same second mounting hole 133 on the longitudinal beam 130 of the rear subframe body 100, and the same fastener is used to connect the rear side of the reinforcing member 200 and the same side of the rear steering gear to the corresponding longitudinal beam 130. The rear steering gear can be used to position the reinforcing member 200, which facilitates its connection to the rear subframe body 100. Furthermore, the tightening force of the fastener makes the force between the reinforcing member 200 and the rear steering gear stronger, and the reinforcing member 200 can make the rear steering gear more stable and reliable. In addition, the rear steering gear can transmit the force to the reinforcing member 200 more directly through the fastener, and the reinforcing member 200 can more quickly and fully transmit and distribute the force on the rear steering gear to the rear subframe body 100, thereby improving the operating smoothness of the rear steering gear.

[0111] The following explanation uses the example of a reinforcing member 200 having two first connecting holes 210 spaced apart on its front side and one second connecting hole 220 at each end of its rear side. This configuration satisfies the connection strength requirements between the reinforcing member 200 and the rear subframe body 100 while minimizing the number of connection points between them, thus saving the area occupied by the reinforcing member 200. This improves the overall stiffness and modal characteristics of the rear subframe 10 while minimizing its mass.

[0112] Therefore, this embodiment employs topology design for the reinforcing member 200 to meet the requirements of its structural strength, stiffness, modal dynamics, and durability, taking into account design variables, constraints, and objectives. The aim is to achieve optimal structure and minimum mass for the reinforcing member 200 while ensuring it meets performance requirements, through topology design.

[0113] Specifically, refer to Figure 4 and Figure 5 As shown, the reinforcement 200 can use the locations of the two first connecting holes 210 and the two second connecting holes 220 as the pick points of its outer contour. In other words, the two first connecting holes 210 and the two second connecting holes 220 can be located at the edge of the outer contour of the reinforcement 200. In this way, the material distribution area of ​​the reinforcement 200 can be roughly determined first.

[0114] The material area of ​​the reinforcing member 200 can be divided into non-designed areas and designed areas. The non-designed area refers to the area where detailed design or material reduction is not possible. This includes the locations of the first connecting hole 210 and the second connecting hole 220, because these areas are where the reinforcing member 200 needs to be connected to the rear subframe body 100, making shape design and material reduction impossible. The designed area, on the other hand, is the area where detailed design and material reduction are possible.

[0115] In finite element topology calculations, the structure of the affected area can be refined and materials reduced based on the specific stress analysis of the stiffener 200. Finally, the optimal material distribution is retained in the design area to meet the performance requirements of the stiffener 200 while minimizing its mass.

[0116] Through topological design, this embodiment sets the reinforcing member 200 as an axisymmetric structure, meaning it is symmetrical about the centerline of the vehicle body in the width direction. This symmetrical structure of the reinforcing member 200, combined with the rear subframe main body 100, creates a symmetrical rear subframe 10 as a whole. Consequently, the reinforcing member 200 can evenly distribute forces to the rear subframe main body 100, resulting in overall force balance within the rear subframe 10 and improving its reliability and service life. Furthermore, the good structural symmetry of the reinforcing member 200 facilitates its manufacturing. Additionally, the overall axisymmetric structure of the rear subframe 10 provides a better aesthetic appearance.

[0117] The distance between the two first connecting holes 210 on the front side of the reinforcing member 200 can be small, and the front side of the reinforcing member 200 can occupy only the middle area of ​​the front crossbeam 110 of the rear subframe body 100. Since the two second connecting holes 220 on the rear side of the reinforcing member 200 need to be connected to the longitudinal beams 130 on both sides respectively, the distance between the two second connecting holes 220 is large, and the rear side of the reinforcing member 200 can occupy the entire width space of the rear subframe body 100.

[0118] To address this, based on the axisymmetric structure of the reinforcing member 200, its front side is connected to the middle of the front crossbeam, and its sidewalls extend from the middle of the front crossbeam to the corresponding longitudinal beam 130. Thus, the width of the reinforcing member 200 gradually increases from its front end to its rear end, and its shape is approximately an isosceles trapezoid. Taking the axis of symmetry of the reinforcing member 200 as a dividing line, it can be divided into two symmetrical parts, which are approximately two right-angled trapezoids (or roughly two right-angled triangles). These two parts of the reinforcing member 200 form a support between the front crossbeam 110 and the two side longitudinal beams 130, creating a closed force transmission path between them, which can significantly improve the overall stiffness and modal characteristics of the rear subframe 10.

[0119] Continue to refer to Figure 4 and Figure 5To reduce the weight of the reinforcing member 200, it may also be provided with at least one weight-reducing hole 230. During the topology design of the reinforcing member 200, the weight-reducing hole 230 can be designed within the design area of ​​the reinforcing member 200. Furthermore, the weight-reducing hole 230 may be offset from the outer edge of the reinforcing member 200; in other words, the weight-reducing hole 230 may not connect to the edge of the reinforcing member 200.

[0120] The weight-reducing hole 230 is equivalent to removing a portion of the material from the reinforcing member 200, which can reduce the weight of the reinforcing member 200 and achieve weight reduction. Furthermore, the weight-reducing hole 230 is offset from the outer edge of the reinforcing member 200, and the weight-reducing hole 230 has no significant impact on the overall structural strength of the reinforcing member 200, ensuring that the reinforcing member 200 meets the structural strength requirements.

[0121] For example, the reinforcing member 200 may have two weight-reducing holes 230. In the width direction of the vehicle body, the two weight-reducing holes 230 may be located on the left and right sides of the reinforcing member 200, respectively. Furthermore, the two weight-reducing holes 230 may be symmetrically arranged about the central axis of the reinforcing member 200. In this way, the reinforcing member 200 maintains a symmetrical structure and good mass uniformity. The reinforcing member 200 is subjected to balanced forces, resulting in high structural strength and excellent performance.

[0122] Figure 6 A side view of the reinforcing member provided in an embodiment of this application. (Refer to...) Figure 6 As shown, based on the lightweight design of the reinforcing member 200, in order to ensure the connection strength between the reinforcing member 200 and the rear subframe body 100, connecting bosses 240 can be provided on both the front and rear sides of the reinforcing member 200. The connecting bosses 240 are located at the locations of the first connecting hole 210 and the second connecting hole 220. For example, the connecting bosses 240 are located at the four corners of the reinforcing member 200, and the first connecting hole 210 and the second connecting hole 220 are both formed on the corresponding connecting bosses 240.

[0123] The connecting boss 240 thickens the areas where the first connecting hole 210 and the second connecting hole 220 of the reinforcing member 200 are located, increasing the structural strength of the reinforcing member 200 at these locations. This further enhances the connection strength between the reinforcing member 200 and the rear subframe body 100, improving the connection reliability of the reinforcing member 200. Furthermore, the connecting boss 240 is more easily identifiable on the reinforcing member 200, allowing for initial positioning of the reinforcing member 200 on the rear subframe body 100, thus enabling a faster and more efficient connection between the reinforcing member 200 and the rear subframe body 100.

[0124] In addition, such as Figure 6As shown in the paper orientation, the left end is the front end of the reinforcing member 200 and the right end is the rear end of the reinforcing member 200. From the front end to the rear end of the reinforcing member 200, the reinforcing member 200 extends upward towards the rear subframe body 100, and the reinforcing member 200 has an overall configuration that is lower in the front and higher in the rear.

[0125] As mentioned earlier, the longitudinal beam 130 has a clearance hole 131 in the middle region to avoid the drive shaft. The clearance hole 131 causes the longitudinal beam 130 to bulge upwards (e.g., Figure 1 As shown, the position on the longitudinal beam 130 used to fix the reinforcing member 200 is higher than the upper surface of the front crossbeam 110. By designing the reinforcing member 200 with a front-low and rear-high structure, the reinforcing member 200 is more compatible with the structure of the rear subframe body 100, which can ensure that the reinforcing member 200 is reliably connected to the longitudinal beam 130.

[0126] Figure 7 A top view of the reinforcement provided in an embodiment of this application. Figure 8 A bottom view of the reinforcement provided in an embodiment of this application.

[0127] Reference Figure 7 and Figure 8 As shown, in some embodiments, the front end face 250 of the reinforcing member 200 located between the two first connecting holes 210 can also be an arc-shaped surface, and the front end face 250 of the reinforcing member 200 can be recessed towards the rear side of the reinforcing member 200. In this way, the material of the front side of the reinforcing member 200 is further optimized, and the recessed area of ​​the arc-shaped surface is equivalent to reducing the material of the front side of the reinforcing member 200, thereby reducing the solid area of ​​the reinforcing member 200. In this way, the weight of the reinforcing member 200 can be further reduced, which is beneficial to the overall lightweighting of the rear subframe 10.

[0128] Furthermore, since the front end face 250 of the reinforcing member 200 is an arc-shaped surface, the front end face 250 of the reinforcing member 200 extends smoothly, and stress concentration will not occur. The reinforcing member 200 is not prone to cracks or defects on the front end face 250, and the reinforcing member 200 has high reliability, which can guarantee the service life of the reinforcing member 200.

[0129] Furthermore, the arc-shaped surface formed by the front end face 250 of the reinforcing member 200, when projected onto the rear subframe body 100, can be completely located within the coverage area of ​​the front crossbeam 110 (see...). Figure 1 (As shown). In this way, the concavity of the arc-shaped surface at the front end of the reinforcing member 200 is relatively small, the overlap area between the reinforcing member 200 and the front crossbeam 110 is large, and the front side of the reinforcing member 200 is completely supported on the front crossbeam 110. Therefore, the reinforcing member 200 has better stability on the rear subframe body 100, stronger impact resistance, and is beneficial to extending the service life of the reinforcing member 200.

[0130] Continue to refer to Figure 7 and Figure 8 Regarding the design of the symmetrical sidewalls 260 of the reinforcing member 200, in one embodiment, from the front end to the rear end of the reinforcing member 200, the sidewalls 260 of the reinforcing member 200 may include a first segment 261 and a second segment 262 arranged sequentially. The inclination angle of the first segment 261 may be less than that of the second segment 262. In this way, the outward expansion trend of the front half of the reinforcing member 200 is smaller, and the two sidewalls 260 of the reinforcing member 200 are relatively concave, which can further reduce the area of ​​the reinforcing member 200. The smaller area of ​​the reinforcing member 200 reduces its volume, which is beneficial to achieving the weight reduction of the reinforcing member 200.

[0131] Furthermore, the reinforcing member 200 may also have a transition section 263 between the first segment 261 and the second segment 262. The transition section 263 can be an arc-shaped segment, smoothly connecting the first segment 261 and the second segment 262. In this way, the transition section 263 achieves a smooth transition between the first segment 261 and the second segment 262, and the side wall 260 of the reinforcing member 200 is a smooth wall surface. This can avoid stress concentration on the side wall 260 of the reinforcing member 200, thereby improving the structural strength and reliability of the reinforcing member 200.

[0132] Reference Figure 8 As shown, to enhance the overall structural strength of the reinforcing member 200, in this embodiment, the reinforcing member 200 may include a main body 270 and several reinforcing ribs 280. The main body 270 is the main structure of the reinforcing member 200 and reflects the material distribution structure of the reinforcing member 200. The several reinforcing ribs 280 may protrude from one side surface of the main body 270. The reinforcing ribs 280 locally thicken the reinforcing member 200, which can enhance the overall rigidity of the reinforcing member 200, resulting in higher reliability and better durability. At the same time, it has little impact on the overall material usage of the reinforcing member 200, allowing the reinforcing member 200 to remain lightweight.

[0133] For example, the reinforcing ribs 280 may protrude from the surface of the main body 270 facing the rear subframe body 100. In this way, after the reinforcing member 200 is assembled to the rear subframe body 100, the reinforcing ribs 280 are not visible from the overall appearance of the rear subframe 10, and the overall appearance of the rear subframe 10 is simple and elegant.

[0134] Furthermore, the reinforcing ribs 280 can be staggered on the surface of the main body 270. In this way, the reinforcing ribs 280 are interconnected, allowing the main body 270 to transfer forces to the reinforcing ribs 280, and the reinforcing ribs 280 can also transfer forces among themselves. This better distributes forces throughout the reinforcing member 200, resulting in better stress uniformity. It also improves the impact resistance of the reinforcing member 200, leading to higher overall reliability and making it less prone to deformation or damage.

[0135] The thickness of the main body 270 in the reinforcing member 200 can be between 2.5mm and 10mm. This ensures that the thickness of the main body 270 is not too small, meeting the machinability requirements of the reinforcing member 200 while also guaranteeing its required structural strength. Simultaneously, the thickness of the main body 270 is not too large, resulting in a smaller size and less material usage for the reinforcing member 200. This leads to a smaller footprint and lighter weight, contributing to the weight reduction of the rear subframe 10.

[0136] For example, the thickness of the motherboard body 270 of the reinforcing member 200 can be 3mm-6mm. For instance, the thickness of the motherboard body 270 can be 3.0mm, 3.5mm, 4.0mm, 4.5mm, 5.0mm, 5.5mm, 6.0mm, etc.

[0137] The protrusion height of the reinforcing rib 280 in the reinforcing member 200 can also be between 2.5mm and 10mm. This ensures that the reinforcing rib 280 has sufficient protrusion height, clearly protruding from the main body 270, effectively enhancing the structural strength of the reinforcing member 200. At the same time, the protrusion height of the reinforcing rib 280 is not excessive, so as not to affect its own stability and prevent problems such as cracks, defects, or even breakage when subjected to external forces, thus ensuring the reliability of the reinforcing rib 280.

[0138] For example, the protrusion height of the reinforcing rib 280 of the reinforcing member 200 can be 3mm-8mm. For instance, the protrusion height of the reinforcing rib 280 can be 3.5mm, 4.0mm, 4.5mm, 5.0mm, 5.5mm, 6.0mm, 6.5mm, 7.0mm, 7.5mm, etc.

[0139] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0140] It should be noted that the embodiments referred to in the specification, such as "one embodiment," "embodiment," "exemplary embodiment," and "some embodiments," may include specific features, structures, or characteristics, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0141] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A reinforcement for a rear subframe, characterized in that, The reinforcing member is used to connect to the upper front part of the rear subframe body; The front side of the reinforcing member is connected to the front crossbeam of the rear subframe body, and the rear side of the reinforcing member is connected to the longitudinal beam of the rear subframe body; furthermore, the reinforcing member has an axisymmetric structure, and the sidewall of the reinforcing member extends from the middle of the front crossbeam to the longitudinal beam.

2. The reinforcement of claim 1, wherein, The front side of the reinforcing member is provided with at least one first connecting hole, and a fastener is inserted into the first connecting hole to connect the front side of the reinforcing member to the front crossbeam. The rear side of the reinforcing member is provided with a second connecting hole, and a fastener is inserted into the second connecting hole to connect the rear side of the reinforcing member to the longitudinal beam.

3. The reinforcement of claim 2, wherein, The front side of the reinforcing member is provided with two first connecting holes spaced apart, and the two first connecting holes are respectively located at both ends of the front side of the reinforcing member.

4. The reinforcement of claim 2, wherein, The second connecting hole is provided at each of the two rear ends of the reinforcing member, which overlaps with the rear steering gear connecting hole provided on the longitudinal beams on both sides. The same fastener is inserted into the corresponding second connecting hole and the rear steering gear connecting hole.

5. The reinforcement of claim 2, wherein, The reinforcing member is provided with connecting bosses on both the front and rear sides, and the first connecting hole and the second connecting hole are respectively provided on the corresponding connecting bosses.

6. A reinforcement according to any one of claims 1 to 5, characterised in that, From the front end to the rear end of the reinforcing member, the sidewall of the reinforcing member includes a first segment and a second segment arranged sequentially, wherein the inclination of the first segment is less than that of the second segment.

7. The reinforcement of claim 6, wherein, A smooth transition section is also provided between the first segment and the second segment, and the transition section is an arc-shaped segment.

8. The reinforcing member according to any one of claims 1-5, characterized in that, The front end face of the reinforcing member is an arc-shaped surface, and the arc-shaped surface is recessed towards the rear side of the reinforcing member.

9. The reinforcement of claim 8, wherein, The orthographic projection of the front end surface onto the rear subframe body is completely within the coverage area of ​​the front crossbeam.

10. A reinforcement according to any one of claims 1 to 5, characterised in that, From the front end to the rear end of the reinforcing member, the reinforcing member extends obliquely upward toward the rear subframe body.

11. A rear subframe characterized by It includes a rear subframe body and a reinforcing member as described in any one of claims 1-10, the reinforcing member being connected to the upper front part of the rear subframe body.

12. A vehicle characterized by comprising: Includes the rear subframe as described in claim 11.

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