Rear subframe and vehicle

Abstract

The present disclosure relates to a rear subframe and a vehicle, the rear subframe comprising a front cross beam and a longitudinal beam connected with the front cross beam, wherein a first notch structure is arranged at the connection of the front cross beam and the longitudinal beam, due to the arrangement of the first notch structure, the rigidity of the connection of the front cross beam and the longitudinal beam can be reduced, so that when the rear subframe is subjected to load (such as bending and torsion caused by vibration, impact or uneven road during vehicle driving), stress can be evenly distributed on the longitudinal beam and the front cross beam, and the notch allows certain deformation, which can disperse stress and reduce the risk of excessive concentration of stress at the connection position, thereby helping to improve the durability of the connection of the front cross beam and the longitudinal beam, achieving the purpose of enhancing the strength and toughness of the overall structure of the rear subframe, and adapting to the deformation capacity and fatigue resistance, which is conducive to ensuring that the rear subframe can work stably and has high reliability.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more specifically, to a rear subframe and a vehicle. Background Technology

[0002] In related technologies, how to optimize the design of the rear subframe structure and improve its structural strength and reliability has become a research goal for industry professionals. Utility Model Content

[0003] The purpose of this disclosure is to provide a rear subframe and vehicle that can improve the strength and toughness of the overall structure of the rear subframe, ensure that the rear subframe can work stably and reliably, and help improve the driving safety and reliability of the vehicle.

[0004] To achieve the above objectives, a first aspect of this disclosure provides a rear subframe, comprising: a front crossbeam; and a longitudinal beam connected to the front crossbeam; wherein a first notch structure is provided at the connection between the front crossbeam and the longitudinal beam.

[0005] The rear subframe provided in this disclosure utilizes the aforementioned technical solution. By incorporating a first notch structure at the connection between the front crossbeam and longitudinal beam, the rigidity at this connection is reduced. This allows for a more even distribution of stress across the longitudinal and front crossbeams when the subframe is subjected to loads (e.g., vibrations, impacts, or bending and torsion caused by uneven road surfaces). Furthermore, the notch allows for some deformation, further dispersing stress and reducing the risk of excessive stress concentration at the connection point. This improves the durability of the connection between the front crossbeam and longitudinal beam, enhancing the overall strength and toughness of the rear subframe, as well as its adaptability to deformation and fatigue resistance. This ensures stable operation and high reliability of the rear subframe. Therefore, the rear subframe provided in this disclosure improves the overall strength and toughness of the rear subframe structure, ensuring stable operation, high reliability, and contributing to enhanced vehicle safety and reliability.

[0006] In some possible implementations, the rear subframe further includes a rear crossbeam connected to the longitudinal beam. The longitudinal beam includes an extension on the side of the rear crossbeam opposite to the front crossbeam. The extension is provided with a first hanging structure. The first notch structure includes a first drain hole to provide a physical support point during the electrophoresis process of the rear subframe, and to allow liquid in the longitudinal beam to be discharged through the first drain hole.

[0007] In some possible implementations, along the longitudinal direction of the vehicle, the first drain hole is located at the position furthest from the first suspension structure at the connection between the longitudinal beam and the front crossbeam, so as to achieve the purpose of draining, for example, liquid in the longitudinal beam through the first drain hole, reducing the possibility of liquid residue.

[0008] In some possible implementations, both ends of the front crossbeam are connected to a first sleeve, and a second notch structure is provided at the connection between the front crossbeam and the first sleeve, so as to improve the durability of the connection between the first sleeve and the front crossbeam, thereby enhancing the strength and toughness of the overall structure of the rear subframe, as well as its ability to adapt to deformation and its fatigue resistance.

[0009] In some possible implementations, the second notch structure includes a second drain hole and / or a first vent hole, so that gas inside the front crossbeam can be discharged through the first vent hole, and liquid inside the front crossbeam can be discharged through the second drain hole.

[0010] In some possible implementations, along the longitudinal direction of the vehicle, the second drain hole is located at the position furthest from the first suspension structure at the connection between the front crossbeam and the first sleeve; and / or, along the longitudinal direction of the vehicle, the first vent hole is located at the position closest to the first suspension structure at the connection between the front crossbeam and the first sleeve, so as to achieve the purpose of venting the gas inside the front crossbeam through the first vent hole and venting the liquid inside the front crossbeam through the second drain hole.

[0011] In some possible implementations, a second exhaust port is provided on the front crossbeam. The second exhaust port is located at the position where the distance between the front crossbeam and the first suspension structure is minimized in the longitudinal direction of the vehicle, so as to achieve the purpose of discharging the gas in the front crossbeam through the second exhaust port.

[0012] In some possible implementations, the end of the extension segment away from the rear crossbeam is connected to a second sleeve, and a third notch structure is provided at the connection between the extension segment and the second sleeve to improve the durability of the connection between the second sleeve and the longitudinal beam, thereby enhancing the overall strength and toughness of the rear subframe structure, as well as its adaptability to deformation and fatigue resistance.

[0013] In some possible implementations, the third notch structure includes a third vent hole to allow gas inside the longitudinal beam to be discharged.

[0014] In some possible implementations, the first suspension structure includes a first reinforcing structure and a first positioning hole disposed on the first reinforcing structure, so as to improve the structural strength of the first suspension structure.

[0015] In some possible implementations, the front crossbeam is provided with a positioning structure, which includes a second reinforcing structure and a second positioning hole provided on the second reinforcing structure, so as to ensure that the positioning structure has high structural strength.

[0016] In some possible implementations, in the height direction of the vehicle, the front crossbeam has a first bottom point and the longitudinal beam has a second bottom point. At least one of the first bottom point and the second bottom point is provided with a drainage structure, which includes a third drainage hole to drain liquid that enters the front crossbeam and longitudinal beam during vehicle operation, thereby reducing the possibility of abnormal noise or corrosion caused by liquid accumulation inside the front crossbeam and longitudinal beam.

[0017] In some possible implementations, the drainage structure may further include a third reinforcing structure arranged around the third drainage hole to improve the structural strength of the third drainage hole.

[0018] In some possible implementations, at least one of the front crossbeam and the longitudinal beam is a hydraulic pipe to ensure that the front crossbeam and the longitudinal beam have high structural strength.

[0019] In some possible implementations, the rear subframe further includes a first mounting bracket adapted to connect to an upper control arm, the first mounting bracket being connected to the longitudinal beam and the front crossbeam respectively, the first mounting bracket being constructed as a one-piece structural component; and / or, the rear subframe further includes a second mounting bracket adapted to connect to a toe-in control arm, the second mounting bracket being connected to the longitudinal beam and the front crossbeam respectively, the second mounting bracket being constructed as a one-piece structural component, thereby reducing the number of parts requiring welding and simplifying the welding process.

[0020] In some possible implementations, the first mounting bracket has a first plate portion, a second plate portion, and a third plate portion, the first plate portion being connected to the front crossbeam, the second plate portion being connected to the longitudinal beam, and the third plate portion being connected to the front crossbeam and between the first plate portion and the second plate portion to jointly form a first cavity; and / or, the second mounting bracket has a fourth plate portion, a fifth plate portion, and a sixth plate portion, the fourth plate portion being connected to the front crossbeam, the fifth plate portion being connected to the longitudinal beam and the front crossbeam, and the sixth plate portion being connected to the front crossbeam and between the fourth plate portion and the fifth plate portion to jointly form a second cavity, so as to ensure that the first mounting bracket and the second mounting bracket have high structural strength and improve the deformation resistance of the first mounting bracket and the second mounting bracket.

[0021] In some possible implementations, the rear crossbeam includes a front plate and a rear plate connected along the longitudinal direction of the vehicle; wherein a fourth notch structure is provided at the connection between the front plate and the rear plate; and / or, a fourth reinforcing structure is provided on the rear crossbeam, the fourth reinforcing structure being connected to the front plate and the rear plate; and / or, a fifth notch structure is provided at the connection between the rear crossbeam and the longitudinal beam, so as to improve the fatigue strength of the rear crossbeam without increasing weight and production costs, thereby improving the driving safety and reliability of the vehicle.

[0022] In some possible implementations, the rear subframe further includes an exhaust hook, which is located below and connected to the front crossbeam in the vehicle's height direction; and / or, the rear subframe further includes a floor guard bracket, which is located in front of and connected to the rear crossbeam in the vehicle's longitudinal direction, and is used to connect the floor guard; and / or, at least one of the front crossbeam and the longitudinal beam is provided with a wiring harness mounting structure to meet the installation and arrangement requirements of components such as the exhaust pipe, floor guard, and wiring harness.

[0023] A second aspect of this disclosure provides a vehicle including the rear subframe provided in the first aspect above.

[0024] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0025] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0026] Figure 1 This is a schematic diagram of the structure of the rear subframe provided in an exemplary embodiment of this disclosure;

[0027] Figure 2 This is a structural schematic diagram of the rear subframe provided in an exemplary embodiment of this disclosure from another angle, wherein a first mounting bracket is shown exemplary.

[0028] Figure 3 This is a structural schematic diagram of the rear subframe provided in an exemplary embodiment of this disclosure from another angle, wherein a second mounting bracket is exemplaryly shown;

[0029] Figure 4 This is a schematic diagram of the structure of the rear subframe after removing the first mounting bracket and the second mounting bracket according to an exemplary embodiment of this disclosure;

[0030] Figure 5This is a schematic diagram of the rear subframe after the first and second mounting brackets have been removed, provided in an exemplary embodiment of this disclosure, from another angle.

[0031] Explanation of reference numerals in the attached figures

[0032] 1-Front crossbeam; 2-Longitudinal beam; 210-Extension section; 3-First notch structure; 310-First drain hole; 4-Rear crossbeam; 410-Rear crossbeam front plate; 420-Rear crossbeam rear plate; 430-Mounting groove; 440-Arc-shaped structure; 450-U-shaped gasket; 5-First hanging structure; 510-First reinforcing structure; 520-First positioning hole; 6-First sleeve; 7-Second notch structure; 710-Second drain hole; 720-First vent hole; 8-Second vent hole; 9-Second sleeve; 10-Third notch structure; 1010-Third vent hole; 11-Positioning structure; 1110-Second reinforcing structure; 1120-First... 12-Drainage structure; 1210-Third drainage hole; 1220-Third reinforcing structure; 13-First mounting bracket; 1310-First plate; 1320-Second plate; 1330-Third plate; 1340-First cavity; 14-Second mounting bracket; 1410-Fourth plate; 1420-Fifth plate; 1430-Sixth plate; 1440-Second cavity; 15-Fourth notch structure; 16-Fourth reinforcing structure; 17-Exhaust hook; 18-Bottom guard plate bracket; 19-Wire harness installation structure; 20-Fifth notch structure; 21-Body bushing; 22-Third positioning hole; 23-Stabilizer bar bracket. Detailed Implementation

[0033] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0034] In this disclosure, for ease of description, a three-axis coordinate system, namely the XYZ coordinate system, is defined for the rear subframe, where, as... Figure 1 As shown, the X direction corresponds to the front-rear direction of the rear subframe, which can also be understood as the front-rear direction of the vehicle; the Y direction corresponds to the width direction of the rear subframe, which can also be understood as the width direction of the vehicle; and the Z direction corresponds to the height direction of the rear subframe, which can also be understood as the height direction of the vehicle. Unless otherwise stated, directional terms such as "upper" and "lower" generally refer to the upper and lower positions within the space of the rear subframe when it is in use. "Inner" and "outer" refer to the inner and outer positions relative to the outline of the component or structure itself. Furthermore, it should be noted that terms such as "first" and "second" are used to distinguish one element from another and do not indicate sequence or importance. Additionally, in the description with reference to the accompanying drawings, the same reference numerals in different drawings denote the same element.

[0035] According to a first aspect of this disclosure, a rear subframe is provided, with reference to... Figures 1 to 5 As shown, the rear subframe includes a front crossbeam 1 and a longitudinal beam 2, with the longitudinal beam 2 connected to the front crossbeam 1; wherein, a first notch structure 3 is provided at the connection between the front crossbeam 1 and the longitudinal beam 2.

[0036] The rear subframe provided in this disclosure utilizes the aforementioned technical solution. By incorporating a first notch structure 3 at the connection between the front crossbeam 1 and the longitudinal beam 2, the rigidity at this connection is reduced. This allows for a more even distribution of stress between the longitudinal beam 2 and the front crossbeam 1 when the rear subframe is subjected to loads (e.g., vibrations, impacts, or bending and torsion caused by uneven road surfaces). Furthermore, the notch allows for some deformation, further dispersing stress and reducing the risk of excessive stress concentration at the connection point. This improves the durability of the connection between the front crossbeam 1 and the longitudinal beam 2, enhancing the overall strength and toughness of the rear subframe, as well as its adaptability to deformation and fatigue resistance. This ensures stable operation and high reliability of the rear subframe. Therefore, the rear subframe provided in this disclosure improves the overall strength and toughness of the rear subframe structure, ensuring stable operation, high reliability, and contributing to enhanced vehicle safety and reliability.

[0037] It should be noted that the aforementioned front crossbeam 1 and longitudinal beam 2 can be fixedly connected by welding, for example. However, after welding the connection between the front crossbeam 1 and longitudinal beam 2, the connection has high rigidity and may have residual welding stress. In this case, the rear subframe is prone to brittle failure when subjected to impact loads or operating in low-temperature environments. By providing a first notch structure 3 at the connection between the front crossbeam 1 and longitudinal beam 2, the rigidity at the connection can be reduced, allowing the overall structure of the rear subframe to have a buffering effect when subjected to impact, absorbing part of the energy. The notch reduces the likelihood of brittle fracture and allows for some deformation, reducing additional internal forces caused by restricted deformation. It also disperses stress, reducing the risk of excessive stress concentration at the connection point. This helps improve the durability of the connection between the front crossbeam 1 and the longitudinal beam 2, thereby enhancing the overall strength and toughness of the rear subframe structure, as well as its adaptability to deformation and fatigue resistance. At the same time, the notch design can also ensure that the rear subframe has high structural strength while achieving lightweight design of the rear subframe, which helps reduce the overall vehicle weight and improve the vehicle's range.

[0038] In some implementations, reference Figures 1 to 5As shown, the rear subframe may also include a rear crossbeam 4 connected to the longitudinal beam 2. The longitudinal beam 2 includes an extension 210 located on the side of the rear crossbeam 4 away from the front crossbeam 1. A first hanging structure 5 is provided on the extension 210. With this arrangement, the first hanging structure 5 can provide a physical support point for, for example, the electrophoresis process of the rear subframe, so that the rear subframe can be easily operated when entering or leaving the electrophoresis tank, which helps to improve production efficiency and reduce the operating difficulty for on-site operators.

[0039] It should be noted that, before the electrophoresis process of, for example, the rear subframe begins, the operator usually needs to suspend the rear subframe on, for example, the electrophoresis equipment (not shown) using the first suspension structure 5 mentioned above. Specifically, the rear subframe is arranged vertically, that is, the rear crossbeam 4 of the rear subframe is positioned above the front crossbeam 1 in the vertical direction. In this way, by sending the rear subframe vertically into, for example, the electrophoresis tank, the front crossbeam 1 of the rear subframe enters the electrophoresis tank first, followed by the longitudinal beam 2 and the rear crossbeam 4, thus realizing the electrophoresis process of the rear subframe.

[0040] After the electrophoresis process of the rear subframe is completed, when the rear subframe is removed vertically from, for example, the electrophoresis tank, in order to facilitate the drainage of liquid (e.g., electrophoresis solution) from, for example, the longitudinal beam 2, in some embodiments, refer to Figure 4 As shown, the first notch structure 3 may include a first drain hole 310, and the first drain hole 310 is connected to the cavity structure inside the longitudinal beam 2. With this arrangement, since the first drain hole 310 is set at the connection between the front crossbeam 1 and the longitudinal beam 2, that is, it can be understood that since the connection position between the front crossbeam 1 and the longitudinal beam 2 is at the low position of the longitudinal beam 2 when, for example, the rear subframe is taken out of the electrophoresis tank in the vertical direction, it is convenient to achieve the purpose of draining the liquid (e.g., electrophoresis liquid) in the longitudinal beam 2 through the first drain hole 310 when the rear subframe is taken out of the electrophoresis tank in the vertical direction, for example, reducing the possibility of liquid residue.

[0041] Alternatively, in some implementations, reference is made to Figure 4 As shown, along the front-rear direction of the vehicle, the first drain hole 310 can be set at the position furthest from the first suspension structure 5 at the connection between the longitudinal beam 2 and the front crossbeam 1. This arrangement ensures that when, for example, the rear subframe is removed vertically from the electrophoresis tank, the first drain hole 310 is located at the lowest position of the longitudinal beam 2, so as to drain the liquid (e.g., electrophoresis liquid) in the longitudinal beam 2 through the first drain hole 310, thereby reducing the possibility of liquid residue.

[0042] It should be noted that during the electrophoresis process of the rear subframe, when the rear subframe is fed into or removed from the electrophoresis tank in the vertical direction, the vertical direction is parallel to the front-rear direction of the vehicle (the front-rear direction of the rear subframe).

[0043] Furthermore, this disclosure does not specifically limit the number, diameter, or shape of the first drainage holes 310. The purpose is to facilitate the drainage of liquid (e.g., electrophoretic liquid) from the longitudinal beam 2 when the rear subframe is removed vertically from, for example, the electrophoresis tank after the electrophoresis process of the rear subframe is completed, while ensuring that the structural strength, rigidity, and welding process of the rear subframe are not adversely affected. Those skilled in the art can design it adaptively according to actual application requirements.

[0044] In order to improve the structural strength of the first suspension structure 5, in some embodiments, reference is made to Figure 4 As shown, the first suspension structure 5 may include a first reinforcing structure 510 and a first positioning hole 520 provided on the first reinforcing structure 510. For example, the first reinforcing structure 510 may be constructed as a reinforcing rib, and the reinforcing rib is provided with the first positioning hole 520 to improve the structural strength of the first suspension structure 5. Furthermore, since there are two longitudinal beams 2, the cooperation of the first positioning holes 520 on the two longitudinal beams 2 allows the rear subframe to be stably suspended on, for example, an electrophoresis device (not shown) via the two first suspension structures 5, ensuring that the rear subframe remains stable during the electrophoresis process, reducing the possibility of displacement or tilting of the rear subframe, and achieving high reliability.

[0045] in, Figure 1 An exemplary illustration shows the front crossbeam 1 and the rear crossbeam 4 connected between two longitudinal beams 2 to form, for example, a four-sided enclosed frame structure, ensuring high structural strength of the rear subframe and contributing to improved vehicle handling performance. Furthermore, it should be noted that this disclosure does not specifically limit the structure of the aforementioned electrophoresis equipment; those skilled in the art can adapt it to meet actual application requirements.

[0046] In some implementations, reference Figure 4 As shown, a positioning structure 11 can be provided on the front crossbeam 1. The positioning structure 11 includes a second reinforcing structure 1110 and a second positioning hole 1120 provided on the second reinforcing structure 1110. For example, the second reinforcing structure 1110 can be constructed as a reinforcing rib, and the reinforcing rib is provided with a second positioning hole 1120 to ensure that the positioning structure 11 has high structural strength.

[0047] Additionally, it should be noted that the first positioning hole 520 and the second positioning hole 1120, as described above, enable clamping and positioning of the rear subframe throughout the entire welding process, ensuring high reliability. Furthermore, as... Figure 4 As shown, the first suspension structure 5 on the extension section 210 can be arranged in two. In the vehicle height direction, the two first suspension structures 5 are respectively arranged on the upper and lower surfaces of the extension section 210, and the first positioning holes 520 of the two first suspension structures 5 are connected to the cavity structure inside the longitudinal beam 2, so that the two first positioning holes 520 are connected. In addition, the positioning structure 11 on the front crossbeam 1 can also be arranged in two. In the vehicle height direction, the two positioning structures 11 are respectively arranged on the upper and lower surfaces of the front crossbeam 1, and the second positioning holes 1120 of the two positioning structures 11 are connected to the cavity structure inside the front crossbeam 1, so that the two second positioning holes 1120 are connected. This arrangement is so that, for example, in the process of rear suspension assembly, suspension module hoisting, and chassis and body-in-white assembly, the first positioning holes 520 and the second positioning holes 1120 can be used to achieve support and positioning, which facilitates on-site assembly operations.

[0048] In this disclosure, the specific arrangement, number, diameter, and specific outline of the first positioning hole 520 and the second positioning hole 1120 are not specifically limited. Those skilled in the art can design them adaptively according to actual application needs.

[0049] Additionally, in some implementations, references Figures 1 to 5 As shown, both ends of the front crossbeam 1 can be connected to a first sleeve 6. A second notch structure 7 is provided at the connection between the front crossbeam 1 and the first sleeve 6. In this way, after the first sleeve 6 and the front crossbeam 1 are fixedly connected by means of welding, the second notch structure 7 can reduce the rigidity at the connection between the first sleeve 6 and the front crossbeam 1. The notch allows for a certain degree of deformation, which can disperse stress and reduce the risk of excessive stress concentration at the connection position. This helps to improve the durability of the connection between the first sleeve 6 and the front crossbeam 1, thereby enhancing the overall strength and toughness of the rear subframe structure, as well as its adaptability to deformation and fatigue resistance.

[0050] In some embodiments, to facilitate electrophoresis processes such as those on the rear subframe, reference is made to... Figure 4 and Figure 5As shown, the second notch structure 7 may include a second drain hole 710 and / or a first vent hole 720. The second drain hole 710 may be connected to the cavity structure inside the front crossbeam 1, and the first vent hole 720 may also be connected to the cavity structure inside the front crossbeam 1. This arrangement facilitates the discharge of gas inside the front crossbeam 1 through the first vent hole 720 when the rear subframe is vertically fed into, for example, an electrophoresis tank. When the rear subframe is vertically removed from, for example, the electrophoresis tank, the liquid (e.g., electrophoresis liquid) inside, for example, the front crossbeam 1 may be discharged through the second drain hole 710, so as to facilitate the electrophoresis process of, for example, the rear subframe.

[0051] Alternatively, in some implementations, reference is made to Figure 5 As shown, along the longitudinal direction of the vehicle, the second drain hole 710 can be located at the position furthest from the first suspension structure 5 at the connection between the front crossbeam 1 and the first sleeve 6. This arrangement allows for the drainage of liquid (e.g., electrophoretic fluid) from the front crossbeam 1 through the second drain hole 710 when, for example, the rear subframe is removed vertically from the electrophoresis tank, reducing the possibility of liquid residue. This disclosure is not limited thereto.

[0052] And, as Figure 5 As shown, since the two ends connecting the front crossbeam 1 and the first sleeve 6 are bent and arranged in the longitudinal direction of the vehicle toward the side away from the rear crossbeam 4, by setting the second drain hole 710 at the position furthest from the first suspension structure 5 at the connection between the front crossbeam 1 and the first sleeve 6, it is possible to ensure that the second drain hole 710 is located at the lowest position of the front crossbeam 1 when, for example, the rear subframe is removed vertically from the electrophoresis tank, so as to achieve the purpose of draining liquid (e.g., electrophoresis liquid) in the front crossbeam 1 through the second drain hole 710, thereby reducing the possibility of liquid residue.

[0053] Additionally, in some implementations, references Figure 4 As shown, along the longitudinal direction of the vehicle, the first exhaust port 720 can be located at the position closest to the first suspension structure 5 at the connection between the front crossbeam 1 and the first sleeve 6. This arrangement allows gas inside the front crossbeam 1 to be discharged through the first exhaust port 720 when, for example, the rear subframe is vertically fed into, for example, an electrophoresis tank. This helps improve the uniformity and quality of the electrophoretic coating and enhances the durability and structural reliability of the rear subframe. This disclosure is not limited thereto.

[0054] Alternatively, in some implementations, reference is made to Figure 4As shown, a second exhaust port 8 can also be provided on the front crossbeam 1, and the second exhaust port 8 is connected to the cavity structure inside the front crossbeam 1. The second exhaust port 8 is located at the position where the distance between the front crossbeam 1 and the first suspension structure 5 in the longitudinal direction of the vehicle is the smallest. This arrangement ensures that when, for example, the rear subframe is sent vertically into, for example, the electrophoresis tank, the second exhaust port 8 is located at the highest position of the front crossbeam 1, so as to achieve the purpose of venting the gas in, for example, the front crossbeam 1 through the second exhaust port 8. This helps to improve the uniformity and quality of the electrophoretic coating and improve the durability and structural reliability of the rear subframe.

[0055] Furthermore, in some implementations, references Figures 1 to 5 As shown, the end of the extension section 210 away from the rear crossbeam 4 can be connected to a second sleeve 9. A third notch structure 10 is provided at the connection between the extension section 210 and the second sleeve 9. In this way, after the second sleeve 9 and the longitudinal beam 2 are fixedly connected by, for example by welding, the setting of the third notch structure 10 can reduce the rigidity of the connection between the second sleeve 9 and the longitudinal beam 2, and allow a certain amount of deformation at the notch, which can disperse stress and reduce the risk of excessive stress concentration at the connection position. This helps to improve the durability of the connection between the second sleeve 9 and the longitudinal beam 2, and achieves the purpose of enhancing the strength and toughness of the overall structure of the rear subframe, as well as its adaptability to deformation and fatigue resistance.

[0056] In some embodiments, to facilitate electrophoresis processes such as those on the rear subframe, reference is made to... Figure 4 and Figure 5 As shown, the third notch structure 10 may include a third vent 1010, and the third vent 1010 may be connected to the cavity structure inside the longitudinal beam 2. This arrangement facilitates the discharge of gas inside the longitudinal beam 2 through the third vent 1010 when the rear subframe is sent vertically into, for example, an electrophoresis tank, so as to facilitate the electrophoresis process of, for example, the rear subframe.

[0057] Alternatively, in some implementations, reference is made to Figure 4 and Figure 5 As shown, along the longitudinal direction of the vehicle, the third exhaust port 1010 can be located at the position furthest from the first suspension structure 5 at the connection between the extension section 210 and the second sleeve 9. This arrangement ensures that when, for example, the rear subframe is vertically fed into, for example, an electrophoresis tank, the third exhaust port 1010 is located at the highest position of the longitudinal beam 2, thereby venting gas from, for example, the longitudinal beam 2 through the third exhaust port 1010. This helps improve the uniformity and quality of the electrophoretic coating and enhances the durability and structural reliability of the rear subframe. This disclosure is not limited thereto.

[0058] For example, it is understood that in some implementations, references Figure 4 and Figure 5 As shown, along the longitudinal direction of the vehicle, the third exhaust port 1010 can also be provided at the connection point between the extension section 210 and the second sleeve 9, at the position closest to the first suspension structure 5. With this arrangement, the gas inside the longitudinal beam 2 can be quickly discharged through multiple third exhaust ports 1010. This disclosure is not limited thereto.

[0059] In addition, it should be noted that this disclosure does not specifically limit the number, diameter, or specific outline of the second drain hole 710, the first vent hole 720, the second vent hole 8, and the third vent hole 1010. The purpose is to facilitate the electrophoretic process of, for example, the rear subframe, to ensure that the electrophoretic coating has high uniformity and quality, while also ensuring that it does not adversely affect the structural strength, rigidity, and welding process of the rear subframe. Those skilled in the art can design it adaptively according to actual application requirements.

[0060] Furthermore, this disclosure does not specifically limit the specific structure of the first sleeve 6 and the second sleeve 9. Those skilled in the art can adapt the design according to actual application needs. The purpose is to achieve a stable connection between the rear subframe and the vehicle body (not shown) through the vehicle body bushing 21 by pressing the first sleeve 6 and the second sleeve 9 onto the first sleeve 6 and the second sleeve 9. For example, both the first sleeve 6 and the second sleeve 9 can be constructed as coiled tube structures, and the connection of the coiled tube structure can be, for example, serrated engagement. At the same time, the serrated engagement is located inside the front crossbeam 1 or the longitudinal beam 2, ensuring that the performance of the first sleeve 6 and the second sleeve 9 is not affected, while also reducing the manufacturing cost of the rear subframe. This disclosure is not limited to this.

[0061] In some implementations, reference Figure 3 and Figure 4 As shown, in the height direction of the vehicle, the front crossbeam 1 may have a first bottom point, and the longitudinal beam 2 may have a second bottom point. At least one of the first bottom point and the second bottom point is provided with a drainage structure 12, wherein the drainage structure 12 includes a third drainage hole 1210. This arrangement ensures that, for example, during the vehicle's operation, the third drainage hole 1210 is located at the lowest point of the front crossbeam 1 or the longitudinal beam 2, so as to drain the liquid that enters the front crossbeam 1 and the longitudinal beam 2 during the vehicle's operation through the third drainage hole 1210. This reduces the possibility of abnormal noise or corrosion caused by liquid accumulation inside the front crossbeam 1 and the longitudinal beam 2, and helps to improve the vehicle's driving safety and reliability.

[0062] In addition, in order to improve the structural strength of the third drainage hole 1210, in some embodiments, reference is made to Figure 3 and Figure 4As shown, the drainage structure 12 may also include a third reinforcing structure 1220 arranged around the third drainage hole 1210. For example, the third reinforcing structure 1220 may be constructed as a reinforcing rib, and the third drainage hole 1210 is provided on the reinforcing rib to improve the structural strength of the third drainage hole 1210. This arrangement allows for clamping and positioning, for example, during the entire welding process of the rear subframe, through the third drainage hole 1210, thus fulfilling the multi-functional design requirements of the third drainage hole 1210, providing high flexibility and simplifying the component structure.

[0063] Considering the need to ensure high structural strength of the front crossbeam 1 and longitudinal beam 2, in some embodiments, at least one of the front crossbeam 1 and longitudinal beam 2 can be a hydraulic pipe. For example, the aforementioned hydraulic pipe can be manufactured using existing hydroforming technology. This arrangement, due to the good flexibility of hydraulic pipes, allows them to be bent into various shapes to adapt to different installation positions and space requirements, resulting in high applicability. Furthermore, hydraulic pipes can effectively absorb vibration and noise, easily isolating vibrations and noise from components such as the suspension, thus improving the overall NVH performance of the vehicle. Additionally, hydraulic pipes reduce some sheet metal welding structures, lowering the possibility of corrosion problems caused by weld defects, ensuring good corrosion resistance of the hydraulic pipes, and contributing to improved corrosion resistance and durability of the overall rear subframe structure. This disclosure is not limited thereto.

[0064] In some implementations, reference Figures 1 to 3 As shown, the rear subframe may also include a first mounting bracket 13, which is adapted to connect the upper control arm (not shown). The first mounting bracket 13 is connected to the longitudinal beam 2 and the front crossbeam 1 respectively. For example, the first mounting bracket 13 can be welded to the connection between the longitudinal beam 2 and the front crossbeam 1. This arrangement can provide more stable support for the inner end mounting point of the upper control arm, which helps to improve the static stiffness, strength and durability of the inner end mounting point of the upper control arm. Furthermore, the connection of the first mounting bracket 13 to the longitudinal beam 2 and the front crossbeam 1 can also enhance the connection reliability between the longitudinal beam 2 and the front crossbeam 1. At the same time, it can make the path for the rear subframe to transmit the lateral force of the upper control arm more simple and efficient, and can reduce the thickness of the materials selected for the longitudinal beam 2 and the front crossbeam 1, thereby achieving a weight reduction effect. The lightweight design of the rear subframe helps to reduce the overall vehicle weight and improve the vehicle's range.

[0065] The first mounting bracket 13 can be constructed as a one-piece molded structural component, for example, such as... Figure 1 and Figure 2As shown, the first mounting bracket 13 may have a first plate portion 1310, a second plate portion 1320, and a third plate portion 1330. The first plate portion 1310 is connected to the front crossbeam 1, the second plate portion 1320 is connected to the longitudinal beam 2, and the third plate portion 1330 is connected to the front crossbeam 1 and between the first plate portion 1310 and the second plate portion 1320, together forming a first cavity 1340. This ensures that the first mounting bracket 13 has high structural strength and improves its resistance to deformation, which helps to improve the static stiffness, strength, and durability of the inner end mounting point of the upper control arm. Furthermore, by constructing the first mounting bracket 13 as an integrally formed structural component, the number of parts requiring welding can be reduced, the welding process can be simplified, and the possibility of problems such as missing parts, missing welds, and welding deformation during assembly welding can be reduced. It can also solve the problem of low development efficiency and high overall cost caused by long matching cycles of welded parts and repeated mold adjustments, which helps to improve production efficiency. At the same time, it can improve the overall structural strength and reliability of the rear subframe.

[0066] In addition, such as Figure 1 and Figure 2 As shown, each of the first plate portion 1310 and the second plate portion 1320 may have a mounting hole structure, so as to stably install the upper control arm between the first plate portion 1310 and the second plate portion 1320 by means of fasteners such as bolts. The structure is simple and easy to install and operate.

[0067] Furthermore, in some implementations, references Figures 1 to 3 As shown, the rear subframe may also include a second mounting bracket 14, which is adapted to be connected to the toe control arm (not shown). The second mounting bracket 14 is connected to the longitudinal beam 2 and the front crossbeam 1 respectively. For example, the second mounting bracket 14 can be welded to the connection between the longitudinal beam 2 and the front crossbeam 1. This arrangement can provide more stable support for the inner end mounting point of the toe control arm, which helps to improve the static stiffness, strength and durability of the inner end mounting point of the toe control arm. Furthermore, the connection of the second mounting bracket 14 to the longitudinal beam 2 and the front crossbeam 1 can also enhance the connection reliability between the longitudinal beam 2 and the front crossbeam 1. At the same time, it can make the path for the rear subframe to transmit the lateral force of the toe control arm more simple and efficient, and can reduce the thickness of the materials selected for the longitudinal beam 2 and the front crossbeam 1, thereby reducing weight. The lightweight design of the rear subframe helps to reduce the overall vehicle weight and improve the vehicle's range.

[0068] The second mounting bracket 14 can be constructed as a one-piece molded structural component, for example, such as... Figure 1 and Figure 3As shown, the second mounting bracket 14 may have a fourth plate portion 1410, a fifth plate portion 1420, and a sixth plate portion 1430. The fourth plate portion 1410 is connected to the front crossbeam 1, the fifth plate portion 1420 is connected to the longitudinal beam 2 and the front crossbeam 1, and the sixth plate portion 1430 is connected to the front crossbeam 1 and is connected between the fourth plate portion 1410 and the fifth plate portion 1420 to jointly form a second cavity 1440. This ensures that the second mounting bracket 14 has high structural strength and improves the deformation resistance of the second mounting bracket 14, which helps to improve the static stiffness, strength, and durability of the inner end mounting point of the toe control arm. Furthermore, by constructing the second mounting bracket 14 as an integrally formed structural component, the number of parts that need to be welded can be reduced, the welding process can be simplified, and the possibility of problems such as missing parts, missing welds, and welding deformation during the assembly welding process can be reduced. It can also solve the problem of low development efficiency and high overall cost caused by long matching cycles of welded parts and repeated mold adjustments. This helps to improve production efficiency and improve the overall structural strength and reliability of the rear subframe.

[0069] In addition, such as Figure 1 and Figure 3 As shown, a mounting hole structure can be provided on the fourth plate portion 1410 and the fifth plate portion 1420 respectively, so as to stably install the toe control arm between the fourth plate portion 1410 and the fifth plate portion 1420 by fasteners such as bolts. The structure is simple and easy to install.

[0070] It should be noted that, in order to facilitate the installation of the upper control arm and the toe control arm, the aforementioned mounting hole structure can be correspondingly set on the outside of, for example, the first cavity 1340 of the first mounting bracket 13, and the aforementioned mounting hole structure can be correspondingly set on the outside of, for example, the second cavity 1440 of the second mounting bracket 14, so as to facilitate the installation of the upper control arm and the toe control arm.

[0071] In addition, in the height direction of the vehicle, the second mounting bracket 14 is located below the first mounting bracket 13, and the second mounting bracket 14 is staggered from the first mounting bracket 13, resulting in a more compact structure that helps save space.

[0072] In addition, in some embodiments, in order to facilitate welding the first mounting bracket 13 and the second mounting bracket 14 to the connection between the longitudinal beam 2 and the front crossbeam 1, the first mounting bracket 13 and the second mounting bracket 14 may be provided with a third positioning hole 22 to facilitate clamping and positioning of the first mounting bracket 13 and the second mounting bracket 14 to the connection between the longitudinal beam 2 and the front crossbeam 1 during the welding process.

[0073] It should be noted that this disclosure does not specifically limit the specific structure of the first mounting bracket 13 and the second mounting bracket 14, and those skilled in the art can design them adaptively according to actual application needs.

[0074] In some implementations, reference Figures 1 to 5 As shown, the rear crossbeam 4 can be welded to the longitudinal beam 2, and in the height direction of the vehicle, the lower surface of the rear crossbeam 4 can be recessed upward to form a mounting groove 430. The mounting groove 430 is a U-shaped groove with a downward opening. The U-shaped groove is used to connect the inner end of the lower control arm (not shown) so that the inner end of the lower control arm is located in the U-shaped groove. With this arrangement, the inner end of the lower control arm is directly assembled through the rear crossbeam 4, which not only reduces the number of parts to be welded, but also improves production efficiency. At the same time, when the lower control arm is subjected to lateral force, it can be directly transmitted and decomposed by the rear crossbeam 4, and the load distribution is more reasonable. The static stiffness, strength and durability of the mounting point of the lower control arm are better.

[0075] For example, such as Figures 1 to 5 As shown, the rear crossbeam 4 may include a front plate 410 and a rear plate 420 connected along the front-rear direction of the vehicle. The front plate 410 and the rear plate 420 are connected to form the aforementioned mounting groove 430. The front plate 410 and the rear plate 420 are respectively formed with mounting holes to connect the lower control arm to the rear crossbeam 4 using fasteners such as bolts, which ensures high reliability.

[0076] Among them, such as Figure 2 As shown, a fourth notch structure 15 can be provided at the connection between the front plate 410 and the rear plate 420 of the rear crossbeam. The local deformation at the notch structure achieves stress transfer, thereby improving the fatigue strength of the rear crossbeam 4 without increasing weight or production costs, and thus improving the vehicle's driving safety and reliability. This disclosure does not specifically limit the number, aperture size, or specific outline of the fourth notch structure 15; those skilled in the art can design it adaptively according to actual application requirements.

[0077] In addition, such as Figure 3 As shown, the lower surface of the rear crossbeam 4 is recessed upwards in the portion between the two mounting slots 430 to form an arc-shaped structure 440, which can allow for installation clearance of, for example, an exhaust pipe (not shown), increasing design space.

[0078] In addition, such as Figure 3 As shown, a U-shaped shim 450 can also be provided on the outer side of the front plate 410 and the rear plate 420 of the rear crossbeam. The U-shaped shim 450 is arranged near the mounting hole of the lower control arm so that the mounting position of the lower control arm can be adjusted in conjunction with the eccentric bolt structure (not shown), thereby adjusting the rear suspension four-wheel parameters and ensuring that the whole vehicle has good handling and ride comfort.

[0079] Considering that in order to ensure that the rear crossbeam 4 has high structural strength, such as Figure 3 As shown, a fourth reinforcing structure 16 can be provided on the rear crossbeam 4. The fourth reinforcing structure 16 is connected to the front plate 410 and the rear plate 420 of the rear crossbeam. For example, the fourth reinforcing structure 16 can be provided on the mounting groove 430 and the arc-shaped structure 440 mentioned above, so as to improve the overall structural strength of the rear crossbeam 4 and improve its reliability. In this disclosure, the specific structure of the fourth reinforcing structure 16 is not specifically limited. For example, it can be a reinforcing rib, etc., and those skilled in the art can design it adaptively according to actual application requirements.

[0080] In addition, such as Figure 5 As shown, a fifth notch structure 20 can be provided at the connection between the rear crossbeam 4 and the longitudinal beam 2. This reduces the rigidity of the connection and allows for some deformation, thus dispersing stress and reducing the risk of excessive stress concentration at the connection point. This helps improve the durability of the connection between the rear crossbeam 4 and the longitudinal beam 2, thereby enhancing the overall strength and toughness of the rear subframe structure, as well as its adaptability to deformation and fatigue resistance. The specific structure of the fifth notch structure 20 is not specifically limited in this disclosure, as long as it does not adversely affect the structural strength, rigidity, and welding process of the rear subframe. Those skilled in the art can design it adaptively according to actual application requirements.

[0081] In some implementations, reference Figure 3 As shown, the rear subframe may also include an exhaust hook 17. In the height direction of the vehicle, the exhaust hook 17 is located below and connected to the front crossbeam 1. For example, the exhaust hook 17 can be welded to the front crossbeam 1, and the exhaust hook 17 can be made of two hollow tubes welded together and overlapped with the front crossbeam 1. With this arrangement, the dynamic stiffness and modal characteristics of the exhaust hook 17 can be improved through the hollow tube structure, so as to stably connect the exhaust pipe to the exhaust hook 17 and meet the performance requirements of the exhaust pipe.

[0082] Additionally, in some implementations, references Figure 3 As shown, the rear subframe may also include a skid plate bracket 18. In the longitudinal direction of the vehicle, the skid plate bracket 18 is located on the front side of the rear crossbeam 4 and connected to the rear crossbeam 4. For example, the skid plate bracket 18 is welded to the rear crossbeam 4. The skid plate bracket 18 is used to connect the skid plate (not shown). The skid plate bracket 18 may have, for example, a U-shaped structure, providing high strength and good support, ensuring the vehicle does not fail when wading through water. Furthermore, the installation of the skid plate improves chassis flatness, thereby increasing the vehicle's range.

[0083] Furthermore, in some implementations, references Figure 4 and Figure 5As shown, at least one of the front crossbeam 1 and the longitudinal beam 2 may be provided with a wire harness mounting structure 19. For example, the wire harness mounting structure 19 may include wire harness mounting holes to meet the installation and fixing requirements of, for example, height sensor wire harnesses.

[0084] Additionally, in some implementations, references Figure 1 As shown, a stabilizer bar bracket 23 can be welded to the rear side of the rear crossbeam 4 in the longitudinal direction of the vehicle. This stabilizer bar bracket 23 can be designed in a U-shape, and the sheet metal on both sides of the U-shaped stabilizer bar bracket 23 can be welded simultaneously to the rear side of the rear crossbeam 4, ensuring that the stabilizer bar bracket 23 has high structural strength and resistance to deformation, thereby improving the static stiffness, strength, and durability of the stabilizer bar mounting point. Furthermore, the stabilizer bar bracket 23 can be provided with two mounting holes, with nuts welded to the inside, allowing the rear stabilizer bar (not shown) to be stably connected to the stabilizer bar bracket 23 via bolts. This design is simple and easy to install. This disclosure is not limited to this.

[0085] According to a second aspect of this disclosure, a vehicle is provided that includes the rear subframe provided in the first aspect. Furthermore, the vehicle also possesses all the beneficial effects of the rear subframe provided in the first aspect, which will not be elaborated further herein.

[0086] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0087] It should also be noted that the various specific technical features described in the above embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0088] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A rear subframe, characterized in that, include: Front crossbeam; and The longitudinal beam is connected to the aforementioned front crossbeam; The connection between the front crossbeam and the longitudinal beam is provided with a first notch structure.

2. The rear subframe according to claim 1, characterized in that, The rear subframe also includes a rear crossbeam connected to the longitudinal beam. The longitudinal beam includes an extension section located on the side of the rear crossbeam opposite to the front crossbeam. A first suspension structure is provided on the extension section. The first notch structure includes a first drain hole.

3. The rear subframe according to claim 2, characterized in that, Along the longitudinal direction of the vehicle, the first drain hole is located at the position furthest from the first suspension structure at the connection between the longitudinal beam and the front crossbeam.

4. The rear subframe according to claim 2, characterized in that, Both ends of the front crossbeam are connected to a first sleeve, and a second notch structure is provided at the connection between the front crossbeam and the first sleeve.

5. The rear subframe according to claim 4, characterized in that, The second notch structure includes a second drain hole and / or a first vent hole.

6. The rear subframe according to claim 5, characterized in that, Along the longitudinal direction of the vehicle, the second drain hole is located at the position furthest from the first suspension structure at the connection between the front crossbeam and the first sleeve; and / or, Along the longitudinal direction of the vehicle, the first exhaust port is located at the position closest to the first suspension structure at the connection between the front crossbeam and the first sleeve.

7. The rear subframe according to claim 2, characterized in that, A second exhaust port is provided on the front crossbeam, and the second exhaust port is located at the position where the distance between the front crossbeam and the first suspension structure in the longitudinal direction of the vehicle is the smallest.

8. The rear subframe according to claim 2, characterized in that, The end of the extension section away from the rear crossbeam is connected to a second sleeve, and a third notch structure is provided at the connection between the extension section and the second sleeve.

9. The rear subframe according to claim 8, characterized in that, The third notch structure includes a third vent.

10. The rear subframe according to claim 2, characterized in that, The first hanging structure includes a first reinforcing structure and a first positioning hole disposed on the first reinforcing structure.

11. The rear subframe according to claim 10, characterized in that, The front crossbeam is provided with a positioning structure, which includes a second reinforcing structure and a second positioning hole provided on the second reinforcing structure.

12. The rear subframe according to claim 1, characterized in that, In the height direction of the vehicle, the front crossbeam has a first bottom point, the longitudinal beam has a second bottom point, and at least one of the first bottom point and the second bottom point is provided with a drainage structure, the drainage structure including a third drainage hole.

13. The rear subframe according to claim 12, characterized in that, The drainage structure also includes a third reinforcing structure arranged around the third drainage hole.

14. The rear subframe according to any one of claims 1-13, characterized in that, At least one of the front crossbeam and the longitudinal beam is a hydraulic pipe.

15. The rear subframe according to claim 1, characterized in that, The rear subframe further includes a first mounting bracket adapted to connect to an upper control arm. The first mounting bracket is connected to both the longitudinal beam and the front crossbeam, and is a one-piece molded structural component; and / or The rear subframe also includes a second mounting bracket, which is adapted to be connected to the toe control arm. The second mounting bracket is connected to the longitudinal beam and the front crossbeam respectively, and the second mounting bracket is constructed as an integrally formed structural component.

16. The rear subframe according to claim 15, characterized in that, The first mounting bracket has a first plate portion, a second plate portion, and a third plate portion. The first plate portion is connected to the front crossbeam, the second plate portion is connected to the longitudinal beam, and the third plate portion is connected to the front crossbeam and between the first plate portion and the second plate portion, together forming a first cavity; and / or, The second mounting bracket has a fourth plate, a fifth plate, and a sixth plate. The fourth plate is connected to the front crossbeam, the fifth plate is connected to the longitudinal beam and the front crossbeam, and the sixth plate is connected to the front crossbeam and between the fourth plate and the fifth plate, so as to jointly form a second cavity.

17. The rear subframe according to claim 2, characterized in that, The rear crossbeam includes a front plate and a rear plate of the rear crossbeam connected along the longitudinal direction of the vehicle. Wherein, a fourth notch structure is provided at the connection between the front plate of the rear crossbeam and the rear plate of the rear crossbeam; and / or, A fourth reinforcing structure is provided on the rear crossbeam, the fourth reinforcing structure being connected to the front plate and the rear plate of the rear crossbeam; and / or, A fifth notch structure is provided at the connection between the rear crossbeam and the longitudinal beam.

18. The rear subframe according to claim 1, characterized in that, The rear subframe also includes an exhaust hook, which, in the vehicle's height direction, is located below and connected to the front crossbeam; and / or, The rear subframe also includes an underbody protection bracket, which, in the longitudinal direction of the vehicle, is located on the front side of the rear crossbeam and connected to the rear crossbeam. The underbody protection bracket is used to connect the underbody protection plate; and / or, A wire harness mounting structure is provided on at least one of the front crossbeam and the longitudinal beam.

19. A vehicle, characterized in that, Includes the rear subframe as described in any one of claims 1-18.

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