Rear subframe structure of a five-link suspension system

Abstract

The utility model relates to a kind of rear subframe structures of five connecting rod suspension system, comprising: longitudinal beam, two longitudinal beams are longitudinally extended along the first direction and are symmetrically spaced along the second direction;Front crossbeam is connected with the front section of longitudinal beam;Rear crossbeam is spaced apart along the first direction with front crossbeam, and the rear end of two longitudinal beams is respectively penetrated and connected in rear crossbeam;Support assembly is used to install five connecting rod, and it includes front lower arm support, front upper arm support, camber arm support, toe arm support and rear upper arm support symmetrically arranged on two longitudinal beams;Two front longitudinal reinforcing plates are connected to front crossbeam at front end, and connected to camber arm support at rear end;Transverse stiffener beam is respectively connected to two camber arm supports at both ends, and connected to rear crossbeam at rear end;Rear longitudinal reinforcing plate is connected to transverse stiffener beam at front end, and connected to rear crossbeam at rear end.The utility model has the beneficial effect of realizing high overall stiffness / modality, high bending / torsional stiffness, high local dynamic stiffness and excellent space utilization.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, specifically to a rear subframe structure of a five-link suspension system. Background Technology

[0002] As the automotive industry continues to demand higher levels of handling stability and ride comfort, suspension system performance has become an increasingly important focus of technological competition. Among the various suspension types, the five-link independent suspension, with its precise control over wheel trajectory, exhibits superior handling, excellent stability, and a more balanced comfort. At the same time, its inherent advantages, such as strong adaptability and ample tuning flexibility, are leading to its increasingly widespread application in mid-to-high-end passenger vehicles.

[0003] The implementation of a five-link suspension relies heavily on its rear subframe, a core load-bearing and mounting structure. Compared to simpler suspension designs, a five-link suspension requires up to ten link mounting points, stabilizer bar mounting points, and body connection points on its rear subframe. This multi-point load transfer characteristic places extremely high demands on the overall structural performance of the rear subframe. The design must not only comprehensively consider its overall bending and torsional stiffness and modal characteristics to suppress road vibrations and noise transmission into the passenger compartment, but also ensure that each mounting point possesses sufficient local dynamic stiffness to guarantee the stability of the suspension's geometric positioning accuracy under dynamic loads.

[0004] Furthermore, with the increasing popularity of new energy vehicles, especially rear-engine, rear-wheel-drive pure electric and range-extended electric vehicles, the rear subframe also needs to provide mounting space and support for large powertrain components such as drive motors and reducers. This introduces new spatial constraints, making the layout of the subframe area more compact and complex.

[0005] In summary, conventional rear subframe structures in existing technologies often face severe challenges when dealing with the dual requirements of a five-link suspension and a rear-mounted motor: simple frame structures cannot simultaneously meet the performance targets of high stiffness, high modal stiffness, and high local dynamic stiffness within a limited space. How to achieve efficient collaborative arrangement of various components in a compact space through innovative structural design, thereby comprehensively improving performance at both the overall and local levels, and ensuring sufficient installation space for the powertrain system, has become a key technical problem that those skilled in the art must solve. Utility Model Content

[0006] The purpose of this utility model is to provide a rear subframe structure for a five-link suspension system that achieves high overall stiffness / modal stiffness, high bending / torsional stiffness, high local dynamic stiffness, and excellent space utilization.

[0007] A rear subframe structure for a five-link suspension system includes:

[0008] Longitudinal beams, two of which extend along the longitudinal length of a first direction and are symmetrically spaced along a second direction;

[0009] The front crossbeam is connected to the front section of the longitudinal beam;

[0010] The rear crossbeam is arranged at intervals from the front crossbeam along the first direction, and the rear ends of the two longitudinal beams respectively pass through and are connected to the rear crossbeam;

[0011] A bracket assembly for mounting a five-bar linkage includes a front lower arm bracket, a front upper arm bracket, a camber arm bracket, a front toe arm bracket, and a rear upper arm bracket symmetrically arranged on the two longitudinal beams.

[0012] Two front longitudinal reinforcing plates are connected at their front ends to the front crossbeam and at their rear ends to the yaw arm bracket.

[0013] A transverse reinforcing beam is connected at both ends to the two outward tilting arm supports, and at its rear end to the rear crossbeam;

[0014] Rear longitudinal stiffening plate; its front end is connected to the transverse stiffening beam, and its rear end is connected to the rear cross beam;

[0015] The two longitudinal beams, the front crossbeam, the rear crossbeam, the two front longitudinal reinforcing plates, the transverse reinforcing beam, and the rear longitudinal reinforcing plate together form a closed three-dimensional frame structure.

[0016] In the aforementioned design, the two longitudinal beams, front crossbeam, rear crossbeam, two front longitudinal reinforcement plates, transverse reinforcement beam, and rear longitudinal reinforcement plate are integrated and connected to form a closed three-dimensional frame structure that is effectively reinforced in three spatial directions. This core configuration greatly improves the overall bending and torsional stiffness of the rear subframe, while also effectively enhancing its overall modal characteristics. This provides a more stable mounting foundation for the entire vehicle and significantly suppresses the transmission of vibrations and noise from the road surface to the vehicle body, as well as the loads from the suspension system, especially those acting on the camber arm mounting points. Force can be efficiently distributed across the entire subframe main structure via three paths: from the front longitudinal reinforcement plate to the front crossbeam, from the transverse reinforcement beam to the other side yaw arm bracket, and from the rear longitudinal reinforcement plate to the rear crossbeam. This multi-path load transfer mechanism avoids stress concentration, significantly improves structural durability, and indirectly ensures the dynamic stability of each mounting point in different directions. While pursuing high performance, the structure, through a reasonable beam system layout, provides ample and regular installation space for the rear-mounted drive motor and related components, effectively resolving the conflict between performance and layout.

[0017] Furthermore, the camber arm bracket includes a camber arm front plate and a camber arm rear plate that are fitted together to form the main structure. The upper end of the main structure is connected to the longitudinal beam, and the lower end is provided with a camber arm mounting sleeve. The upper part of the main structure is a rectangular cavity structure, and the lower part is an inwardly flattened structure. The outer side of the lower part forms a sleeve mounting part for mounting the camber arm mounting sleeve, and the inner side forms a reinforcing beam connecting part that is connected to the transverse reinforcing beam.

[0018] In the above design, the camber arm front plate and camber arm rear plate are closely connected to form the main structure. This design makes the overall structure of the camber arm bracket more stable. The close connection effectively disperses the load, preventing stress concentration at a single point or area, thus improving the load-bearing capacity and deformation resistance of the camber arm bracket. The effective connection between the camber arm bracket and the longitudinal beam reliably transfers the force borne by the camber arm to the longitudinal beam, and then distributes it throughout the entire frame structure, enhancing the overall structural stability of the vehicle. The rectangular cavity structure of the main structure has good bending and torsional resistance. The lower part of the main structure is an inwardly flattened structure. This design not only meets the requirements of structural strength but also makes reasonable use of space. The sleeve mounting part on the outer side of the lower part is specifically used to install the yaw arm mounting sleeve, making the sleeve installation more stable and reliable. The reinforcing beam connection part on the inner side is used to connect with the transverse reinforcing beam. This clear functional zoning design facilitates the connection and assembly of the yaw arm bracket with other components, improves production and assembly efficiency, and, through the connection with the transverse reinforcing beam, further enhances the overall strength and stability of the yaw arm bracket, forming a more reasonable force transmission path.

[0019] Furthermore, the toe arm bracket is generally L-shaped, with its lower front end connected to the outer surface of the camber arm rear plate and its upper end connected to the lower surface of the longitudinal beam. The camber arm rear plate is provided with toe arm mounting holes for mounting the toe arm together with the toe arm bracket.

[0020] In the above scheme, the toe arm bracket is L-shaped. This unique shape design can cleverly utilize the limited space of the subframe. The L-shaped structure can achieve effective connection with the camber arm rear plate and longitudinal beam without occupying too much extra space. Through the connection with the camber arm rear plate and longitudinal beam, the toe arm bracket can effectively transfer the force borne by the toe arm to the main structure of the subframe, thereby achieving reasonable force distribution and improving the structural stability of the entire subframe. The camber arm rear plate is provided with toe arm mounting holes for mounting the toe arm together with the toe arm bracket. The setting of the toe arm mounting holes provides precise positioning for the installation of the toe arm, ensuring that the toe arm can be accurately installed in the designated position.

[0021] Furthermore, it also includes a front mounting bracket, the front mounting bracket comprising:

[0022] Two opposing front mounting plates positioned above the front crossbeam;

[0023] Two suspension front mounting bracket reinforcement plates, the cross-section of the suspension front mounting bracket reinforcement plate is Z-shaped, one end of which is connected to the rear surface of the suspension front mounting plate, and the other end is connected to the front surface of the longitudinal beam.

[0024] In the above scheme, two opposing front mounting plates positioned above the front crossbeam provide a stable mounting base for the relevant components. The cross-section of the front mounting bracket reinforcement plate is Z-shaped. This unique shape design has good mechanical properties. One end is connected to the rear surface of the front mounting plate, and the other end is connected to the front surface of the longitudinal beam, forming an efficient force transmission channel. When the vehicle is moving, the force from the mounting components can be transmitted through the front mounting plate to the front mounting bracket reinforcement plate, and then dispersed by the front mounting bracket reinforcement plate to the longitudinal beam. This force dispersion method avoids stress concentration on the front crossbeam or the front mounting plate, effectively enhancing the strength and stability of the entire subframe structure.

[0025] Furthermore, the front and rear crossbeams are hollow tubular structures, and the left and right ends of the rear crossbeam are provided with vehicle body connecting sleeves. The middle section of the rear crossbeam is symmetrically provided with suspension rear mounting sleeves near the two longitudinal beams.

[0026] In the above scheme, the front and rear crossbeams adopt a hollow tubular structure. This design ensures that the crossbeams have sufficient strength and rigidity while significantly reducing their own weight. The hollow tubular front and rear crossbeams are connected to other components such as longitudinal beams to form the main frame of the rear subframe. This structural layout makes the subframe a stable whole in space, which can better resist forces from all directions. Body connection sleeves are provided at both ends of the rear crossbeam. These sleeves provide a precise and stable interface for the connection between the rear subframe and the body. The body connection sleeves can ensure that the connection between the subframe and the body is tight and accurate, effectively transferring the force borne by the subframe to the body. The rear mounting sleeves are symmetrically provided in the middle section of the rear crossbeam near the two longitudinal beams. The rear mounting sleeves provide a dedicated position for the installation of the suspension components, so that the suspension components can be accurately installed on the subframe.

[0027] Furthermore, the stabilizer bar bracket is disposed at the connection between the longitudinal beam and the front crossbeam. The stabilizer bar bracket has a U-shaped cross section, with its outer mounting surface connected to the longitudinal beam, its inner mounting surface connected to the crossbeam at the front, and its rear connected to the longitudinal beam at the rear.

[0028] In the above design, the stabilizer bar bracket is located at the connection between the longitudinal beam and the front crossbeam. This location is a complex area of ​​stress on the subframe. During vehicle operation, the longitudinal beam and the front crossbeam will bear various forces generated by the road surface and vehicle movement. The stabilizer bar bracket can distribute and transfer these forces more reasonably, avoiding stress concentration at the connection point, thereby reducing the risk of deformation or damage in this area and extending the service life of the subframe. The U-shaped stabilizer bar bracket can effectively resist external forces from different directions, providing more stable support for the longitudinal beam and the front crossbeam. Its outer mounting surface is connected to the longitudinal beam, and the inner mounting surface is connected to the crossbeam at the front and the longitudinal beam at the rear, forming a stable triangular support structure, which further enhances the overall stability of the subframe.

[0029] Furthermore, the front longitudinal reinforcing plate has a U-shaped cross-section with an opening facing downwards, and its front and rear ends are flared out to increase the connection area.

[0030] In the above scheme, the U-shaped structure can evenly distribute external forces to all parts of the reinforcing plate. Compared with the flat plate structure, it can better resist deformation when subjected to bending forces perpendicular to the front longitudinal reinforcing plate surface. During vehicle operation, the front longitudinal reinforcing plate may be subjected to bending forces generated by road bumps, vehicle acceleration or braking, etc. The U-shaped structure can effectively enhance the bending resistance of the reinforcing plate, ensuring that it maintains the integrity of the structure under complex working conditions, thereby improving the strength of the entire vehicle body structure. The front and rear ends of the front longitudinal reinforcing plate are flared out. This design significantly increases the connection area between the front longitudinal reinforcing plate and other components. During vehicle assembly, a larger connection area means more contact points and greater friction, which can make the connection between the front longitudinal reinforcing plate and adjacent components more secure.

[0031] Furthermore, the transverse reinforcing beam is a hollow tubular structure with both ends flared out in a trumpet shape, and U-shaped grooves are provided around both ends to increase the connection strength with the outward tilting arm support.

[0032] In the above scheme, the hollow tubular structure allows the transverse reinforcing beam to evenly distribute external forces across the entire tube wall when subjected to pressure and bending moment, avoiding stress concentration. The transverse reinforcing beam is flared at both ends, which significantly increases the connection area between the reinforcing beam and the outward tilting arm support. A larger connection area means more contact points and greater friction, making the connection more robust. The U-shaped grooves around both ends of the transverse reinforcing beam enhance the connection strength between the transverse reinforcing beam and the outward tilting arm support. The U-shaped grooves can increase the mechanical interlocking effect between the transverse reinforcing beam and the outward tilting arm support, making the connection between the two tighter.

[0033] Furthermore, the cross-section of the rear longitudinal reinforcing plate is a U-shaped structure with an upward opening, and it is narrow in the middle and wide at both ends.

[0034] In the above scheme, during vehicle operation, the rear longitudinal reinforcement plate will bear bending forces generated by road bumps, vehicle acceleration or braking, etc. The U-shaped structure allows the reinforcement plate to evenly distribute the external force to various parts when subjected to bending forces perpendicular to the plate surface. The front end of the rear longitudinal reinforcement plate is attached to the upper surface and rear side surface of the middle part of the transverse reinforcement beam, and the rear end of the rear longitudinal reinforcement plate is attached to the front side surface and lower surface of the rear crossbeam. The stress at both ends is relatively large, while the stress in the middle part is relatively small. The wider design at both ends increases the stress-bearing area, which can better disperse the stress and avoid stress concentration at a certain point or area, reducing the risk of material fatigue, cracking or even fracture, and extending the service life of the rear longitudinal reinforcement plate and the entire vehicle body structure.

[0035] Furthermore, the front lower arm bracket is an integrated Z-shaped bracket or is composed of two L-shaped mounting brackets arranged opposite each other, and is symmetrically arranged at the front of the two longitudinal beams; the rear upper arm bracket is an integrated Z-shaped bracket or is composed of two L-shaped mounting brackets arranged opposite each other, and is symmetrically arranged at the connection between the two longitudinal beams and the rear crossbeam, with its rear end connected to the front surface of the rear crossbeam.

[0036] In the above scheme, the front lower arm bracket and the rear upper arm bracket adopt an integrated Z-shaped bracket or are composed of two L-shaped mounting brackets arranged opposite each other. Both of these structural forms have good mechanical properties. The Z-shaped structure is similar to an arch, which can evenly distribute the force it bears to various parts, enhancing the strength and rigidity of the bracket itself. The two L-shaped mounting brackets arranged opposite each other can also form a stable structure, effectively resisting forces from different directions. This design allows the bracket to withstand greater loads, improves the local load-bearing capacity of the connection between the vehicle suspension system and the vehicle body, and ensures that the suspension system can work stably during vehicle operation. The front lower arm bracket is symmetrically arranged at the front of the two longitudinal beams, and the rear upper arm bracket is symmetrically arranged at the connection between the two longitudinal beams and the rear cross beam. This symmetrical arrangement can make the vehicle's stress more even.

[0037] The rear subframe structure of the five-link suspension system of this utility model has the beneficial effects of achieving high overall stiffness / modal stiffness, high bending / torsional stiffness, high local dynamic stiffness, and excellent space utilization. By integrating and connecting two longitudinal beams, a front crossbeam, a rear crossbeam, two front longitudinal reinforcement plates, a lateral reinforcement beam, and a rear longitudinal reinforcement plate into a closed three-dimensional frame structure, effectively reinforced in three spatial directions, this core configuration significantly improves the overall bending and torsional stiffness of the rear subframe and effectively enhances its overall modal characteristics. This provides a more stable mounting foundation for the entire vehicle and significantly suppresses the transmission of vibrations and noise from the road surface to the vehicle body. Loads from the suspension system, especially forces acting on the camber arm mounting points, can be efficiently distributed across the entire subframe main structure via three paths: from the front longitudinal reinforcement plate to the front crossbeam, from the lateral reinforcement beam to the other camber arm bracket, and from the rear longitudinal reinforcement plate to the rear crossbeam. This multi-path load transfer mechanism avoids stress concentration, significantly improves structural durability, and indirectly ensures the dynamic stability of each mounting point in different directions. While pursuing high performance, this structure, through a reasonable beam layout, provides ample and regular mounting space for the rear-mounted drive motor and related components, effectively resolving the conflict between performance and layout. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the overall structure of the rear subframe of a five-link suspension system according to one embodiment.

[0039] Figure 2 This is a schematic diagram of an example of an outward tilting arm support structure.

[0040] Figure 3 for Figure 2 A magnified view of a portion of the image.

[0041] Figure 4 This is a schematic diagram of the suspension front mounting bracket structure according to one embodiment.

[0042] Figure 5 This is a partial schematic diagram of the rear subframe structure of a five-link suspension system.

[0043] Explanation of reference numerals: 1. Longitudinal beam; 2. Front crossbeam; 3. Rear crossbeam; 4. Front lower arm bracket; 5. Front upper arm bracket; 6. Camber arm bracket; 61. Camber arm front plate; 62. Camber arm rear plate; 621. Front toe arm mounting hole; 63. Camber arm mounting sleeve; 64. Sleeve mounting part; 65. Reinforcing beam connection part; 66. Camber arm reinforcing plate; 7. Front toe arm bracket; 8. Rear upper arm bracket; 9. Stabilizer bar bracket; 91. Outer mounting surface; 92. Inner mounting surface; 10. Front suspension mounting bracket; 101. Front suspension mounting plate; 102. Front suspension mounting bracket reinforcing plate; 11. Front longitudinal reinforcing plate; 12. Lateral reinforcing beam; 121. Groove; 13. Rear longitudinal reinforcing plate; 14. Body connecting sleeve; 15. Rear suspension mounting sleeve.

[0044] X, the first direction; Y, the second direction. Detailed Implementation

[0045] The rear subframe structure of a five-link suspension system according to this utility model will be described in further detail below with reference to specific embodiments and accompanying drawings.

[0046] like Figure 1 As shown, in a preferred embodiment, the rear subframe structure of a five-link suspension system of this utility model includes: longitudinal beams 1, two longitudinal beams 1 extending longitudinally along a first direction and symmetrically spaced along a second direction; a front crossbeam 2, connected to the front section of the longitudinal beams 1; a rear crossbeam 3, spaced along the first direction from the front crossbeam 2, with the rear ends of the two longitudinal beams 1 respectively passing through and connecting to the rear crossbeam 3; and a bracket assembly for mounting the five-link system, which includes a front lower arm bracket 4, a front upper arm bracket 5, a camber arm bracket 6, and a toe arm bracket 7 symmetrically arranged on the two longitudinal beams 1. The structure includes a rear upper arm support 8; two front longitudinal reinforcing plates 11, the front ends of which are connected to the front crossbeam 2 and the rear ends of which are connected to the camber arm support 6; a transverse reinforcing beam 12, the two ends of which are connected to the two camber arm supports 6 respectively and the rear ends of which are connected to the rear crossbeam 3; and a rear longitudinal reinforcing plate 13, the front end of which is connected to the transverse reinforcing beam 12 and the rear ends of which are connected to the rear crossbeam 3. The two longitudinal beams 1, the front crossbeam 2, the rear crossbeam 3, the two front longitudinal reinforcing plates 11, the transverse reinforcing beam 12 and the rear longitudinal reinforcing plate 13 together form a closed three-dimensional frame structure.

[0047] In the above embodiment, by integrating and connecting the two longitudinal beams 1, the front crossbeam 2, the rear crossbeam 3, the two front longitudinal reinforcing plates 11, the transverse reinforcing beam 12, and the rear longitudinal reinforcing plate 13, a closed three-dimensional frame structure is formed that is effectively reinforced in three spatial directions. This core configuration greatly improves the overall bending stiffness and torsional stiffness of the rear subframe, while effectively improving its overall modal characteristics. This provides a more stable mounting foundation for the entire vehicle and can significantly suppress the transmission of vibrations and noise from the road surface to the vehicle body, as well as the loads from the suspension system, especially those acting on the camber arm mounting points. Force can be efficiently distributed across the entire subframe main structure via three paths: the front longitudinal reinforcing plate 11 to the front crossbeam 2, the transverse reinforcing beam 12 to the other side yaw arm bracket 6, and the rear longitudinal reinforcing plate 13 to the rear crossbeam 3. This multi-path load transfer mechanism avoids stress concentration, significantly improves structural durability, and indirectly ensures the dynamic stability of each mounting point in different directions. While pursuing high performance, the structure provides ample and regular installation space for the rear-mounted drive motor and related components through a reasonable beam system layout, effectively resolving the conflict between performance and layout.

[0048] like Figure 2 and Figure 3As shown, in some embodiments, the camber arm bracket 6 includes a camber arm front plate 61 and a camber arm rear plate 62 that are fitted together to form the main structure. The upper end of the main structure is connected to the longitudinal beam 1, and the lower end is provided with a camber arm mounting sleeve 63. The upper part of the main structure is a rectangular cavity structure, and the lower part is an inwardly flattened structure. The outer side of the lower part forms a sleeve mounting part 64 for mounting the camber arm mounting sleeve 63, and the inner side forms a reinforcing beam connecting part 65 that is connected to the transverse reinforcing beam 12. The camber arm front plate 61 and camber arm rear plate 62 are fitted together to form the main structure. This design makes the overall structure of the camber arm bracket 6 more stable. The fitted connection effectively disperses the load, preventing stress concentration at a certain point or area, thus improving the load-bearing capacity and deformation resistance of the camber arm bracket 6. The effective connection between the camber arm bracket 6 and the longitudinal beam 1 reliably transfers the force borne by the camber arm to the longitudinal beam 1, and then distributes it throughout the entire frame structure, enhancing the overall structural stability of the vehicle. The rectangular cavity structure of the main structure has good bending and torsional resistance. The part is a flattened inward structure. This design not only meets the requirements of structural strength, but also makes reasonable use of space. The sleeve mounting part 64 on the lower outer side is specifically used to install the yaw arm mounting sleeve 63, making the sleeve installation more stable and reliable. The reinforcing beam connecting part 65 on the inner side is used to connect with the transverse reinforcing beam 12. This clear functional zoning design facilitates the connection and assembly of the yaw arm bracket 6 with other components, improves the efficiency of production and assembly, and, through the connection with the transverse reinforcing beam 12, can further enhance the overall strength and stability of the yaw arm bracket 6, forming a more reasonable force transmission path.

[0049] In this embodiment, an outward tilt arm reinforcing plate 66 is provided on the upper outer surface of the main structure of the outward tilt arm bracket 6, and the upper edge of the outward tilt arm reinforcing plate 66 is attached to the surface of the longitudinal beam 1.

[0050] like Figure 2 and Figure 3As shown, in some embodiments, the toe arm bracket 7 is generally L-shaped, with its lower front end connected to the outer surface of the camber arm rear plate 62 and its upper end connected to the lower surface of the longitudinal beam 1. The camber arm rear plate 62 is provided with a toe arm mounting hole 621 for mounting the toe arm together with the toe arm bracket 7. The toe arm bracket 7 is generally L-shaped. This unique shape design can cleverly utilize the limited space of the subframe. The L-shaped structure can achieve effective connection with the camber arm rear plate 62 and the longitudinal beam 1 without occupying too much extra space. Through the connection with the camber arm rear plate 62 and the longitudinal beam 1, the toe arm bracket 7 can effectively transfer the force borne by the toe arm to the main structure of the subframe, thereby achieving reasonable force distribution and improving the structural stability of the entire subframe. The toe arm mounting hole 621 on the camber arm rear plate 62 is used for mounting the toe arm together with the toe arm bracket 7. The setting of the toe arm mounting hole 621 provides precise positioning for the installation of the toe arm, ensuring that the toe arm can be accurately installed in the designated position.

[0051] like Figure 4 As shown, in some embodiments, a front mounting bracket 10 is also included. The front mounting bracket 10 includes: two front mounting plates 101 disposed opposite each other above the front crossbeam 2; and two front mounting bracket reinforcing plates 102. The front mounting bracket reinforcing plates 102 have a Z-shaped cross section, with one end connected to the rear surface of the front mounting plate 101 and the other end connected to the front surface of the longitudinal beam 1.

[0052] In the above embodiment, two opposing front mounting plates 101 positioned above the front crossbeam 2 provide a stable mounting base for the relevant components. The front mounting bracket reinforcement plate 102 has a Z-shaped cross-section. This unique shape design has good mechanical properties. One end of the plate is connected to the rear surface of the front mounting plate 101, and the other end is connected to the front surface of the longitudinal beam 1, forming an efficient force transmission channel. When the vehicle is in motion, the force from the mounting components can be transmitted through the front mounting plate 101 to the front mounting bracket reinforcement plate 102, and then dispersed by the front mounting bracket reinforcement plate 102 to the longitudinal beam 1. This force dispersion method avoids stress concentration on the front crossbeam 2 or the front mounting plate 101, effectively enhancing the strength and stability of the entire subframe structure.

[0053] like Figure 1As shown, in some embodiments, the front crossbeam 2 and the rear crossbeam 3 are hollow tubular structures. The left and right ends of the rear crossbeam 3 are provided with vehicle body connecting sleeves 14, and the middle section of the rear crossbeam 3 is symmetrically provided with suspension rear mounting sleeves 15 near the two longitudinal beams 1. The front crossbeam 2 and rear crossbeam 3 adopt a hollow tubular structure. This design ensures that the crossbeams have sufficient strength and rigidity while significantly reducing their own weight. The hollow tubular front crossbeam 2 and rear crossbeam 3 are connected to other components such as the longitudinal beam 1 to form the main frame of the rear subframe. This structural layout makes the subframe a stable whole in space, which can better resist forces from all directions. The left and right ends of the rear crossbeam 3 are provided with body connecting sleeves 14. These sleeves provide a precise and stable interface for the connection between the rear subframe and the body. The body connecting sleeves 14 can ensure that the connection between the subframe and the body is tight and accurate, effectively transferring the force borne by the subframe to the body. The middle section of the rear crossbeam 3 is symmetrically provided with rear mounting sleeves 15 near the two longitudinal beams 1. The rear mounting sleeves 15 provide a dedicated position for the installation of the suspension components, so that the suspension components can be accurately installed on the subframe.

[0054] like Figure 5 As shown, in some embodiments, the stabilizer bar bracket 9 is located at the connection between the longitudinal beam 1 and the front crossbeam 2. The stabilizer bar bracket 9 has a U-shaped cross section, with its outer mounting surface 91 connected to the longitudinal beam 1, and its inner mounting surface 92 connected to the crossbeam at the front and the longitudinal beam 1 at the rear. The stabilizer bar bracket 9 is located at the connection between the longitudinal beam 1 and the front crossbeam 2, a region where the subframe experiences complex stress. During vehicle operation, the longitudinal beam 1 and the front crossbeam 2 bear various forces generated by the road surface and vehicle movement. The stabilizer bar bracket 9 can more effectively distribute and transfer these forces, avoiding stress concentration at the connection point, thereby reducing the risk of deformation or damage in this area and extending the service life of the subframe. The U-shaped shape of the stabilizer bar bracket 9 can effectively resist external forces from different directions, providing more stable support for the longitudinal beam 1 and the front crossbeam 2. Its outer mounting surface 91 is connected to the longitudinal beam 1, and its inner mounting surface 92 is connected to the crossbeam at the front and the longitudinal beam 1 at the rear, forming a stable triangular support structure, further enhancing the overall stability of the subframe.

[0055] like Figure 1As shown, in some embodiments, the front longitudinal reinforcing plate 11 has a U-shaped cross-section with an opening facing downwards, and its front and rear ends are flared out to increase the connection area. The U-shaped structure can evenly distribute external forces to various parts of the reinforcing plate. Compared with a flat plate structure, it can better resist deformation when subjected to bending forces perpendicular to the surface of the front longitudinal reinforcing plate 11. During vehicle operation, the front longitudinal reinforcing plate 11 may be subjected to bending forces generated by road bumps, vehicle acceleration or braking, etc. The U-shaped structure can effectively enhance the bending resistance of the reinforcing plate, ensuring that it maintains the integrity of the structure under complex working conditions, thereby improving the strength of the entire vehicle body structure. The flared design of the front and rear ends of the front longitudinal reinforcing plate 11 significantly increases the connection area between the front longitudinal reinforcing plate 11 and other components. During vehicle assembly, a larger connection area means more contact points and greater friction, which can make the connection between the front longitudinal reinforcing plate 11 and adjacent components more secure.

[0056] like Figure 1 and Figure 4 As shown, in some embodiments, the transverse reinforcing beam 12 is a hollow tubular structure with both ends flared outwards, and U-shaped grooves 121 are provided around both ends to increase the connection strength with the yaw arm bracket 6. The hollow tubular structure allows the transverse reinforcing beam 12 to evenly distribute external forces across the entire tube wall when subjected to pressure and bending moment, avoiding stress concentration. The flared-out ends of the transverse reinforcing beam 12 significantly increase the connection area between the reinforcing beam and the yaw arm bracket 6. A larger connection area means more contact points and greater friction, making the connection more robust. The U-shaped grooves 121 around both ends of the transverse reinforcing beam 12 enhance the connection strength between the transverse reinforcing beam 12 and the yaw arm bracket 6. The U-shaped grooves 121 can increase the mechanical interlocking effect between the transverse reinforcing beam 12 and the yaw arm bracket 6, making the connection tighter.

[0057] like Figure 1 As shown, in some embodiments, the rear longitudinal reinforcement plate 13 has a U-shaped cross-section with an upward opening, and is narrow in the middle and wide at both ends. During vehicle operation, the rear longitudinal reinforcement plate 13 will be subjected to bending forces generated by road bumps, vehicle acceleration or braking, etc. The U-shaped structure allows the reinforcement plate to evenly distribute the external force to various parts when subjected to bending forces perpendicular to the plate surface. The front end of the rear longitudinal reinforcement plate 13 is attached to the upper surface of the middle part and the rear side surface of the transverse reinforcement beam 12, and the rear end of the rear longitudinal reinforcement plate 13 is attached to the front side surface and the lower surface of the rear crossbeam 3. The stress at both ends is relatively large, while the stress in the middle part is relatively small. The wider design at both ends increases the stress-bearing area, which can better disperse the stress and avoid stress concentration at a certain point or in a certain area, reducing the risk of material fatigue, cracking or even fracture, and extending the service life of the rear longitudinal reinforcement plate 13 and the entire vehicle body structure.

[0058] like Figure 2 and Figure 5 As shown, in some embodiments, the front lower arm bracket 4 is an integral Z-shaped bracket or is composed of two L-shaped mounting brackets arranged opposite each other and symmetrically arranged at the front of the two longitudinal beams 1; the rear upper arm bracket 8 is an integral Z-shaped bracket or is composed of two L-shaped mounting brackets arranged opposite each other and symmetrically arranged at the connection between the two longitudinal beams 1 and the rear crossbeam 3, and its rear end is connected to the front surface of the rear crossbeam 3. The front lower arm bracket 4 and the rear upper arm bracket 8 are either integrated Z-shaped brackets or composed of two L-shaped mounting brackets arranged opposite each other. Both of these structural forms have good mechanical properties. The Z-shaped structure is similar to an arch, which can evenly distribute the force it bears to various parts, enhancing the strength and rigidity of the bracket itself. The two L-shaped mounting brackets arranged opposite each other can also form a stable structure, effectively resisting forces from different directions. This design allows the bracket to withstand greater loads, improves the local load-bearing capacity of the connection between the vehicle suspension system and the vehicle body, and ensures that the suspension system can work stably during vehicle operation. The front lower arm bracket 4 is symmetrically arranged at the front of the two longitudinal beams 1, and the rear upper arm bracket 8 is symmetrically arranged at the connection between the two longitudinal beams 1 and the rear cross beam 3. This symmetrical arrangement can make the vehicle's stress more even.

[0059] The present invention relates to the working principle and process of a rear subframe structure of a five-link suspension system. Two longitudinal beams 1, a front crossbeam 2, a rear crossbeam 3, two front longitudinal reinforcing plates 11, two camber arm brackets 6, a transverse reinforcing beam 12, and a rear longitudinal reinforcing plate 13 form a mutually supportive and reinforced rear subframe main structure, thereby improving the stiffness / modal properties of bending / torsion.

[0060] Through targeted local reinforcement strategies such as "triangular structure", "multi-directional support" and "direct force transmission path", the 17 key mounting points are ensured to have extremely high stiffness and stability under dynamic loads. The dynamic stiffness of each connection point includes: 4 body mounting points, 10 linkage mounting points, 1 front mounting point and 2 rear mounting points.

[0061] Two front body mounting points are reinforced with the following partial structures: Partial reinforcement structure one: the front crossbeam 2, longitudinal beam 1, and front longitudinal reinforcement plate 11 form a stable triangular structure; Partial reinforcement structure two: the front crossbeam 2, longitudinal beam 1, and front mounting bracket reinforcement plate 102 form a stable triangular structure; Partial reinforcement structure three: the stabilizer bar bracket 9 is located at the connection between the front crossbeam 2 and the longitudinal beam 1, increasing the strength and stability of the connection; Partial reinforcement structure four: the front lower arm bracket 4 also reinforces the local structure.

[0062] Two rear vehicle mounting points, with localized reinforced structure: rear crossbeam 3, longitudinal beam 1, and rear upper arm bracket 8 form a stable triangular structure;

[0063] The 10 linkage mounting points include: 2 front lower arm mounting points, 2 front upper arm mounting points, and 2 rear upper arm mounting points. Because these mounting points are very close to the longitudinal beam 1 or the rear cross beam 3, the force transmission path is short and direct. With the excellent overall performance of the subframe, extremely high dynamic stiffness can be naturally obtained.

[0064] Two camber arm mounting points; local reinforcement structure one: the structure itself is wider at the top and narrower at the bottom, which has good Z-direction performance; local reinforcement structure two: the front toe arm bracket 7, the front longitudinal reinforcement plate 11, the rear longitudinal reinforcement plate 13, and the transverse reinforcement beam 12 enhance the X-direction performance; local reinforcement structure three: the transverse reinforcement beam 12 directly connects the left and right camber arm brackets 6, which greatly improves the Y-direction stiffness and overall stability.

[0065] Two toe arm mounting points are used, with the following reinforcement principle: their positions are closer to the longitudinal beam 1 than the camber arm mounting points, and they share a structure with the rear plate of the camber arm bracket 6. Thanks to the strong reinforcement and shorter force transmission path of the camber arm bracket 6, its performance in all directions is reliably guaranteed.

[0066] The front mounting point is securely connected to the longitudinal beam 1 and the front cross beam 2 by a dedicated front mounting bracket reinforcement plate 102, forming a stable triangular support to cope with the huge dynamic load of the powertrain.

[0067] Two mounting points are suspended at the rear. The principle of reinforcement is that the mounting sleeve is directly integrated into the main structure of the rear crossbeam 3, which optimizes the force flow transmission path. The high rigidity of the rear crossbeam 3 is sufficient to meet the requirements.

[0068] In the description of this utility model, it should be understood that terms such as "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this 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. Therefore, they should not be construed as limitations on this utility model.

[0069] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0070] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0071] Although the description of this utility model has been given in conjunction with the specific embodiments described above, it is obvious to those skilled in the art that many substitutions, modifications, and variations can be made based on the above description. Therefore, all such substitutions, modifications, and variations are included within the spirit and scope of the appended claims.

Claims

1. A rear subframe structure for a five-link suspension system, characterized in that, include: Longitudinal beams, two of which extend along the longitudinal length of a first direction and are symmetrically spaced along a second direction; The front crossbeam is connected to the front section of the longitudinal beam; The rear crossbeam is arranged at intervals from the front crossbeam along the first direction, and the rear ends of the two longitudinal beams respectively pass through and are connected to the rear crossbeam; A bracket assembly for mounting a five-bar linkage includes a front lower arm bracket, a front upper arm bracket, a camber arm bracket, a front toe arm bracket, and a rear upper arm bracket symmetrically arranged on the two longitudinal beams. Two front longitudinal reinforcing plates are connected at their front ends to the front crossbeam and at their rear ends to the yaw arm bracket. A transverse reinforcing beam is connected at both ends to the two outward tilting arm supports, and at its rear end to the rear crossbeam; Rear longitudinal stiffening plate; its front end is connected to the transverse stiffening beam, and its rear end is connected to the rear cross beam; The two longitudinal beams, the front crossbeam, the rear crossbeam, the two front longitudinal reinforcing plates, the transverse reinforcing beam, and the rear longitudinal reinforcing plate together form a closed three-dimensional frame structure.

2. The rear subframe structure of the five-link suspension system according to claim 1, characterized in that, The camber arm bracket includes a camber arm front plate and a camber arm rear plate that are fitted together to form the main structure. The upper end of the main structure is connected to the longitudinal beam, and the lower end is provided with a camber arm mounting sleeve. The upper part of the main structure is a rectangular cavity structure, and the lower part is an inwardly flattened structure. The outer side of the lower part forms a sleeve mounting part for mounting the camber arm mounting sleeve, and the inner side forms a reinforcing beam connecting part that connects with the transverse reinforcing beam.

3. The rear subframe structure of the five-link suspension system according to claim 2, characterized in that, The toe arm bracket is generally L-shaped, with its lower front end connected to the outer surface of the camber arm rear plate and its upper end connected to the lower surface of the longitudinal beam. The camber arm rear plate is provided with toe arm mounting holes for mounting the toe arm together with the toe arm bracket.

4. The rear subframe structure of the five-link suspension system according to claim 1, characterized in that, It also includes a front mounting bracket, the front mounting bracket comprising: Two opposing front mounting plates positioned above the front crossbeam; Two suspension front mounting bracket reinforcement plates, the cross-section of the suspension front mounting bracket reinforcement plate is Z-shaped, one end of which is connected to the rear surface of the suspension front mounting plate, and the other end is connected to the front surface of the longitudinal beam.

5. The rear subframe structure of the five-link suspension system according to claim 1, characterized in that, The front and rear crossbeams are hollow tubular structures. The left and right ends of the rear crossbeam are provided with vehicle body connecting sleeves, and the middle section of the rear crossbeam is symmetrically provided with suspension rear mounting sleeves near the two longitudinal beams.

6. The rear subframe structure of the five-link suspension system according to claim 1, characterized in that, The stabilizer bar bracket is located at the connection between the longitudinal beam and the front crossbeam. The stabilizer bar bracket has a U-shaped cross section, with its outer mounting surface connected to the longitudinal beam, its inner mounting surface connected to the crossbeam at the front, and its rear connected to the longitudinal beam at the rear.

7. The rear subframe structure of the five-link suspension system according to claim 1, characterized in that, The front longitudinal reinforcing plate has a U-shaped cross-section with the opening facing downwards, and its front and rear ends are flared out to increase the connection area.

8. The rear subframe structure of the five-link suspension system according to claim 1, characterized in that, The transverse reinforcing beam is a hollow tubular structure with flared ends and U-shaped grooves around its ends to increase the connection strength with the outward tilting arm support.

9. The rear subframe structure of the five-link suspension system according to claim 1, characterized in that, The cross-section of the rear longitudinal reinforcing plate is a U-shaped structure with the opening facing upwards, and it is narrow in the middle and wide at both ends.

10. The rear subframe structure of the five-link suspension system according to claim 1, characterized in that, The front lower arm bracket is an integrated Z-shaped bracket or is composed of two L-shaped mounting brackets arranged opposite each other, and is symmetrically arranged at the front of the two longitudinal beams; the rear upper arm bracket is an integrated Z-shaped bracket or is composed of two L-shaped mounting brackets arranged opposite each other, and is symmetrically arranged at the connection between the two longitudinal beams and the rear crossbeam, with its rear end connected to the front surface of the rear crossbeam.

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