Rear subframe and vehicle

Abstract

The utility model discloses a rear subframe and vehicle, rear subframe includes: frame front crossbeam, frame longitudinal beam, the front end of frame longitudinal beam is linked with frame front crossbeam, stabilizer bar support and lower control arm support, stabilizer bar support is connected in the downside of frame longitudinal beam, lower control arm support is connected in the below of frame front crossbeam, and the front end of stabilizer bar support is overlapped and is linked with lower control arm support. The rear subframe of the utility model, through setting up the front end of stabilizer bar support and lower control arm support overlap and link, can realize the mutual support of lower control arm support and stabilizer bar support, can make the structure of stabilizer bar support and lower control arm support each other strengthens, to promote respective structural strength and structural stability respectively, and then can promote the installation reliability of lower control arm and stabilizer bar respectively, thereby promotes whole car NVH performance and maneuverability.

Description

Technical Field

[0001] This utility model relates to the field of vehicle chassis technology, and in particular to a rear subframe and a vehicle having the rear subframe. Background Technology

[0002] In the automotive industry, the rear subframe is a crucial component of the chassis system. It bears loads, ensures the rigidity of the suspension system, isolates vibrations, filters noise, and guarantees vehicle handling and comfort. In most related technologies, the rear subframe includes lower control arm brackets and stabilizer bar brackets, which are connected to the subframe separately. This arrangement cannot guarantee the rigidity of the mounting positions of the lower control arm and stabilizer bar brackets, thus affecting the connection strength between the suspension system and the vehicle body. This results in poor overall vehicle handling and stability, indicating room for improvement. Utility Model Content

[0003] This utility model aims to solve at least one of the technical problems existing in the prior art. To this end, this utility model proposes a rear subframe that allows the lower control arm bracket and the stabilizer bar bracket to overlap and connect, enabling the structures of the stabilizer bar bracket and the lower control arm bracket to reinforce each other, thereby improving their respective structural strength and stability. This, in turn, improves the installation reliability of the lower control arm and the stabilizer bar, thereby enhancing the overall vehicle NVH performance and handling.

[0004] The rear subframe according to an embodiment of the present utility model includes: a front crossbeam of the frame; a longitudinal beam of the frame, the front end of which is connected to the front crossbeam of the frame; a stabilizer bar bracket and a lower control arm bracket, wherein the stabilizer bar bracket is connected to the lower side of the longitudinal beam of the frame, the lower control arm bracket is connected to the lower part of the front crossbeam of the frame, and the front end of the stabilizer bar bracket is overlapped with the lower control arm bracket.

[0005] According to the rear subframe of this utility model embodiment, by setting a stabilizer bar bracket connected to the lower side of the frame longitudinal beam and a lower control arm bracket connected to the lower side of the frame front crossbeam, both the lower control arm bracket and the stabilizer bar bracket can be set on the lower side of the rear subframe. This allows the lower control arm bracket and the stabilizer bar bracket to be integrated into the same side space of the rear subframe, with the front end of the stabilizer bar bracket overlapping and connecting with the lower control arm bracket. This enables the lower control arm bracket and the stabilizer bar bracket to support each other, strengthening their structures and improving their respective structural strength and stability. This, in turn, improves the installation reliability of the lower control arm and the stabilizer bar, thereby enhancing the overall vehicle NVH performance and handling. Furthermore, the fact that both the lower control arm bracket and the stabilizer bar bracket are set on the same side of the rear subframe reduces the distance between them, facilitating the overlapping connection between the lower control arm bracket and the stabilizer bar bracket.

[0006] According to some embodiments of the present invention, the rear subframe includes a first front side plate, a first middle plate, and a first rear side plate. The first middle plate is connected between the first front side plate and the first rear side plate and together defines an upwardly open first mounting groove. The first front side plate and the first rear side plate are respectively connected to the bottom of the front crossbeam of the frame, and the front end of the stabilizer bar bracket overlaps with the first rear side plate.

[0007] According to some embodiments of the present invention, the rear subframe includes an inner side plate, a second intermediate plate, and an outer side plate that are bent and connected together. The second intermediate plate is connected between the inner side plate and the outer side plate and together defines an upwardly open second mounting groove. The second intermediate plate is used to mount the stabilizer bar, and the front end of the second intermediate plate overlaps and connects with the first rear side plate.

[0008] According to some embodiments of the present invention, in the rear subframe, at least one of the front end of the inner side plate and the front end of the outer side plate is overlapped and connected to the first rear side plate.

[0009] According to some embodiments of the present invention, in the rear subframe, the first mounting groove accommodates at least a portion of the outer peripheral wall of the front crossbeam of the frame, and / or the second mounting groove accommodates at least a portion of the outer peripheral wall of the longitudinal beam of the frame.

[0010] According to some embodiments of the present invention, the rear subframe includes at least two connecting plate segments spaced apart in the front-rear direction, and at least one of the connecting plate segments located on the front side is connected to the first rear side plate.

[0011] According to some embodiments of the present invention, the rear subframe of the vehicle frame has at least one overlapping flange, and at least one of the overlapping flanges is attached to the rear side of the first rear side plate.

[0012] According to some embodiments of the present invention, the first mounting slot is configured to be open outwards, at least one of the first front side plate and the first rear side plate is provided with a first connecting portion, the first mounting slot is used to accommodate at least a portion of the lower control arm, and the first connecting portion is used to connect with the lower control arm.

[0013] According to some embodiments of the present utility model, the rear subframe has two longitudinal beams, and the two longitudinal beams are connected to the rear side of the front crossbeam of the frame at a distance. Each longitudinal beam and the front crossbeam of the frame are provided with a stabilizer bar bracket and a lower control arm bracket at the connection point.

[0014] Each of the frame longitudinal beams is also provided with an upper control arm bracket.

[0015] This utility model also proposes a vehicle.

[0016] The vehicle according to the present invention includes the rear subframe of any of the above embodiments.

[0017] The vehicle and the aforementioned rear subframe have the same advantages over the prior art, which will not be repeated here.

[0018] Additional aspects and advantages of this invention will be set forth in the description which follows, and will become apparent from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a schematic diagram of the rear subframe structure according to an embodiment of the present utility model. Figure 1 ;

[0021] Figure 2 This is a schematic diagram of the rear subframe structure according to an embodiment of the present utility model. Figure 2 ;

[0022] Figure 3 This is a partial schematic diagram of the rear subframe according to an embodiment of the present utility model;

[0023] Figure 4 This is a partial schematic diagram of the rear subframe according to an embodiment of the present utility model;

[0024] Figure 5 This is a partial schematic diagram of the rear subframe according to an embodiment of the present utility model.

[0025] Figure label:

[0026] Rear subframe 100,

[0027] Frame longitudinal beam 1, frame front crossbeam 2, frame rear crossbeam 3, stabilizer bar bracket 41, inner side plate 411, second intermediate plate 412, second connecting part 4121, outer side plate 413, connecting plate section 4131, second mounting groove 414, upper control arm bracket 43, third mounting groove 431, connecting hole 432, lower control arm bracket 44, first front side plate 441, first intermediate plate 442, first rear side plate 443, first connecting part 4431, first mounting groove 444, overlapping flange 445, connecting plate 446. Detailed Implementation

[0028] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0029] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0030] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0031] Unless otherwise specified, the front-back direction in this application refers to the longitudinal direction of the vehicle, i.e., the X direction; the left-right direction refers to the lateral direction of the vehicle, i.e., the Y direction; and the up-down direction refers to the vertical direction of the vehicle, i.e., the Z direction.

[0032] The following is for reference. Figures 1-5 According to the rear subframe 100 of this utility model embodiment, the lower control arm bracket 44 and the stabilizer bar bracket 41 can be connected by overlapping, so that the structures of the stabilizer bar bracket 41 and the lower control arm bracket 44 can be mutually reinforced to improve their respective structural strength and structural stability, thereby improving the installation reliability of the lower control arm and the stabilizer bar, and thus improving the NVH performance and handling of the whole vehicle.

[0033] like Figures 1-5 As shown, the rear subframe 100 according to one embodiment of the present invention includes: a front crossbeam 2, a longitudinal beam 1, a stabilizer bar bracket 41, and a lower control arm bracket 44.

[0034] The front end of the longitudinal beam 1 of the frame is connected to the front crossbeam 2 of the frame; the stabilizer bar bracket 41 is connected to the lower side of the longitudinal beam 1 of the frame, and the lower control arm bracket 44 is connected to the lower part of the front crossbeam 2 of the frame, and the front end of the stabilizer bar bracket 41 is connected to the lower control arm bracket 44 by overlapping.

[0035] Specifically, the rear subframe 100 is an important component of the vehicle chassis system, capable of bearing loads. Located in the rear chassis area of ​​the vehicle, the rear subframe 100 is directly connected to the rear suspension system (such as multi-link, torsion beam, etc.) and is fixed to the main body structure by bolts or welding. In this way, the rear subframe 100 can ensure the connection rigidity of the suspension system, as well as block vibration and filter noise, thus ensuring the vehicle's handling and comfort.

[0036] The rear subframe 100 includes a front crossbeam 2, which can be configured to extend in the left-right direction, thus enabling the transmission of lateral forces. The rear subframe 100 also includes a longitudinal beam 1, which can be configured to extend in the front-rear direction, thus enabling the transmission of longitudinal forces. In this way, the rear subframe 100 can achieve the transmission and dissipation of lateral and longitudinal forces.

[0037] Furthermore, the front ends of the longitudinal beams 1 are connected to the rear sides of the front crossbeams 2, thus the longitudinal beams 1 and the front crossbeams 2 support each other in the longitudinal direction, improving the structural stability of the longitudinal beams 1 and the front crossbeams 2, and consequently enhancing the overall strength and stability of the rear subframe 100. In this way, when the rear of the vehicle is subjected to a collision or a significant bump, the force acting on the rear subframe 100 can be transmitted along the front crossbeams 2 and the longitudinal beams 1, and the lateral and longitudinal forces can be switched and transmitted between the front crossbeams 2 and the longitudinal beams 1, further transmitting and dissipating the impact force.

[0038] It should be noted that the front end of the frame longitudinal beam 1 can be connected to the rear side of the frame front crossbeam 2 by welding, which can improve the strength of the connection between the frame longitudinal beam 1 and the frame front crossbeam 2, thereby improving the overall structural strength of the rear subframe 100.

[0039] The rear subframe 100 also includes a stabilizer bar bracket 41 and a lower control arm bracket 44. The stabilizer bar bracket 41 is connected to the lower side of the longitudinal beam 1 of the frame, and the lower control arm bracket 44 is connected to the lower side of the front crossbeam 2 of the frame.

[0040] Specifically, the stabilizer bar bracket 41 is used to install the stabilizer bar, and the lower control arm bracket 44 is used to install the lower control arm. The stabilizer bar bracket 41 is located on the lower side of the longitudinal beam 1 of the frame, allowing it to occupy the space below the longitudinal beam 1, thus placing the stabilizer bar below the longitudinal beam 1. The lower control arm bracket 44 is located on the lower side of the front crossbeam 2 of the frame, allowing it to occupy the space below the front crossbeam 2, thus placing the lower control arm below the front crossbeam 2. Since both the lower control arm bracket 44 and the stabilizer bar bracket 41 are located on the lower side of the rear subframe 100, they can be integrated into the same side of the rear subframe 100, resulting in a more rational and compact structural arrangement. Furthermore, the location of the stabilizer bar bracket 41 on the lower side of the rear subframe 100 prevents interference between the stabilizer bar and other structures on the upper side of the rear subframe 100.

[0041] And such as Figure 2 As shown, the front end of the stabilizer bar bracket 41 is connected to the lower control arm bracket 44 by overlapping joint. That is, the stabilizer bar bracket 41 and the lower control arm bracket 44 are connected, and the overlapping joint allows the lower control arm bracket 44 to support the front end of the stabilizer bar bracket 41. At the same time, the stabilizer bar bracket 41 supports the rear side of the lower control arm bracket 44. Thus, the lower control arm bracket 44 and the stabilizer bar bracket 41 support each other, which strengthens the structure of the stabilizer bar bracket 41 and the lower control arm bracket 44, thereby improving their respective structural strength and stability. This, in turn, improves the installation strength and reliability of the lower control arm and the stabilizer bar, thereby improving the overall vehicle NVH performance and handling, and enhancing product competitiveness.

[0042] In actual use, the force at the lower control arm can be transmitted to the lower part of the frame longitudinal beam 1 through the lower control arm bracket 44, and the force at the stabilizer bar can be transmitted to the lower part of the frame longitudinal beam 1 through the stabilizer bar bracket 41. Multiple forces can be transmitted and dispersed separately on the frame longitudinal beam 1 to realize the force transmission between the stabilizer bar, the lower control arm and the frame longitudinal beam 1, and then the force at the wheel can be transmitted to the rear subframe 100 to achieve vibration isolation and noise filtering.

[0043] The stabilizer bar bracket 41 can be welded to the lower side of the frame longitudinal beam 1. The welding connection can improve the connection strength between the stabilizer bar bracket 41 and the frame longitudinal beam 1, thereby improving the installation reliability of the stabilizer bar. The lower control arm bracket 44 can be welded to the lower side of the frame front crossbeam 2. The welding connection can improve the connection strength between the lower control arm bracket 44 and the frame front crossbeam 2, thereby improving the installation reliability of the lower control arm, so as to improve the vehicle's handling stability and reliability.

[0044] According to the rear subframe 100 of this utility model embodiment, by setting a stabilizer bar bracket 41 connected to the lower side of the frame longitudinal beam 1, and a lower control arm bracket 44 connected to the lower side of the frame front crossbeam 2, both the lower control arm bracket 44 and the stabilizer bar bracket 41 can be set on the lower side of the rear subframe 100, thus integrating the lower control arm bracket 44 and the stabilizer bar bracket 41 into the same side space of the rear subframe 100. Furthermore, the front end of the stabilizer bar bracket 41 overlaps and connects with the lower control arm bracket 44, thereby realizing the connection between the lower control arm bracket 44 and the stabilizer bar bracket 41. The mutual support between the stabilizer bar bracket 41 and the lower control arm bracket 44 strengthens each other, thereby improving their respective structural strength and stability. This, in turn, improves the installation reliability of the lower control arm and stabilizer bar, thus enhancing the overall NVH performance and handling. Furthermore, since both the lower control arm bracket 44 and the stabilizer bar bracket 41 are located on the same side of the rear subframe 100, the distance between them is reduced, facilitating the overlapping connection between the lower control arm bracket 44 and the stabilizer bar bracket 41. This results in a simpler, more convenient, and lower-cost structural design.

[0045] In some embodiments, the lower control arm bracket 44 includes a first front side plate 441, a first intermediate plate 442, and a first rear side plate 443. The first intermediate plate 442 is connected between the first front side plate 441 and the first rear side plate 443 and together defines an upwardly open first mounting groove 444. The first front side plate 441 and the first rear side plate 443 are respectively connected to the bottom of the front crossbeam 2 of the vehicle frame, and the front end of the stabilizer bar bracket 41 is overlapped with the first rear side plate 443.

[0046] Specifically, such as Figure 3 As shown, the first front side plate 441, the first middle plate 442, and the first rear side plate 443 are connected in sequence. The first front side plate 441 and the first rear side plate 443 are spaced apart along the longitudinal direction of the vehicle, which can form a certain gap space between the first front side plate 441 and the first rear side plate 443. The first middle plate 442 is connected between the first front side plate 441 and the first rear side plate 443, that is, the first front side plate 441 and the first rear side plate 443 can be bent and connected to the same side of the first middle plate 442. In this way, the first front side plate 441, the first middle plate 442, and the first rear side plate 443 form an upward-opening first mounting groove 444. The first mounting groove 444 is a cavity, which can form a force transmission channel to realize the transmission and absorption of force at the lower control arm bracket 44.

[0047] Furthermore, the tops of both the first front side plate 441 and the first rear side plate 443 are connected to the lower side of the front crossbeam 2 of the vehicle frame. By connecting the first front side plate 441 and the first rear side plate 443 to the front crossbeam 2 of the vehicle frame, the contact area between the lower control arm bracket 44 and the lower side of the front crossbeam 2 of the vehicle frame can be increased, thereby improving the connection strength and stability between the lower control arm bracket 44 and the front crossbeam 2 of the vehicle frame, and thus enhancing the installation reliability of the lower control arm. The first front side plate 441 and the first rear side plate 443 can both be welded to the lower side of the front crossbeam 2 of the vehicle frame, further enhancing the connection strength between the lower control arm bracket 44 and the front crossbeam 2 of the vehicle frame.

[0048] In addition, such as Figure 3 As shown, the lower control arm bracket 44 can also be connected to the frame longitudinal beam 1 via the first rear side plate 443. At least a portion of the first rear side plate 443 can be connected to the frame longitudinal beam 1, which means that the lower control arm bracket 44 can be connected to the front crossbeam 2 and the frame longitudinal beam 1 respectively, further improving the connection strength and reliability between the lower control arm bracket 44 and the rear subframe 100.

[0049] Furthermore, by connecting the front end of the stabilizer bar bracket 41 to the first rear side plate 443, the stabilizer bar bracket 41 can be connected to the lower control arm bracket 44. The front end of the stabilizer bar bracket 41 can be at least partially connected to the first rear side plate 443, increasing the contact area between them. This connection allows the front end of the stabilizer bar bracket 41 and the rear side of the first rear side plate 443 to support each other, thus strengthening the structures of the stabilizer bar bracket 41 and the lower control arm bracket 44, thereby improving the structural strength of both. The first rear side plate 443 is located on the rear side of the lower control arm bracket 44, bringing it closer to the stabilizer bar bracket 41 and facilitating the connection between the front end of the first rear side plate 443 and the stabilizer bar bracket 41.

[0050] The first front side plate 441, the first middle plate 442, and the first rear side plate 443 can all be constructed to bend and extend backward from the inside out. This increases the length of the first front side plate 441 and the first rear side plate 443, thereby increasing the connection length between the first front side plate 441 and the first rear side plate 443 and the front crossbeam 2 of the frame, and thus improving the connection strength between the lower control arm bracket 44 and the front crossbeam 2 of the frame. Furthermore, the first rear side plate 443 bends and extends backward from the inside out, allowing the rear area of ​​the first rear side plate 443 to extend to the longitudinal beam 1 of the frame, bringing the first rear side plate 443 closer to the stabilizer bar bracket 41, further improving the ease of front-end overlap between the first rear side plate 443 and the stabilizer bar bracket 41.

[0051] And such as Figure 4As shown, the first front side plate 441, the first middle plate 442, and the first rear side plate 443 can all be constructed to bend and extend backward from the inside out. This allows the first rear side plate 443 to pass through the connection between the front crossbeam 2 and the longitudinal beam 1 of the frame. A connecting plate 446 can be provided at the connection between the front crossbeam 2 and the longitudinal beam 1 of the frame, near the center line of the vehicle. The connecting plate 446 is connected to the rear side of the front crossbeam 2 and the inner side of the longitudinal beam 1 of the frame, which can strengthen the structure of the connection between the front crossbeam 2 and the longitudinal beam 1 of the frame. The lower side of the connecting plate 446 is connected to the first rear side plate 443. In this way, the connecting plate 446 can support the structure of the first rear side plate 443 at the connection between the front crossbeam 2 and the longitudinal beam 1 of the frame, thereby strengthening the structural strength of the first rear side plate 443.

[0052] In some embodiments, the stabilizer bar bracket 41 includes an inner side plate 411, a second intermediate plate 412, and an outer side plate 413 that are bent and connected together. The second intermediate plate 412 is connected between the inner side plate 411 and the outer side plate 413 and together defines an upwardly open second mounting groove 414. The second intermediate plate 412 is used to mount the stabilizer bar, and the front end of the second intermediate plate 412 overlaps and is connected to the first rear side plate 443.

[0053] Specifically, such as Figure 3 and Figure 4 As shown, the inner side plate 411, the second intermediate plate 412, and the outer side plate 413 are connected in sequence. The inner side plate 411 and the outer side plate 413 are spaced apart along the lateral direction of the vehicle, which can form a certain gap between the inner side plate 411 and the outer side plate 413. The second intermediate plate 412 is connected between the inner side plate 411 and the outer side plate 413, that is, the inner side plate 411 and the outer side plate 413 can be bent and connected to the same side of the second intermediate plate 412. In this way, the inner side plate 411, the second intermediate plate 412, and the outer side plate 413 can form an upward-opening second mounting groove 414. The second mounting groove 414 is a cavity, which can form a force transmission channel to realize the transmission and absorption of force at the stabilizer bar bracket 41.

[0054] Furthermore, the tops of both the inner side plate 411 and the outer side plate 413 are connected to the lower side of the frame longitudinal beam 1. By connecting the inner side plate 411 and the outer side plate 413 to the frame longitudinal beam 1, the contact area between the stabilizer bar bracket 41 and the lower side of the frame longitudinal beam 1 can be increased, thereby improving the connection strength and stability between the stabilizer bar bracket 41 and the frame longitudinal beam 1, and thus enhancing the installation reliability of the stabilizer bar. Both the inner side plate 411 and the outer side plate 413 can be welded to the lower side of the frame longitudinal beam 1, further enhancing the connection strength between the stabilizer bar bracket 41 and the frame longitudinal beam 1.

[0055] Meanwhile, the second intermediate plate 412 is used to install the stabilizer bar, such as Figure 4As shown, a second connecting part 4121 is provided in the second intermediate plate 412. The second connecting part 4121 is constructed as a connecting through hole, through which the stabilizer bar and the stabilizer bar bracket 41 can be connected. The connection method is simple, the connection is firm and reliable, and it is convenient for subsequent assembly and disassembly. In addition, the front end of the second intermediate plate 412 is overlapped with the first rear side plate 443. That is, the stabilizer bar bracket 41 and the lower control arm bracket 44 can be overlapped and connected through the second intermediate plate 412. The overlapped connection allows the front end of the second intermediate plate 412 and the rear side of the first rear side plate 443 to support each other, so that the structures of the stabilizer bar bracket 41 and the lower control arm bracket 44 can be mutually reinforced, thereby improving the structural strength of the stabilizer bar bracket 41 and the lower control arm bracket 44 respectively.

[0056] The inner side plate 411, the second intermediate plate 412, and the outer side plate 413 can all be configured to extend in the front-rear direction, which increases the length of the inner side plate 411 and the outer side plate 413, thereby increasing the connection length between the inner side plate 411 and the outer side plate 413 and the longitudinal beam 1 of the frame, and thus improving the connection strength between the stabilizer bar bracket 41 and the longitudinal beam 1 of the frame. Furthermore, the first rear side plate 443 is located at the rear, making the front side of the second intermediate plate 412 closer to the first rear side plate 443, improving the ease of front-end overlap between the first rear side plate 443 and the second intermediate plate 412.

[0057] In some embodiments, at least one of the front end of the inner side plate 411 and the front end of the outer side plate 413 is overlapped and connected to the first rear side plate 443.

[0058] In other words, the front end of the inner side plate 411 can be connected to the first rear side plate 443, or the front end of the outer side plate 413 can be connected to the first rear side plate 443, or the front ends of the inner side plate 411 and the outer side plate 413 can be connected to the first rear side plate 443 respectively. Through the above three settings, the lap joint between the stabilizer bracket 41 and the first rear side plate 443 can be achieved. The settings are diverse and can be flexibly selected.

[0059] Specifically, the inner and outer directions are along the vehicle's transverse direction, i.e., the Y-axis, with the inner direction being closer to the vehicle's centerline and the outer direction being farther from the vehicle's centerline. That is, the outer side panels 413 are distributed in the direction farther from the vehicle's centerline, while the inner side panels 411 are distributed in the direction closer to the vehicle's centerline. For example, Figure 3As shown, the front end of the outer side plate 413 overlaps and connects with the first rear side plate 443. That is, the outer side plate 413 allows the stabilizer bar bracket 41 and the lower control arm bracket 44 to overlap and connect. The overlap connection allows the front end of the outer side plate 413 and the rear side of the first rear side plate 443 to support each other, thereby achieving mutual reinforcement of the structure of the stabilizer bar bracket 41 and the lower control arm bracket 44. Furthermore, the front end of the second intermediate plate 412 also overlaps and connects with the first rear side plate 443. Through the cooperation of these two overlaps, the structural strength of the stabilizer bar bracket 41 and the lower control arm bracket 44 can be effectively improved.

[0060] In some embodiments, the first mounting slot 444 accommodates at least a portion of the outer peripheral wall of the front crossbeam 2 of the frame, and / or the second mounting slot 414 accommodates at least a portion of the outer peripheral wall of the longitudinal beam 1 of the frame.

[0061] Specifically, such as Figure 3 As shown, a first mounting groove 444 is formed in the lower control arm bracket 44. At least a portion of the structure of the front crossbeam 2 of the vehicle frame can be accommodated in the lower control arm bracket 44 through the first mounting groove 444. The lower control arm bracket 44 can be used to connect and fix the front crossbeam 2 of the vehicle frame at the end of the first mounting groove 444, which can improve the connection strength between the lower control arm bracket 44 and the front crossbeam 2 of the vehicle frame. The first mounting groove 444 also has a clearance function, which makes it easier for the lower control arm bracket 44 to avoid at least a portion of the structure of the front crossbeam 2 of the vehicle frame and facilitates the connection between the two.

[0062] Specifically, the top of the first mounting groove 444 has an open side, and in this embodiment, the front crossbeam 2 of the frame can be constructed as a hydraulic tube beam, that is, the front crossbeam 2 of the frame is a tubular structure with a circular cross section, which allows at least a portion of the outer peripheral wall of the front crossbeam 2 of the frame to extend from the open side into the first mounting groove 444, thereby improving the connection convenience between the lower control arm bracket 44 and the front crossbeam 2 of the frame.

[0063] And such as Figure 4 As shown, the second mounting groove 414 is formed in the stabilizer bar bracket 41. At least a portion of the structure of the frame longitudinal beam 1 can be accommodated in the stabilizer bar bracket 41 through the second mounting groove 414. The frame longitudinal beam 1 can be connected and fixed at the end of the second mounting groove 414 through the stabilizer bar bracket 41, which can improve the connection strength between the stabilizer bar bracket 41 and the frame longitudinal beam 1. The second mounting groove 414 has a clearance function, which makes it easy for the stabilizer bar bracket 41 to avoid at least a portion of the structure of the frame longitudinal beam 1 and facilitates the connection between the two.

[0064] Specifically, the top of the second mounting groove 414 has an open side, and in this embodiment, the frame longitudinal beam 1 can be constructed as a hydraulic tube beam, that is, the frame longitudinal beam 1 is a tubular structure with a circular cross section, which allows at least a portion of the outer peripheral wall of the frame longitudinal beam 1 to extend from the open side into the second mounting groove 414, thereby improving the connection convenience between the stabilizer bar bracket 41 and the frame longitudinal beam 1.

[0065] In some embodiments, the outer side plate 413 includes at least two connecting plate segments 4131 spaced apart in the front-rear direction, specifically, such as Figure 3 As shown, the outer side plate 413 extends in the front-rear direction and includes at least two connecting plate segments 4131. The at least two connecting plate segments 4131 are spaced apart in the front-rear direction, allowing each of the at least two spaced connecting plate segments 4131 to be independent, facilitating the connection of different connecting plate segments 4131 to the frame longitudinal beam 1 or the lower control arm bracket 44. The connecting plate segments 4131 can be two, three, four, etc.

[0066] Among them, at least one of the two connecting plate segments 4131 located on the front side is connected to the first rear side plate 443 by overlapping. That is, the outer side plate 413 can be connected to the first rear side plate 443 by overlapping at least one of the two connecting plate segments 4131 located on the front side. In other words, it is possible to set one of the two connecting plate segments 4131 located on the front side to overlap with the first rear side plate 443, or it is possible to set two or three of the connecting plate segments 4131 located on the front side to overlap with the first rear side plate 443. The setting method is not limited, as long as the overlapping connection between the outer side plate 413 and the first rear side plate 443 can be achieved.

[0067] In this embodiment, as Figure 3 As shown, there are two connecting plate segments 4131. The front connecting plate segment 4131 overlaps with the first rear side plate 443. The first rear side plate 443 is constructed to bend outward and backward from the inside, so that at least a part of the outer side of the first rear side plate 443 is located outside the front connecting plate segment 4131. This allows the outer side of the first rear side plate 443 to be close to the front connecting plate segment 4131, facilitating the overlap between the outer side of the first rear side plate 443 and the front connecting plate segment 4131. The first rear side plate 443 and the outer side plate 413 overlap at the connecting plate segment 4131, allowing the connecting plate segment 4131 and the rear side of the first rear side plate 443 to support each other, thereby improving the connection stability and reliability of the outer side plate 413 and the first rear side plate 443.

[0068] In some embodiments, the stabilizer bar bracket 41 is provided with at least one overlapping flange 445, and the at least one overlapping flange 445 is attached to the rear side of the first rear side plate 443.

[0069] Specifically, by attaching at least one overlapping flange 445 to the rear side plate of the first rear side plate 443, the lap connection between the stabilizer bar bracket 41 and the first rear side plate 443 can be achieved. The attachment of the overlapping flange 445 to the first rear side plate 443 can improve the tightness of the connection between the overlapping flange 445 and the first rear side plate 443. Furthermore, the mutual support between the stabilizer bar bracket 41 and the first rear side plate 443 in the extension direction of the overlapping flange 445 is more reliable, which can effectively improve the connection strength and reliability between the stabilizer bar bracket 41 and the first rear side plate 443.

[0070] The overlapping flange 445 can be one or two, etc. In this embodiment, for example... Figure 3 As shown, there is one overlapping flange 445, located on the outer side of the stabilizer bar bracket 41, which can overlap and connect with the first rear side plate 443. Its arrangement is not limited to that described in this embodiment; the overlapping flange 445 can also be provided only at the front end of the stabilizer bar bracket 41, which can overlap and connect with the first rear side plate 443. Alternatively, overlapping flanges 445 can be provided at both the front end and the outer side of the stabilizer bar bracket 41. The overlapping flanges 445 on both sides can improve the connection strength and reliability between the stabilizer bar bracket 41 and the first rear side plate 443. Furthermore, the overlapping flange 445 can be constructed as an arc-shaped flange, which can increase its connection length with the first rear side plate 443, thereby improving the connection reliability between the stabilizer bar bracket 41 and the first rear side plate 443.

[0071] In some embodiments, the first mounting groove 444 is configured to be open outwards, and at least one of the first front side plate 441 and the first rear side plate 443 is provided with a first connecting portion 4431. The first mounting groove 444 is used to receive at least a portion of the lower control arm, and the first connecting portion 4431 is used to connect to the lower control arm.

[0072] Specifically, the lower control arm bracket 44 is provided with a first mounting groove 444, such as Figure 3 As shown, the first mounting groove 444 is open to the outside, allowing at least a portion of the structure of the lower control arm to be mounted on the outside of the first mounting groove 444. This means that at least a portion of the lower control arm can be mounted on the outside of the lower control arm bracket 44. At least one first connecting portion 4431 of the first front side plate 441 and the first rear side plate 443 can connect the lower control arm to the first mounting groove 444, thus realizing the connection between the lower control arm and the lower control arm bracket 44.

[0073] The first front side plate 441 and the first rear side plate 443 are distributed opposite to each other. A first connecting portion 4431 can be provided in one of the first front side plate 441 and the first rear side plate 443, or both the first rear side plate 443 and the first rear side plate can have a first connecting portion 4431. In this embodiment, the first front side plate 441 and the first rear side plate 443 are each provided with a first connecting portion 4431. Thus, the lower control arm is located within the first mounting groove 444 and connected to both first connecting portions 4431 simultaneously, improving the reliability of the connection between the lower control arm and the lower control arm bracket 44. Furthermore, the first connecting portion 4431 can be constructed as a connecting through hole. Correspondingly, the lower control arm is provided with a first mounting portion, which can be constructed as a bolt hole. The lower control arm can be connected to the lower control arm bracket 44 by connecting bolts. This connection method is simple, the connection is firm and reliable, and it facilitates subsequent assembly and disassembly.

[0074] In some embodiments, there are two frame longitudinal beams 1, and the two frame longitudinal beams 1 are connected to the rear side of the front crossbeam 2 of the frame at a distance. Each frame longitudinal beam 1 is provided with a stabilizer bar bracket 41 and a lower control arm bracket 44 at the connection between it and the front crossbeam 2.

[0075] Specifically, such as Figure 1 and Figure 2 As shown, at least a portion of the two frame longitudinal beams 1 can be configured to extend in the longitudinal direction, enabling the transmission of longitudinal forces in both beams. The two frame longitudinal beams 1 are spaced apart laterally along the vehicle, thus achieving the transmission and dissipation of longitudinal forces at two points in the vehicle's lateral direction. Furthermore, the front ends of the two frame longitudinal beams 1 are respectively connected to the rear side of the front crossbeam 2, allowing the two frame longitudinal beams 1 and the front crossbeam 2 to support each other in the longitudinal direction, improving the structural stability of the two frame longitudinal beams 1 and the front crossbeam 2, and enhancing the overall strength and stability of the rear subframe 100.

[0076] Furthermore, at least a portion of the front region of the two frame longitudinal beams 1 is constructed to extend in the front-rear direction, so that the force in the front region of the frame longitudinal beams 1 can be transmitted in the front-rear direction, and at least a portion of the rear region of the frame longitudinal beams 1 is constructed to bend outward from front to back, so that the force in the rear region of the frame longitudinal beams 1 can be transmitted outward from front to back.

[0077] Furthermore, the rear subframe 100 also includes a rear crossbeam 3. The rear crossbeam 3 and the front crossbeam 2 can be configured to extend in the left-right direction, thus enabling the transmission of lateral forces at both the front and rear crossbeams. The front and rear crossbeams are spaced apart along the longitudinal direction of the vehicle, with the rear crossbeam 3 located behind the front crossbeam 2, allowing for the transmission and dissipation of lateral forces at two points along the vehicle's lateral direction. The rear crossbeam 3 connects to two longitudinal beams 1, and the two longitudinal beams 1 and the rear crossbeam 3 support each other in the left-right direction, enhancing the structural stability of the two longitudinal beams 1 and the rear crossbeam 3.

[0078] Thus, the front ends of the two frame longitudinal beams 1 are respectively connected to the rear side of the front crossbeam 2 of the frame, and the rear crossbeam 3 of the frame is connected between the two frame longitudinal beams 1, forming the frame structure of the rear subframe 100. In this way, through the interaction force between the two frame longitudinal beams 1 and the front crossbeam 2 of the frame, and through the interaction force between the two frame longitudinal beams 1 and the rear crossbeam 3 of the frame, the overall strength and stability of the rear subframe 100 can be improved.

[0079] It should be noted that the rear crossbeam 3 of the frame can be connected to the two longitudinal beams 1 of the frame by welding, which can improve the strength of the connection between the two longitudinal beams 1 of the frame and the rear crossbeam 3 of the frame, thereby improving the overall structural strength of the rear subframe 100.

[0080] Among them, such as Figure 2 As shown, each frame longitudinal beam 1 and frame front crossbeam 2 is equipped with a stabilizer bar bracket 41 and a lower control arm bracket 44. This means that the stabilizer bar bracket 41 and lower control arm bracket 44 can be installed at the connection between the frame front crossbeam 2 and one frame longitudinal beam 1, and also at the connection between the frame front crossbeam 2 and another frame longitudinal beam 1. Thus, there are two sets of stabilizer bar brackets 41 and lower control arm brackets 44, and these two sets can be symmetrically arranged between the frame front crossbeam 2 and the two frame longitudinal beams 1. This makes the connection of the stabilizer bar and lower control arm more symmetrical on both sides in the lateral direction, resulting in more uniform and reliable overall stress distribution, and improving the structural reliability of the rear subframe 100.

[0081] Among them, the front crossbeam 2 of the frame and one longitudinal beam 1 of the frame can transmit force through their connection, and can also transmit force through the corresponding stabilizer bar bracket 41 and lower control arm bracket 44. That is, force can be transmitted between the front crossbeam 2 of the frame and the two longitudinal beams 1 of the frame, which can improve the force transmission path and achieve effective force dispersion and transmission.

[0082] Each frame longitudinal beam 1 is also provided with an upper control arm bracket 43. The upper control arm bracket 43 is used to install the upper control arm. There are two upper control arm brackets 43 above each frame longitudinal beam 1. The two upper control arm brackets 43 are respectively connected to the upper control arm bracket 43 on each frame longitudinal beam 1, so that the upper control arm brackets 43 are symmetrically distributed along the transverse side of the front crossbeam 2 of the frame, and the upper control arms on both sides of the vehicle can be connected respectively.

[0083] And such as Figure 5 As shown, the upper control arm bracket 43 has an outwardly open third mounting groove 431, which is used to accommodate at least a portion of the upper control arm. The side wall of the third mounting groove 431 has a connecting hole 432 for connecting the upper control arm. The upper control arm bracket 43 can be welded to the frame longitudinal beam 1, which improves the connection strength between the upper control arm bracket 43 and the frame longitudinal beam 1. The upper control arm bracket 43 can also be welded to the frame front crossbeam 2, allowing the upper control arm bracket 43 to be connected to both the frame front crossbeam 2 and the frame longitudinal beam 1, further improving the connection strength and reliability between the upper control arm bracket 43 and the rear subframe 100.

[0084] Furthermore, the upper control arm bracket 43 is located above the corresponding longitudinal beam 1 of the vehicle frame, meaning that the upper control arm bracket 43 can occupy the upper space of the corresponding longitudinal beam 1 of the vehicle frame, thereby allowing the upper control arm to be installed in the upper space of the longitudinal beam 1 of the vehicle frame. The stabilizer bar bracket 41 and the lower control arm bracket 44 can both occupy the lower space of the corresponding longitudinal beam 1 of the vehicle frame, thereby allowing the lower control arm to be installed in the lower space of the longitudinal beam 1 of the vehicle frame. This allows the upper and lower control arms to be arranged vertically and avoids interference between them.

[0085] In actual use, the force at the upper control arm can be transmitted to the upper part of the frame longitudinal beam 1 through the upper control arm bracket 43, and the force at the lower control arm can be transmitted to the lower part of the frame longitudinal beam 1 through the lower control arm bracket 44. The force at the stabilizer bar can be transmitted to the frame longitudinal beam 1 through the stabilizer bar bracket 41. The frame longitudinal beam 1 can transmit and dissipate forces from multiple points to achieve force transmission between the stabilizer bar, control arm and frame longitudinal beam 1 respectively.

[0086] It should be noted that the front crossbeam 2 and the two longitudinal beams 1 of the frame are all constructed as hydraulic tube beams. The hydraulic tube beams can apply liquid pressure and axial load to the raw material tube cavity, causing it to undergo plastic deformation in a given mold cavity. The tube wall fits into the inner surface of the mold, thereby obtaining the required longitudinal beams and front crossbeams of the frame. There is no need for stamping molds and welding fixtures or welding lines, which can shorten the development cycle, reduce weight and development costs, and have fewer components, resulting in higher product dimensional accuracy and improving the competitiveness of the whole vehicle. The rear crossbeam 3 of the frame is constructed as a stamped sheet beam. The size and shape of the stamped sheet can be flexibly adjusted, and the rear crossbeam 3 of the frame with the required reinforcement structure can be manufactured through the stamping process. This results in high strength and rigidity of the rear crossbeam 3 of the frame, and meets diverse design requirements. Through the above different forming methods, the structural stability and torsional resistance of the overall frame of the subframe 100 can be improved. Moreover, the structure of hydroforming is simple, with less assembly and welding, which can meet the requirements of lightweight design.

[0087] Furthermore, the front crossbeam 2 and the two longitudinal beams 1 of the frame are all constructed as hydraulic tube beams, which allows the front crossbeam 2 and the two longitudinal beams 1 to each have a circular cross-section. This enables the lower control arm bracket 44 to be connected to the front crossbeam 2 via an arc-shaped structure, increasing their contact area and improving the reliability of the lower control arm bracket 44's installation position. Similarly, the stabilizer bar bracket 41 can be connected to the longitudinal beams 1 via an arc-shaped structure, increasing their contact area and improving the reliability of the stabilizer bar bracket 41's installation position. Additionally, the stabilizer bar bracket 41 and the lower control arm bracket... The frame 44 is connected by lap welding at at least one position, which can strengthen the structure of the stabilizer bar bracket 41 and the lower control arm bracket 44, and further improve the rigidity of the installation position of the stabilizer bar bracket 41 and the lower control arm bracket 44. Compared with the traditional sheet metal stamping and welding structure, the hydraulic tube beam does not require complex stamping dies, welding fixtures and welding lines. In this way, when the lower control arm bracket 44 and the stabilizer bar bracket 41 are assembled with the hydraulic tube beam respectively, the amount of welding is small, which can reduce the stress concentration problem caused by welding, thereby effectively improving the overall structural performance and quality of the rear subframe.

[0088] This utility model also proposes a vehicle.

[0089] The vehicle according to the present utility model includes a rear subframe 100 of any of the above embodiments. The rear subframe 100 is connected to the rear chassis area of ​​the vehicle and can support and install the rear structure of the vehicle. The rear subframe 100 includes two frame longitudinal beams 1, a front frame crossbeam 2, a rear frame crossbeam 3, a stabilizer bar bracket 41, and a lower control arm bracket 44. By setting the lower control arm bracket 44 and the stabilizer bar bracket 41 to be set on the lower side of the rear subframe 100, and the front end of the stabilizer bar bracket 41 is overlapped and connected to the lower control arm bracket 44, the structure of the lower control arm bracket 44 and the stabilizer bar bracket 41 can be mutually reinforced through the overlapped connection, so as to improve their respective structural strength and structural stability, thereby improving the installation reliability of the lower control arm and the stabilizer bar, and thus improving the NVH performance and handling of the whole vehicle.

[0090] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. 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.

[0091] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A rear subframe, characterized in that, include: Front crossbeam of the frame (2); A frame longitudinal beam (1), the front end of which is connected to the front crossbeam (2) of the frame; The stabilizer bar bracket (41) and the lower control arm bracket (44) are connected to the lower side of the longitudinal beam (1) of the vehicle frame, and the lower control arm bracket (44) is connected to the lower side of the front crossbeam (2) of the vehicle frame, and the front end of the stabilizer bar bracket (41) overlaps and connects with the lower control arm bracket (44).

2. The rear subframe according to claim 1, characterized in that, The lower control arm bracket (44) includes a first front side plate (441), a first middle plate (442) and a first rear side plate (443). The first middle plate (442) is connected between the first front side plate (441) and the first rear side plate (443) and together defines an upwardly open first mounting groove (444). The first front side plate (441) and the first rear side plate (443) are respectively connected to the bottom of the front crossbeam (2) of the vehicle frame. The front end of the stabilizer bar bracket (41) overlaps and connects with the first rear side plate (443).

3. The rear subframe according to claim 2, characterized in that, The stabilizer bracket (41) includes an inner side plate (411), a second intermediate plate (412), and an outer side plate (413) that are bent and connected together. The second intermediate plate (412) is connected between the inner side plate (411) and the outer side plate (413) and together defines an upwardly open second mounting groove (414). The second intermediate plate (412) is used to install the stabilizer, and the front end of the second intermediate plate (412) overlaps and connects with the first rear side plate (443).

4. The rear subframe according to claim 3, characterized in that, At least one of the front ends of the inner side plate (411) and the outer side plate (413) is connected to the first rear side plate (443) by overlapping.

5. The rear subframe according to claim 3, characterized in that, The first mounting slot (444) accommodates at least a portion of the outer peripheral wall of the front crossbeam (2) of the frame, and / or the second mounting slot (414) accommodates at least a portion of the outer peripheral wall of the longitudinal beam (1) of the frame.

6. The rear subframe according to claim 3, characterized in that, The outer side plate (413) includes at least two connecting plate segments (4131) spaced apart in the front-rear direction, and at least one of the connecting plate segments (4131) located on the front side is connected to the first rear side plate (443).

7. The rear subframe according to claim 2, characterized in that, The stabilizer bracket (41) is provided with at least one overlapping flange (445), and at least one of the overlapping flanges (445) is attached to the rear side of the first rear side plate (443).

8. The rear subframe according to claim 2, characterized in that, The first mounting slot (444) is configured to be open outwards, and at least one of the first front side plate (441) and the first rear side plate (443) is provided with a first connecting portion (4431). The first mounting slot (444) is used to accommodate at least a portion of the lower control arm, and the first connecting portion (4431) is used to connect with the lower control arm.

9. The rear subframe according to claim 1, characterized in that, There are two longitudinal beams (1) of the frame, and the two longitudinal beams (1) are connected to the rear side of the front crossbeam (2) of the frame at a distance. Each longitudinal beam (1) of the frame and the front crossbeam (2) of the frame are provided with the stabilizer bar bracket (41) and the lower control arm bracket (44). Each of the frame longitudinal beams (1) is also provided with an upper control arm bracket (43).

10. A vehicle, characterized in that, Includes the rear subframe as described in any one of claims 1-9.

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