Rear subframe, multi-link rear suspension and vehicle

Abstract

This application provides a rear subframe, a multi-link rear suspension, and a vehicle, which enables suspensions with and without rear-wheel steering to be structurally similar, allowing for maximum interoperability of subframes, control arms, and steering knuckles. This simplifies production line assembly and reduces manufacturing costs. The rear subframe includes: a front crossbeam with front bushings for connecting to the vehicle body mounted at its left and right ends; a rear crossbeam spaced behind the front crossbeam and having steering mounting positions for detachably mounting a steering gear; and a pair of longitudinal beams extending rearward from the front crossbeam to the left and right ends of the rear crossbeam, each longitudinal beam having a rear bushing for connecting to the vehicle body mounted at its rear end, and each longitudinal beam having a bracket mounting position for detachably mounting an adapter bracket at its connection point with the rear crossbeam.

Description

Technical Field

[0001] This application relates to the field of vehicle suspension technology, and in particular to a rear subframe, a multi-link rear suspension, and a vehicle. Background Technology

[0002] With the continuous advancement of technology, the automotive industry is undergoing unprecedented changes, and automobiles are playing an increasingly important role in people's daily lives. The rear suspension system, as a crucial system for transmitting vertical, longitudinal, and lateral forces to the vehicle body, mainly includes two types: suspensions with rear-wheel steering and those without.

[0003] However, the structures of rear-wheel steering suspensions and non-rear-wheel steering suspensions on the market are quite different. They use different subframes, and the corresponding structures of the control arms and steering knuckles are also different. They cannot be borrowed and different assembly lines need to be set up, resulting in higher manufacturing costs. Utility Model Content

[0004] Given the significant differences between the two existing rear suspension structures, which prevent them from being interchangeable, this application provides a rear subframe, a multi-link rear suspension, and a vehicle that can make the structures of suspensions with and without rear-wheel steering similar, so as to make the subframe, control arms, and steering knuckles interchangeable as much as possible. This is beneficial for simplifying production line assembly and reducing manufacturing costs.

[0005] In one embodiment of this application, a rear subframe is provided, comprising:

[0006] The front crossbeam has front bushings for connecting to the vehicle body installed at its left and right ends; the rear crossbeam is arranged at intervals behind the front crossbeam and has a steering mounting position for detachably installing a steering gear; and a pair of longitudinal beams, each of which extends rearward from the front crossbeam to the left and right ends of the rear crossbeam, wherein the rear end of each longitudinal beam is installed with a rear bushing for connecting to the vehicle body, and each longitudinal beam has a bracket mounting position for detachably installing an adapter bracket at the connection point with the rear crossbeam.

[0007] In one embodiment of this application, the rear subframe satisfies the following relationship: 2.5≤L1:L3≤3; where L1 is the Y-direction distance between the two rear bushings; and L3 is the Y-direction span dimension of the steering mounting position.

[0008] In one embodiment of this application, the rear subframe satisfies the relationship: 2≤L2:L3≤2.5; where L2 is the Y-direction distance between the two bracket mounting positions; and L3 is the Y-direction span dimension of the steering mounting position.

[0009] In one embodiment of this application, the steering mounting position is located in the middle of the rear crossbeam, and the rear sidewall of the rear crossbeam has a plurality of steering mounting holes arranged at intervals at the steering mounting position.

[0010] In one embodiment of this application, the four steering mounting holes are arranged in an array at the steering mounting position.

[0011] In one embodiment of this application, the rear subframe further includes a plurality of steering threaded tubes, each of which corresponds to a steering mounting hole, and both ends of the steering threaded tubes are fixedly connected to the front and rear side walls of the rear crossbeam, respectively.

[0012] In one embodiment of this application, the lower side wall of the longitudinal beam and / or the rear crossbeam are provided with a plurality of bracket mounting holes arranged at intervals at the bracket mounting position; the rear subframe also includes a plurality of bracket threaded tubes corresponding one-to-one with the bracket mounting holes.

[0013] In one embodiment of this application, the rear crossbeam includes an upper rear crossbeam and a lower rear crossbeam fixedly connected at both ends; the bracket mounting position has a first bracket mounting hole, a second bracket mounting hole, and a third bracket mounting hole arranged in a triangular pattern; the first bracket mounting hole is located on the lower side wall of the longitudinal beam, the second bracket mounting hole is located on the lower side wall of the upper rear crossbeam, and the third bracket mounting hole is located on the rear side wall of the lower rear crossbeam; the Y-direction distance between the first bracket mounting hole and the second bracket mounting hole is greater than or equal to 90 mm.

[0014] According to another aspect of this application, this application further provides a multi-link rear suspension, comprising:

[0015] The aforementioned rear subframe is used to connect to the vehicle body; the steering knuckle is used to connect to the wheel; the linkage assembly includes a front upper control arm, a front lower control arm, a rear upper control arm, a rear lower control arm, and a toe-in rod, the outer ends of which are all connected to the steering knuckle, and the inner ends of the front upper control arm, the front lower control arm, the rear upper control arm, and the rear lower control arm are all connected to the rear subframe; and one of a steering gear and an adapter bracket; wherein when the steering gear is installed at the steering mounting position of the rear subframe, the inner end of the toe-in rod is connected to the output end of the steering gear; and when the adapter bracket is installed at the bracket mounting position of the rear subframe, the inner end of the toe-in rod is connected to the adapter bracket.

[0016] In one embodiment of this application, the adapter bracket includes a bracket body connected to the inner end bushing of the toe-in rod and a plurality of fixed wings fixedly connected to the bracket body.

[0017] In one embodiment of this application, the support body includes a substrate, a first side plate extending outward from the rear end of the substrate, and a second side plate extending outward from the front end of the substrate; the fixing wing includes a first fixing wing extending rearward from the upper end of the first side plate, a second fixing wing extending inward from the upper end of the substrate, and a third fixing wing extending downward from the lower end of the second side plate.

[0018] In one embodiment of this application, the thickness of the fixed wing is between 6 mm and 15 mm.

[0019] In one embodiment of this application, both the first side plate and the second side plate are provided with a waist-shaped hole extending along the Y direction and an eccentric groove arranged around the waist-shaped hole.

[0020] In one embodiment of this application, the multi-link rear suspension further includes a stabilizer bar connected to the front upper control arm or the front lower control arm of the rear subframe. The stabilizer bar is mounted on the front crossbeam of the rear subframe and is located above or below the front crossbeam.

[0021] In one embodiment of this application, the multi-link rear suspension further includes an elastic element and a shock absorber; the lower end of the elastic element is mounted on the rear lower control arm of the rear subframe, and the upper end of the elastic element is located between the front upper control arm and the rear upper control arm of the rear subframe; the shock absorber is mounted on the rear lower control arm and located between the elastic element and the steering knuckle.

[0022] According to another aspect of this application, this application further provides a vehicle, including:

[0023] The vehicle body; the wheel; and any of the above-mentioned multi-link rear suspensions connected to the vehicle body and the wheel.

[0024] In summary, the rear subframe of this application can mount both the steering gear and the adapter bracket; that is, the rear subframe achieves a compatible design, applicable to both rear suspension systems with and without rear-wheel steering. Furthermore, the rear subframe allows for the interchangeability of steering knuckles and linkage assemblies (including various control arms and toe-in rods) in both rear suspension systems without requiring new molds, thus reducing manufacturing costs for suppliers and OEMs, simplifying production line assembly, and enabling platform-based design.

[0025] Furthermore, the multi-link rear suspension of this application has a high degree of structural similarity when implemented as a suspension with rear-wheel steering function and one without rear-wheel steering function. Only the ball joint and bushing at the outer end of the control arm need to be replaced, without replacing the control arm body. The vehicle configuration can be easily switched so that the rear suspension system can be selected according to the user's needs without adjusting the vehicle body structure. Attached Figure Description

[0026] Figure 1 This is a top view of a multi-link rear suspension with rear-wheel steering according to this application;

[0027] Figure 2 A rear view schematic diagram of a multi-link rear suspension with rear-wheel steering according to this application is shown;

[0028] Figure 3 A perspective view of a multi-link rear suspension without rear-wheel steering according to this application is shown;

[0029] Figure 4 A perspective view of the rear subframe in a multi-link rear suspension according to this application is shown;

[0030] Figure 5 It shows Figure 4 The diagram shows the structure of the rear subframe from another perspective.

[0031] Figure 6 A schematic diagram of the structure of the rear subframe equipped with an adapter bracket according to this application is shown;

[0032] Figure 7 A perspective view of a transfer bracket in a multi-link rear suspension according to this application is shown.

[0033] Explanation of key component symbols:

[0034] 1. Multi-link rear suspension; 10. Rear subframe; 11. Front crossbeam; 12. Rear crossbeam; 120. Steering mounting position; 1201. Steering mounting hole; 121. Upper rear crossbeam; 122. Lower rear crossbeam; 13. Longitudinal beam; 130. Bracket mounting position; 131. First bracket mounting hole; 132. Second bracket mounting hole; 133. Third bracket mounting hole; 14. Front bushing; 15. Rear bushing; 16. Steering threaded tube; 17. Bracket threaded tube; 171. First bracket threaded tube; 172. Second bracket threaded tube; 173. Third bracket Threaded pipe; 20. Steering knuckle; 30. Linkage assembly; 31. Front upper control arm; 32. Front lower control arm; 33. Rear upper control arm; 34. Rear lower control arm; 35. Toe-in rod; 40. Steering gear; 50. Adapter bracket; 51. Bracket body; 511. Base plate; 512. First side plate; 513. Second side plate; 514. Waist-shaped hole; 515. Eccentric groove; 52. Fixed wing; 521. First fixed wing; 522. Second fixed wing; 523. Third fixed wing; 60. Stabilizer bar; 70. Elastic element; 80. Shock absorber; 90. Linkage rod.

[0035] The above description of the main component symbols, together with the accompanying drawings and specific embodiments, provides a further detailed explanation of this application. Detailed Implementation

[0036] The following description is intended to disclose this application and enable those skilled in the art to implement it. The preferred embodiments described below are merely examples, and other obvious variations will occur to those skilled in the art. The basic principles of this application defined in the following description can be applied to other embodiments, modifications, improvements, equivalents, and other technical solutions that do not depart from the spirit and scope of this application.

[0037] Those skilled in the art should understand that, in the disclosure of this application, the terms "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They 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. Therefore, the above terms should not be construed as limitations on this application.

[0038] In this application, the term "a" in the claims and specification should be understood as "one or more," meaning that in one embodiment, the number of an element can be one, while in another embodiment, the number of the element can be multiple. Unless explicitly indicated in the disclosure of this application that the number of the element is only one, the term "a" should not be construed as unique or singular, nor should it be construed as a limitation on the quantity.

[0039] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0040] Considering the significant differences between existing rear suspension structures with and without rear-wheel steering, which prevent them from being interchangeable, this application creatively provides a rear subframe, a multi-link rear suspension, and a vehicle that allows for structural similarity between rear-wheel steering and non-rear-wheel steering suspensions. This enables the reuse of subframes, control arms, and steering knuckles as much as possible, simplifying production line assembly and reducing manufacturing costs.

[0041] Specifically, refer to the accompanying drawings in the specification of this application. Figures 1 to 7According to one embodiment of this application, a vehicle is provided, which may include a body (not shown in the figure), wheels (not shown in the figure), and a multi-link rear suspension 1 connected to the body and the wheels to mount the wheels to the body. It is understood that the X-direction mentioned below in this application refers to the longitudinal direction (length direction) of the vehicle; furthermore, the Y-direction refers to the left-right direction (width direction) of the vehicle, and the Z-direction refers to the vertical direction (vertical direction) of the vehicle.

[0042] More specifically, such as Figures 1 to 5 As shown, the multi-link rear suspension 1 may include one of the following: a rear subframe 10 for connecting to the vehicle body, a steering knuckle 20 for connecting to the wheels, a linkage assembly 30, a steering gear 40, and an adapter bracket 50. The linkage assembly 30 includes a front upper control arm 31, a front lower control arm 32, a rear upper control arm 33, a rear lower control arm 34, and a toe-in rod 35, all with their outer ends connected to the steering knuckle 20; the inner ends of the front upper control arm 31, the front lower control arm 32, the rear upper control arm 33, and the rear lower control arm 34 are all connected to the rear subframe 10. It is understood that the steering knuckle 20 mentioned in this application is typically fixedly connected to the brake disc of the wheel.

[0043] In particular, such as Figure 4 and Figure 5 As shown, the rear subframe 10 includes a front crossbeam 11, a rear crossbeam 12, and a pair of longitudinal beams 13. Front bushings 14 for connecting to the vehicle body are mounted at both ends of the front crossbeam 11. The rear crossbeam 12 is spaced behind the front crossbeam 11 and has steering mounting positions 120 for detachably mounting the steering gear 40. Two longitudinal beams 13 extend rearward from the front crossbeam 11 to the left and right ends of the rear crossbeam 12, respectively. Each longitudinal beam 13 has a rear bushing 15 for connecting to the vehicle body mounted at its rear end, and each longitudinal beam 13 has a bracket mounting position 130 for detachably mounting the adapter bracket 50 at its connection point with the rear crossbeam 12.

[0044] Thus, as Figure 1 and Figure 2 As shown, when the multi-link rear suspension 1 includes the steering gear 40 but not the adapter bracket 50, the steering gear 40 is mounted at the steering mounting position 120, and the inner end of the toe-in rod 35 is connected to the output end of the steering gear 40, so that the toe-in rod 35 can drive the steering knuckle 20 and the wheel to perform steering motion under the drive of the steering gear 40; at this time, the multi-link rear suspension 1 is implemented as a rear suspension system with rear-wheel steering function. And as... Figure 3As shown, when the multi-link rear suspension 1 includes the adapter bracket 50 but not the steering gear 40, the adapter bracket 50 is installed at the bracket mounting position 130, and the inner end of the toe-in rod 35 is connected to the adapter bracket 50, so that the toe-in rod 35 can support the steering knuckle 20 under the limiting action of the adapter bracket 50; at this time, the multi-link rear suspension 1 is implemented as a rear suspension system without rear wheel steering function.

[0045] It is worth noting that the rear subframe 10 mentioned in this application can install both the steering gear 40 and the adapter bracket 50; that is, the rear subframe 10 achieves a compatible design, which can be applied to both rear suspension systems with rear-wheel steering and rear suspension systems without rear-wheel steering. At the same time, the rear subframe 10 can also make the steering knuckle 20 and the linkage assembly 30 (including each control arm and toe-in rod 35) interchangeable in the two rear suspension systems without the need for new molds, which can reduce the manufacturing costs of suppliers and OEMs, simplify production line assembly, and enable platform-based design.

[0046] Furthermore, according to the above embodiments of this application, whether it is a rear suspension system with rear wheel steering function or a rear suspension system without rear wheel steering function, the inner ends of the front upper control arm 31, the front lower control arm 32, the rear upper control arm 33 and the rear lower control arm 34 can be equipped with bushings to be connected to the rear subframe 10 respectively.

[0047] However, for a rear suspension system with rear-wheel steering, the outer ends of the front upper control arm 31, the front lower control arm 32, the rear upper control arm 33, the rear lower control arm 34, and the toe-in rod 35 can all be fitted with ball joints to connect to the steering knuckle 20, so as to meet the rear-wheel steering requirements; at the same time, the inner end of the toe-in rod 35 can be fitted with a bushing to connect to the output end of the steering gear 40.

[0048] For a rear suspension system without rear-wheel steering, bushings can be installed on the outer ends of the front upper control arm 31, the front lower control arm 32, the rear upper control arm 33, the rear lower control arm 34, and the toe-in rod 35 to connect to the steering knuckle 20; at the same time, bushings can be installed on the inner end of the toe-in rod 35 to connect to the adapter bracket 50.

[0049] In other words, the multi-link rear suspension 1 of this application has a high degree of structural similarity when implemented as a suspension with rear-wheel steering function and one without rear-wheel steering function. Only the ball joint and bushing at the outer end of the control arm need to be replaced, without replacing the control arm body. The vehicle configuration can be easily switched so that the rear suspension system can be selected according to the user's needs without adjusting the vehicle body structure.

[0050] For example, such as Figures 2 to 6As shown, the steering mounting position 120 is located in the middle of the rear crossbeam 12, and the rear sidewall of the rear crossbeam 12 has a plurality of steering mounting holes 1201 arranged at intervals in the steering mounting position 120, so that the steering gear 40 is bolted to the steering mounting holes 1201 and is detachably mounted in the steering mounting position 120, so as to be located on the rear side of the rear crossbeam 12.

[0051] Preferably, such as Figures 4 to 6 As shown, the steering mounting position 120 has four steering mounting holes 1201 arranged in an array to secure the steering gear 40 from its four corners, ensuring that the steering gear 40 can be firmly mounted to the rear subframe 10. It is understood that in other examples of this application, the steering mounting position 120 may also have other numbers of steering mounting holes 1201, such as three or five, as long as the steering gear 40 can be securely mounted to the rear subframe 10; this application will not elaborate further on this.

[0052] It is worth noting that the rear crossbeam 12 mentioned in this application may include a rear upper crossbeam 121 and a rear lower crossbeam 122 that are fixedly connected to each other at both ends; wherein two steering mounting holes 1201 are arranged on the rear upper crossbeam 121 at a distance from each other, and two steering mounting holes 1201 are arranged on the rear lower crossbeam 122 at a distance from each other, so as to maximize the Z-direction distance of the steering mounting holes 1201.

[0053] More preferably, such as Figure 6 As shown, the rear subframe 10 satisfies the relationship: 2.5 ≤ L1 : L3 ≤ 3; where L1 is the Y-direction distance between the two rear bushings 15; and L3 is the Y-direction span of the steering mounting position 120. For example, L1 : L3 = 2.9 : 1. Thus, with L1 unchanged, maximizing the Y-direction span L3 of the steering mounting position 120 not only helps prevent the steering gear 40 from self-rotating but also reduces the stress at each steering mounting hole 1201, thus reducing the stiffness at each steering mounting hole 1201 and decreasing the overall weight of the rear subframe 10. It is understood that the Y-direction distance L1 mentioned in this application is usually determined by the Y-direction dimension of the vehicle body; the Y-direction span L3 mentioned in this application refers to... Figure 2 The Y-axis distance between the two steering mounting holes 1201 shown.

[0054] It is worth noting that, such as Figures 3 to 5 As shown, the lower side wall of the longitudinal beam 13 and / or the rear crossbeam 12 may also have a plurality of bracket mounting holes arranged at intervals in the bracket mounting position 130, so that the adapter bracket 50 is bolted to the bracket mounting hole and thus detachably installed in the bracket mounting position 130, located on the lower side of the longitudinal beam 13.

[0055] Preferably, such as Figure 3 and Figure 5 As shown, the bracket mounting position 130 has a first bracket mounting hole 131, a second bracket mounting hole 132, and a third bracket mounting hole 133 arranged in a triangular pattern to secure the adapter bracket 50. For example, the first bracket mounting hole 131 is located on the lower side wall of the longitudinal beam 13, the second bracket mounting hole 132 is located on the lower side wall of the upper rear crossbeam 121, and the third bracket mounting hole 133 is located on the rear side wall of the lower rear crossbeam 122, so as to securely install the adapter bracket 50 and ensure that the adapter bracket 50 can provide reliable support for the toe-in tie rod 35. It is understood that in other examples of this application, the bracket mounting position 130 may also have two or four or other numbers of bracket mounting holes, as long as the adapter bracket 50 can be fixed to the rear subframe 10, which will not be elaborated further in this application.

[0056] More preferably, such as Figure 6 As shown, the rear subframe 10 satisfies the relationship: 2≤L2:L3≤2.5; where L2 is the Y-direction distance between the two bracket mounting positions 130; and L3 is the Y-direction span dimension of the steering mounting position 120. For example, L2:L3=2.1:1. Thus, by keeping the Y-direction span dimension L3 of the steering mounting position 120 constant, minimizing the Y-direction distance L2 between the two bracket mounting positions 130 not only helps to reduce L1 (i.e., reduce the Y-direction dimension of the rear subframe 10), but also helps to increase the length of the toe-in tie rod 35, facilitating the improvement of the toe-in angle variation rate. It is understood that the Y-direction distance L2 mentioned in this application refers to the Y-direction distance between the bushings of the two adapter brackets 50 connected to the rear subframe 10, that is, the Y-direction distance between the inner ends of the two toe-in tie rods 35.

[0057] Most preferably, such as Figure 6 As shown, the Y-direction distance L4 between the first bracket mounting hole 131 and the second bracket mounting hole 132 is greater than or equal to 90mm, that is, L4≥90mm. This not only prevents the adapter bracket 50 from rotating on its own, but also reduces the force at each bracket mounting hole, ensuring that the adapter bracket 50 can be firmly installed on the rear subframe 10.

[0058] According to the above embodiments of this application, as Figure 4 and Figure 5As shown, the rear subframe 10 may further include a plurality of steering threaded tubes 16, each corresponding to a steering mounting hole 1201. The two ends of each steering threaded tube 16 are fixedly connected to the front and rear side walls of the rear crossbeam 12, respectively. This not only enhances the rigidity of the rear crossbeam 12 at the steering mounting hole 1201, preventing deformation, but also increases the engagement length of the bolts, making them less prone to loosening, thereby enhancing the installation reliability of the steering gear 40. In other words, when the steering gear 40 is subjected to alternating loads in the Y direction, the bolts fixing the steering gear 40 are less likely to loosen, which is beneficial for improving the vehicle's handling performance.

[0059] In addition, such as Figures 3 to 5 As shown, the rear subframe 10 may further include a plurality of support threaded tubes 17 corresponding one-to-one with the support mounting holes, so as to increase the bolt engagement length while enhancing the rigidity of the support mounting position 130, thereby enhancing the installation reliability of the adapter bracket 50. For example, the support threaded tube 17 may include a first support threaded tube 171 corresponding to the first support mounting hole 131, a second support threaded tube 172 corresponding to the second support mounting hole 132, and a third support threaded tube 173 corresponding to the third support mounting hole 133; wherein the two ends of the first support threaded tube 171 are respectively fixedly connected to the upper and lower side walls of the longitudinal beam 13, the two ends of the second support threaded tube 172 are respectively fixedly connected to the upper and lower side walls of the rear cross beam 12, and the two ends of the third support threaded tube 173 are respectively fixedly connected to the front and rear side walls of the rear cross beam 12 to achieve the installation reliability of the adapter bracket 50.

[0060] Preferably, the lengths of both the steering threaded tube 16 and the bracket threaded tube 17 are greater than 10 mm to maximize the bolt engagement length and prevent bolt loosening. It is understood that both the steering threaded tube 16 and the bracket threaded tube 17 mentioned in this application can be implemented as threaded sleeves.

[0061] According to the above embodiments of this application, as Figure 3 and Figure 7 As shown, the adapter bracket 50 may include a bracket body 51 for connecting to the inner end bushing of the toe-in rod 35 and a plurality of fixing wings 52 fixedly connected to the bracket body 51. The fixing wings 52 have through holes that correspond one-to-one with the bracket mounting holes, so that bolts can pass through the through holes and extend into the bracket mounting holes for fixing, thereby fixing the fixing wings 52 of the adapter bracket 50 to the positions corresponding to the bracket mounting holes.

[0062] For example, such as Figure 7As shown, the bracket body 51 includes a base plate 511, a first side plate 512 extending outward from the rear end of the base plate 511, and a second side plate 513 extending outward from the front end of the base plate 511, to form a U-shaped frame that accommodates the inner end bushing of the toe-in rod 35. It is understood that the outward extension mentioned in this application refers to extension in a direction away from the X-direction centerline of the rear subframe 10, i.e., the rear crossbeam 12 is located inside the two longitudinal beams 13.

[0063] Optionally, such as Figure 3 and Figure 7 As shown, the fixed wing 52 includes a first fixed wing 521 extending rearward from the upper end of the first side plate 512 and corresponding to the first bracket mounting hole 131, a second fixed wing 522 extending inward from the upper end of the base plate 511 and corresponding to the second bracket mounting hole 132, and a third fixed wing 523 extending downward from the lower end of the second side plate 513 and corresponding to the third bracket mounting hole 133, so as to more securely install the adapter bracket 50 to the rear subframe 10.

[0064] Preferably, the thickness of the fixed wing 52 is between 6 mm and 15 mm. More preferably, the thickness of the fixed wing 52 is greater than or equal to 10 mm, so as to better employ the torque-angle method to tighten the bolts and increase the difficulty of bolt loosening. In this way, when the adapter bracket 50 is subjected to alternating loads in the Y direction, the bolts fixing the adapter bracket 50 are not easy to loosen.

[0065] It is worth noting that, such as Figure 7 As shown, both the first side plate 512 and the second side plate 513 have waist-shaped holes 514 extending along the Y direction for bolt sliding, so as to adjust the inner end position of the toe-in rod 35, thereby adjusting the toe-in angle of the vehicle as needed.

[0066] Optionally, such as Figure 7 As shown, both the first side plate 512 and the second side plate 513 are provided with eccentric grooves 515 arranged around the waist-shaped hole 514, so as to adjustably accommodate the eccentric nut and washer.

[0067] According to the above embodiments of this application, as Figures 1 to 3 As shown, the multi-link rear suspension 1 further includes a stabilizer bar 60 connected to the front upper control arm 31. The stabilizer bar 60 is mounted on the front crossbeam 11 of the rear subframe 10 and is located above the front crossbeam 11 to avoid the stabilizer bar 60 occupying the battery mounting space, so as to reserve a sufficiently large battery mounting space on the front side of the rear subframe 10.

[0068] Understandably, the stabilizer bar 60 and the upper front control arm 31 can be connected via the link 90. ​​Of course, the stabilizer bar 60 can also be connected to the lower front control arm 32 via the link 90, still achieving a stabilizing effect.

[0069] In addition, in other examples of this application, the stabilizer bar 60 can also be located below the front crossbeam 11, still avoiding the battery installation space, which will not be elaborated further in this application.

[0070] It is worth noting that, such as Figures 1 to 3 As shown, the multi-link rear suspension 1 may further include an elastic element 70, the lower end of which is mounted to the rear lower control arm 34, and the upper end of which is used to support the vehicle body to transmit forces in the vertical direction of the vehicle body. It is understood that the elastic element 70 may, but is not limited to, be implemented as an air spring or a coil spring.

[0071] Optionally, the upper end of the elastic member 70 is located between the front upper control arm 31 and the rear upper control arm 33, so as to be closer to the wheel center in the X direction and reduce the risk of the steering knuckle 20 overturning.

[0072] In addition, such as Figures 1 to 3 As shown, the multi-link rear suspension 1 further includes a shock absorber 80 mounted on the rear lower control arm 34; the shock absorber 80 is located between the elastic member 70 and the steering knuckle 20 to absorb vibrations originating from the road surface and ensure vehicle comfort. It is understood that the shock absorber 80 may, but is not limited to, be implemented as a continuously adjustable or passive shock absorber.

[0073] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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.

[0074] The above embodiments are merely illustrative of several implementation methods of this application, and their descriptions are quite specific and detailed. However, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the protection scope of this application.

Claims

1. A rear subframe, characterized in that, include: A front crossbeam, with front bushings for connecting the vehicle body installed at both ends of the front crossbeam; A rear crossbeam, spaced apart from the front crossbeams, and the rear crossbeam having a steering mounting position for detachably mounting a steering gear; and A pair of longitudinal beams, the two longitudinal beams extending from the front crossbeam to the left and right ends of the rear crossbeam respectively, wherein the rear end of each longitudinal beam is fitted with a rear bushing for connecting the vehicle body, and each longitudinal beam is provided with a bracket mounting position for detachably installing an adapter bracket at the connection point with the rear crossbeam.

2. The rear subframe according to claim 1, characterized in that, The rear subframe satisfies the following relationship: 2.5≤L1:L3≤3; where L1 is the Y-direction distance between the two rear bushings; and L3 is the Y-direction span dimension of the steering mounting position.

3. The rear subframe according to claim 1, characterized in that, The rear subframe satisfies the following relationship: 2≤L2:L3≤2.5; where L2 is the Y-direction distance between the two bracket mounting positions; and L3 is the Y-direction span dimension of the steering mounting position.

4. The rear subframe according to any one of claims 1 to 3, characterized in that, The steering mounting position is located in the middle of the rear crossbeam, and the rear sidewall of the rear crossbeam has a plurality of steering mounting holes arranged at intervals at the steering mounting position. The rear subframe also includes multiple steering threaded tubes, each corresponding to a steering mounting hole, and both ends of the steering threaded tubes are fixedly connected to the front and rear side walls of the rear crossbeam, respectively.

5. The rear subframe according to any one of claims 1 to 3, characterized in that, The lower side wall of the longitudinal beam and / or the rear crossbeam are provided with a plurality of bracket mounting holes arranged at intervals at the bracket mounting position; the rear subframe also includes a plurality of bracket threaded tubes corresponding one-to-one with the bracket mounting holes.

6. The rear subframe according to claim 5, characterized in that, The rear crossbeam includes an upper rear crossbeam and a lower rear crossbeam fixedly connected at both ends; the bracket mounting position has a first bracket mounting hole, a second bracket mounting hole, and a third bracket mounting hole arranged in a triangular pattern; the first bracket mounting hole is located on the lower side wall of the longitudinal beam, the second bracket mounting hole is located on the lower side wall of the upper rear crossbeam, and the third bracket mounting hole is located on the rear side wall of the lower rear crossbeam; the Y-direction distance between the first bracket mounting hole and the second bracket mounting hole is greater than or equal to 90mm.

7. A multi-link rear suspension, characterized in that, include: The rear subframe as described in any one of claims 1 to 6 is used to connect to the vehicle body; Steering knuckles are used to connect the wheels; The linkage assembly includes a front upper control arm, a front lower control arm, a rear upper control arm, a rear lower control arm, and a toe-in rod, all of which are connected to the steering knuckle at their outer ends. The inner ends of the front upper control arm, the front lower control arm, the rear upper control arm, and the rear lower control arm are all connected to the rear subframe. as well as One of a steering gear and an adapter bracket; When the steering gear is installed at the steering mounting position of the rear subframe, the inner end of the toe-in rod is connected to the output end of the steering gear; and when the adapter bracket is installed at the bracket mounting position of the rear subframe, the inner end of the toe-in rod is connected to the adapter bracket.

8. The multi-link rear suspension according to claim 7, characterized in that, The adapter bracket includes a bracket body connected to the inner end bushing of the front toe rod and a plurality of fixed wings fixedly connected to the bracket body; The support body includes a base plate, a first side plate extending outward from the rear end of the base plate, and a second side plate extending outward from the front end of the base plate; the fixing wing includes a first fixing wing extending rearward from the upper end of the first side plate, a second fixing wing extending inward from the upper end of the base plate, and a third fixing wing extending downward from the lower end of the second side plate.

9. The multi-link rear suspension according to claim 8, characterized in that, The thickness of the fixed wing is between 6 mm and 15 mm; and / or, both the first side plate and the second side plate are provided with waist-shaped holes extending along the Y direction and eccentric grooves arranged around the waist-shaped holes.

10. A vehicle, characterized in that, include: Body; wheel; as well as The multi-link rear suspension as described in any one of claims 7 to 9, wherein the multi-link rear suspension is connected to the vehicle body and the wheel.

Images