A rear subframe for a vehicle

Abstract

A rear subframe 10, for supporting an electric machine (102, Fig. 2) of a vehicle (1, Fig. 1), comprising front 20 and rear 30 cross-members joined by first 40 and second 50 lateral members. At least

Description

TECHNICAL FIELD The present disclosure relates to a rear subframe for a vehicle. Aspects of the invention relate to a rear subframe, to a sub-assembly fora vehicle, to a vehicle, and to a method of manufacturing a rear subframe for a vehicle. BACKGROUND It is known to provide rear subframes for four-wheeled vehicles for the purpose of mounting components to, for example suspension assemblies. It is also known to provide front-wheel only steering and four-wheel steering in the same vehicle model. That is, to have a vehicle model that has both a front-wheel only steered version (which only has steering at the front axle) and a version which is able to be steered at both the front and rear axle - a four-wheel steered vehicle. In order to provide both front-wheel steered and four-wheel steered variants of the same vehicle model it is generally required to provide separate manufacturing lines, one for each variant. This can result in increased costs for manufacturing as separate tooling and associated personnel are required for manufacturing lines of each variant. It is an aim of the present invention to address one or more of the disadvantages associated with the prior art. SUMMARY OF THE INVENTION Aspects and embodiments of the invention provide a rear subframe, a sub-assembly, a vehicle and to a method of manufacture as claimed in the appended claims. According to an aspect of the present invention there is provided a rear subframe for supporting an electric machine of a vehicle, the subframe comprising: a front cross-member; a rear cross-member; a first lateral member and a second lateral member each connecting the front cross-member to the rear cross-member; wherein at least one of the first and second lateral members comprises: a recess configured to receive a portion of a steering component, wherein when the steering component is mounted to the rear subframe the steering component configures the vehicle in a four-wheel steering configuration; and a bracket mounted to the recess, the bracket including a formation configured to receive a connector extending from a wheel carrying arrangement that configures a vehicle in a two-wheel steering configuration. The inventors have found that by advantageously providing a bracket in rear subframe that is originally used fora four-wheel steer vehicle (both front wheels and rear wheels providing steering) the rear subframe can be converted for use in a two-wheel steer vehicle (front wheel steering only). The inventors have surprisingly found that the use of a bracket to convert the rear subframe to a two-wheel steer rear subframe does not negatively impact the stiffness of the rear subframe substantially where the rear steering component is removed. The steering component may be a steering rack. The ability to convert a rear steering rear subframe to a non-steered subframe means that production costs can be decreased substantially as there is no requirement to provide separate subframe moulds to provide two separate subframes for both a four-wheel steer version of a car model and also a front wheel steer version of the same car model. According to an optional aspect of the present invention there is provided a subframe for a vehicle, the subframe comprising: a front cross-member; a rear cross-member; a first lateral member and a second lateral member each connecting the front cross-member to the rear cross-member; wherein at least one of the first and second lateral members comprises: a recess; and a bracket mounted to the recess, the bracket including a formation configured to receive a connector extending from a wheel carrying arrangement that configures a vehicle in a two-wheel steering configuration. According to any previous aspect of the invention additional optional features may be provided as will be described below. Optionally, the bracket may be mounted to the recess or alternatively, the bracket is mounted across the recess. The ability to mount the backet into or across the recess provides a more compact assembly. Optionally, the bracket may be mounted to the recess prevents a portion of a steering component being received within the recess. By preventing a steering component being received within the recess the bracket may prevent accidental installation of a rear wheel steering arrangement within the subframe on the production line. The bracket prevents a portion of a steering component being: received within the recess, and / or received by the recess, and / or mounted to the recess. By preventing a portion of steering component being received by the recess the rear subframe is in a non-rear steered wheel configuration, in other words, it is not possible to utilise the rear subframe in a rear wheel steer configuration. Non-rear steered in this context meaning that steering is not possible via this connection. However, it will be apparent that normal rotation of a wheel, pitch and alignment adjustments, or other such similar operations are still possible. Optionally, the bracket may be mounted to the recess of the frame at a steering component mounting point or steering component mounting points. By utilising the same mounting point(s) as the steering component the bracket can be easily mounted to the subframe without the need to provide additional fixtures to mount the bracket. As a result, the rear subframe of the present invention can be assembled on the same process line as the four-wheel steering version, this reduces complexity of manufacture, tooling and costs. Optionally, the bracket may have a portion that extends into the recess of the rear subframe. The portion extending into the recess of the subframe may provide additional contact points between the bracket and the rear subframe enabling the load on the bracket in use to be spread over a greater area onto the rear subframe. Optionally, the connector may be a toe link. By providing a toe line connector the wheel can be connected to the rear subframe. Optionally, the rear subframe may include a second recess for receiving at least a second portion of a steering component that is, in use, mountable to the rear subframe; and a second bracket mounted to the recess of the rear subframe, the second bracket including a second formation configured to receive a connector extending from a wheel carrying arrangement. The rear subframe may therefore provide connections for both left and right rear wheels. Optionally, the first and second brackets may be connected by a bridging element. The bridging element may provide additional stiffness to the bracket and rear subframe assembly. Optionally, the bridging element is tubular. The tubular bridging element may be a tube. The bridging element being tubular or a tube enables weight saving as compared to a solid component. Further, the tubing can provide a means for wiring or other components to be contained therein or passed therethrough. The bridging element may have a constant cross-section (annular, square, rectangular, oval, etc). The tube may be a metal tube or a composite tube. Optionally, the first bracket may have a first spigot and the second bracket has a second spigot; and the bridging element is connected to the first bracket via the first spigot, and the bridging element is connected to the second bracket via the second spigot. By providing spigots on the brackets the bridging element may more easily be connected to the brackets. The spigots may act as a locating element for connecting the bridging element and thus enable easier and more efficient manufacturing of the device. By utilising the spigot used to cast the bracket there is also a reduction in wastage as the spigot does not need to be machined or cut away in a post-casting process. The first bracket and second bracket may be separate components. By providing the brackets as separate components there is no need for a bridging element therebetween. As a result, there is space between the brackets in the rear subframe which would have been occupied by the steering component, such as a rear steering rack. This volume can be utilised by wiring or electrical components. Optionally, at least one of the first bracket and second bracket may be manufactured by high pressure die casting. The bracket(s) may be manufactured by high pressure die casting as a result good dimensional accuracy of the brackets can be achieved at high production rates. As the brackets may comprise volume optimisation features for reduction in weight but maintaining structural integrity these complex structures can be achieved by this casting method utilising an appropriate die. Optionally, the bracket may be mounted to the subframe by self-tapping fixings. Utilising self-tapping fixings (e.g. bolts or fixings) may simplify the manufacturing process as there is no need to pre-tap the mounting feature (the hole) prior to assembly. Optionally, the bracket may have at least one alignment feature that that corresponds to at least one subframe alignment feature adjacent to the recess. The alignment feature may enable the manufacturer working on the process line to more quickly and efficiently attach the bracket to the rear subframe. The alignment feature may be an aperture or hole which aligns with a similar hole or complementary feature on the rear subframe. The manufacturer may utilise a dowl or metal rod or other such ancillary component to temporarily fix the bracket to the rear subframe prior to fixing using self-tapping bolts or the like. According to an additional aspect of the invention, there is provided a sub-assembly fora vehicle comprising a rear subframe according to any previously described rear subframe and a suspension arrangement including a wheel carrying arrangement and a toe link; and wherein the toe link extends between the wheel carrying arrangement and the bracket. The sub-assembly for a vehicle has the advantages of the rear sub-frame which it comprises. According to a further aspect of the invention, there is provided a vehicle comprising a rear subframe ora subassembly. The vehicle has the advantages of the rear sub-frame from which it comprises. According to a yet further aspect of the invention, there is provided a method of manufacturing a rear subframe fora vehicle, the method comprising the steps of providing: a front cross-member, a rear cross-member, a first lateral member and a second lateral member; wherein at least one of the first and second lateral members comprises: a recess configured to receive a portion of a steering component, wherein when the steering component is mounted to the rear subframe the steering component configures the vehicle in a four-wheel steering configuration; and a bracket including a formation configured to receive a connector extending from a wheel carrying arrangement that configures a vehicle in a two-wheel steering configuration; and the method further comprising the steps of: connecting the front cross-member to the rear cross-member by the first lateral member; connecting the front cross-member to the rear cross-member by the second lateral member; and mounting the bracket to the recess. The method enables a front steered rear-subframe to be manufactured on the same manufacturing line as a rear-steered subframe. Additional advantages of the method will be apparent to the skilled reader when reading the method in conjunction with description of the previous aspects of the invention. The method may comprise additional features as described in any previous aspect or embodiment of the invention. Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in anyway and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner. BRIEF DESCRIPTION OF THE DRAWINGS One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a vehicle in accordance with an embodiment of the invention; Figure 2 shows a sub-assembly of a vehicle in accordance with an embodiment of the invention; Figure 3 shows a rear subframe in accordance with an embodiment of the invention; Figures 4a and 4b show brackets in accordance with an embodiment of the invention; Figure 5 shows the rear subframe of Figure 3 with the brackets of Figures 4a and 4b attached; Figures 6a and 6b show further brackets in accordance with an embodiment of the invention; Figure 7 shows the rear subframe of Figure 3 with the brackets of Figures 6a and 6b attached; and Figure 8 shows a flow chart and method steps for manufacturing a rear subframe. DETAILED DESCRIPTION A rear subframe 10 is accordance with an embodiment of the present invention is described herein with reference to the accompanying Figures 1 to 8. The rear subframe 10 is suitable for supporting an electric machine 102 (or prime mover 102) of a vehicle 1. As shown in Figure 2 the rear subframe 10 is part of a subassembly 100 of the vehicle 1. As shown in Figure 1, the vehicle 1 is a wheeled passenger vehicle. The passenger vehicle 1 depicted is of the 4x4 or SUV type, however the vehicle 1 may be a car, a van, a light goods vehicle, or other such vehicle. The vehicle 1 has a front F as shown in Figure 1 and 2. The front F is in the direction that the vehicle 1 will move in a forward drive mode. The rear R is disposed on the opposite end of the vehicle 1 and is the direction that the vehicle 1 will move in in a reverse drive mode. The vehicle has front wheels 2a, 2b and rear wheels 4a, 4b. Rear wheel 4a is not shown in the view of the vehicle in Figure 1 as it is obscured by the vehicle 1 body. 5 The vehicle 1 has a powertrain. The powertrain comprises a propulsion system comprising the at least one prime mover 102. The prime mover 102 is an electric traction motor. Alternatively the vehicle 1 may comprise a plurality of prime movers 102. Where a plurality of prime movers 102 are provided they may be a plurality of electric traction motors. Where the at least one prime mover 102 comprises an electric traction motor this is an electric motor arranged to convert electrical energy into kinetic energy in the form of mechanical torque and may also be arranged to convert kinetic energy into electrical energy. The electric traction motor 102 may be an alternating current induction motor or a permanent magnet motor, or another type of suitable electric machine. The electric traction motor 102 is a traction motor configured to enable at least an electric mode comprising electric-only driving. That is, the electric traction motor 102 can drive the vehicle 1 by itself (without additional torque provided by a second torque source such as an internal combustion engine). Another term for the electric traction motor 26 is an electric drive unit (EDU). In order to store electrical energy for the electric traction motor 102, the vehicle 1 comprises an electrical energy storage means. The electrical energy storage means can be a traction battery. The traction battery provides a nominal voltage required by electrical power users such as the electric traction motor 102. The traction battery may be a high voltage battery. The traction battery may have a voltage and capacity to support electric only driving for sustained distances. The traction battery may have a capacity of several kilowatt-hours, to maximise range. The capacity may be in the tens of kilowatt-hours, or even over a hundred kilowatt-hours. Although the traction battery is described as one entity, the function of the traction battery could be implemented using a plurality of small traction batteries in different locations on the vehicle 1. An inverter may be provided to convert between the DC output of the traction battery and the AC input required for the electric machine 102. The prime mover(s) 102 are selectively operable for the purpose of providing drive torque for accelerating the vehicle 1. In alternative configurations with two prime movers 102, the first prime mover 102 may provide drive to a front axle and the second prime mover 102 provides drive to a rear axle. Figure 2 schematically illustrates an example of at least part ofthe sub-assembly 100 of the vehicle 1 with rear wheels 4a, 4b, a rear subframe 10, a suspension assembly 108 and the prime mover 102. The rear subframe 10 is configured to directly or indirectly connect to some or all of these components, and optionally other components (not shown), to support them on the vehicle. The suspension assembly 108 comprises a wheel carrying arrangement 104 including a toe link 106 that controls the steering angle ofthe wheels 4a,b. With reference to Figures 3 to 5 the rear subframe 10 will be described in more detail. As shown in Figure 3 the rear subframe comprises a front cross-member 20, a rear cross-member 30, a first lateral member 40 and a second lateral member 50. The front and rear cross-members 20, 30 are connected by the first lateral member 40. The front and rear cross-members 20, 30 are connected by the second lateral member 50. The connection of the cross-members 20, 30, and lateral members 40, 50 forms a rectangular frame onto which components of the vehicle 1, such as the wheels 4a, 4b may be connected and / or mounted. The first lateral member 40 may be made up of an extension of the front cross-member 20 and / or an extension of the rear cross-member 30 such that the first lateral member 40 at least partially comprises a part of the front and / or rear cross-members 20, 30. Or, the first lateral member 40 may be made up entirely of the front and / or rear cross-members 20, 30. Alternatively, the first lateral member 40 may be a casting or tubing connected to the front and rear cross-members 20, 30. The same applies to the second lateral member. The rear subframe 10 may optionally comprise an intermediate cross-member 32. The intermediate crossmember 32 provides additional stiffness to the rear subframe. The intermediate cross-member is connected to the first and second lateral members 40, 50. The cross-members together define an envelope E for the receipt of at least a portion of the prime mover 102 where the prime mover 102 is installed in the sub-assembly 100 for a rear-wheel drive or four-wheel drive vehicle 1 as shown in Figure 2. Referring back to Figure 3, the first and second lateral members of the rear subframe each have a recess 42, 52. The first and second recesses 42, 52 are configured to receive a portion of a steering component, wherein, when the steering component is mounted to the rear subframe, the steering component configures the vehicle in a four-wheel steering configuration (that is, steering of the rear wheels as well as of the front wheels, the arrangement of which front wheels is not discussed further herein). The steering component may be a portion of a rear steering rack that may be mounted to the rear subframe and connected to the toe-links 106 to make the vehicle 1 a four-wheel steered vehicle 1. The first and second recesses 42, 52 are scalloped. The scallops are sized such that, in use, portions of the steering component may be constrained within the recess. The steering component may be mounted to the rear subframe via mounting points 44, 46 for the first recess 42 and mounting points 54, 56 for the second recess. The mounting points 44, 46 are located either side of the first recess 42. The mounting points 54, 56 are located either side of the second recess 52. The mounting points 44, 46, 54, 56 may be holes sized for receipt of a bolt or self-tapping fixing. The rear subframe 10 may optionally have an alignment feature 48. The alignment feature 48 is used to assist with aligning the steering component when a vehicle 1 is being manufactured. The alignment feature 48 is a hole adjacent the mounting point 44 of the first recess 42 as is shown in Figure 3. The hole is sized for receipt of a dowl or another feature which assists with mounting the steering component to the rear subframe 10. Alternatively, the mounting feature may be an extension or rod which is continuous or contiguous with the first lateral member 40. The rear subframe 10 may optionally have a second alignment feature 58. The alignment feature 58 is used to assist with aligning the steering component when a vehicle 1 is being manufactured. The alignment feature 58 is a hole adjacent the mounting point 54 of the second recess 52 as is shown in Figure 3. The hole is sized for receipt of a dowl or other feature which assists with mounting the steering component to the rear subframe 10. Alternatively, the mounting feature may be an extension or projection which is continuous or contiguous with the second lateral member 50. The rear subframe 10 may have one or more bushings 12 (also known as connection points 12) as shown in Figure 3. The bushings 12 are used to connect the rear subframe 10 to additional components or other vehicle 1 subframes or other vehicle structures to connect the subframe to the vehicle. As will be apparent when the steering component is mounted to the rear subframe 10 the rear subframe 10 is configured in the rear-wheel steer configuration. When the steering component is not mounted to the rear subframe 10 the rear subframe 10 is not in a rear-wheel steer configuration. The conversion of the rear subframe 10 to a non-rear-steer-wheel configuration will now be described with the aid of Figures 3 to 5. This is achieved using first bracket 60 and second bracket 70 that are respectively received in first and second recesses 42, 52. The first and second brackets 60, 70 are handed. The first bracket 60 is shown in Figure 4a. The bracket 60 has a body 61 and a formation 62 extending from the body 61. The formation 62 is configured to receive a connector (the toe link 106) extending from the wheel carrying arrangement 104 in order to configure the vehicle 1 in a two-wheel (front-wheel) steering configuration (that is, for non-steering of the rear wheels). This arrangement is shown schematically in Figure 2. The formation 62 may be a known or standard formation for the connection of a toe link to a bracket enabling the rear subframe to be connected to known wheel carrying arrangements 104. The body 61 is shaped such that a portion of the body 61 it extends into the recess 42 when the bracket 60 is mounted to the recess 42. The bracket 60 has on the opposite side to the formation 62, one or more mounting points 64,66. The mounting points align with the mounting points 44, 46. The mounting points 44, 46 may be holes sized for receipt of a bolt or self-tapping fixing or bolt 80. The use of self-tapping fixings 80 or self-tapping bolts 80 enables the easier production of the rear subframe 10 as the bracket 60 is able to be securely mounted in situ on the production line. The bracket 60 may also have an alignment feature 68 configured to align with the alignment feature 48 located on the first lateral member 40. The alignment feature 68 may be a hole sized for receipt of a dowl or another feature which assists with mounting the steering component to the rear subframe 10. Alternatively, the mounting feature 68 may be an extension or rod which extends in the direction towards the alignment feature 48 of the first lateral member 40, in use. The second bracket 70 is shown in Figure 4b and is a mirror image of the first bracket 60 with corresponding features with reference numerals beginning 7 instead of 6. The brackets 60, 70 may be produced by a casting method, such as high pressure die casting or investment casting or low pressure die casting or gravity die casting. Alternatively, they may be produced by machining from a billet of alloy. Optionally, the brackets 60, 70 are manufactured using the same alloy as the subframe to reduce electrical potential between the cross-members 20, 30, 40, 50 and the brackets 60, 70 and thus the likelihood of galvanic corrosion in use. The brackets 60, 70 may have topology optimisation regions 67, 77 to reduce the weight of the brackets 60, 70 compared to the same bracket without the optimisation regions 67, 77. The brackets 60, 70 are shown mounted to the rear subframe 10 in Figure 5 using the self-tapping bolts 80. The brackets 60, 70 are partially received within the recesses 42, 52 which they are mounted to. In the configuration shown in Figure 5 the rear subframe 10 is in the non-rear steered wheel configuration. An alternative bracket 160,170 is shown in Figures 6a, 6b and 7. The first and second brackets 160,170 are substantially similar to brackets 60, 70 and similar numbering is used to described brackets 160, 170 as for brackets 60, 70. Different from the brackets 60, 70, the brackets 160, 170 each have a spigot 161, 171 disposed on the body 61,71 opposite the formation 62, 72. The spigot 161, 171 may be continuous with the rest of the body 61,71 such that the bracket 160,170 is a single unitary component. The spigot 161,171 may be sized to engage or connect to a portion of a bridging element 190 as is shown in Figure 7. The ends of the bridging element 190 are connected to the brackets 160,170. As will be apparent from close review of Figure 7 the spigots 161,171 are not visible as they are contained within the bridging element 190, which in this configuration may be a tubular bridging element 190. Where the bridging element 190 is tubular the open ends of the bridging element 190 may be received by the spigots 161, 171 to connect the brackets 160,170 together. The bridging element 190 may have a constant cross-section (annular, square, rectangular, oval, etc) along its length. Alternatively, the cross-section may vary along the length between the two ends of the bridging elements 190. The brackets 160,170 may be welded to the bridging element 190. In such a case, the brackets 160,170 and bridging element 190 may be made from the same metal or alloy, or two alloys which may be welded together. Alternatively, the bridging element 190 may be made of a composite material. Instead ofwelding, the bridging element 190 may be connected to the brackets 160,170 by other conventional means, such as by bolts or other fixtures. Instead of a separate bridging element 190 which is connected to the brackets 160, 170 there instead may be a single unitary assembly comprising the brackets 160, 170 and bridging element 190. In such a case, the unitary body may be cast as a single component and the unitary body may not have spigots 161, 171. The unitary body may be cast using any of the methods described previously. The bridging element 190, when employed with the brackets 160,170 enable a steering rack to be mounted across the rear-subframe 10 (the same rear subframe when non-rear wheel steering is being deployed) and be connected to the toe links 106 whereby, instead of the toe links being merely locked in a fixed (albeit usually adjustable) position, providing a fixed steering angle for the rear wheels, the toe links moved by the steering rack to steer the rear wheels under certain circumstances for improved steering of the vehicle. The control, and degree, of rear wheel steering is known in the art and is not discussed further herein. Figure 8 illustrates a method 200 according to an embodiment of the invention. The method 200 is a method of manufacturing a front-wheel only steered vehicle or a rear-wheel steered vehicle on the same assembly line. The method 200 comprises, in step S210, assembling a rear subframe 10 as described above with reference to Figure 3 and having said recesses 42,52 and mounting points 44,46,54,56. Where the vehicle is to be a front-wheel only steered vehicle, step S220 comprises fixing brackets 60, 70 to the mounting points 44,46,54,56 of the subframe 10, whereas when the vehicle is to be a rear-wheel steered vehicle, step S220 comprises fixing brackets 160,170, with connection therebetween of said bridging element 190, to the mounting points 44,46,54,56 of the subframe 10, said bridging element 190 at least being accommodated in said recesses 42,52. Where the vehicle is a front-wheel only steered vehicle, step S230 comprises assembling rear wheel suspension components to the subframe 10 whereby toe-links 106 from the brackets 60,70 adjustably fixes the steering angle of rear wheels when mounted to the rear wheel suspension components, whereas, when the vehicle is a rear-wheel steered vehicle, in step S230 assembling rear wheel suspension components to the subframe 10 includes providing a steering rack in said bridging element 190 whereby toe-links 106 connected to said steering rack enable dynamic adjustment of the steering angle of rear wheels when mounted to the rear wheel suspension components and provide rear-wheel steering of the vehicle. It will be appreciated that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

1. A rear subframe for supporting an electric machine of a vehicle, the subframe comprising:a front cross-member;a rear cross-member;a first lateral member and a second lateral member each connecting the front cross-member to the rear cross-member;wherein at least one of the first and second lateral members comprises:a recess configured to receive a portion of a steering component, wherein when the steering component is mounted to the rear subframe the steering component configures the vehicle in a four-wheel steering configuration; anda bracket mounted to the recess, the bracket including a formation configured to receive a connector extending from a wheel carrying arrangement that configures a vehicle in a two-wheel steering configuration.

2. A rear subframe according to claim 1, wherein the bracket mounted to the recess prevents aportion of a steering component being received within the recess.

3. A rear subframe for a vehicle according to claim 1 or 2, wherein the bracket is mounted to therecess of the frame at a steering component mounting point or steering component mounting points.

4. A rear subframe for a vehicle according to any preceding claim, wherein the bracket has aportion that extends into the recess of the rear subframe.

5. A rear subframe for a vehicle according to any preceding claim, wherein the connector is a toelink.

6. A rear subframe for a vehicle according to any preceding claim, the rear subframe including asecond recess for receiving at least a second portion of a steering component that is, in use, mountable to the rear subframe; anda second bracket mounted to the recess of the rear subframe, the second bracket including a second formation configured to receive a connector extending from a wheel carrying arrangement.

7. A rear subframe for a vehicle according to claim 6, wherein the first and second brackets areconnected by a bridging element.

8. A rear subframe for a vehicle according to claim 7, wherein the bridging element is tubular.

9. A rear subframe for a vehicle according to claim 7 or 8, wherein the first bracket has a firstspigot and the second bracket has a second spigot;the bridging element is connected to the first bracket via the first spigot, and the bridging element is connected to the second bracket via the second spigot.

10. A rear subframe for a vehicle according to any one of claims 6 to 9, wherein at least one ofthe first bracket and second bracket are manufactured by high pressure die casting.

11. A rear subframe for a vehicle according to any preceding claim, wherein the bracket ismounted to the subframe by self-tapping fixings.

12. A rear subframe for a vehicle according to any preceding claim, wherein the bracket has atleast one alignment feature that that corresponds to at least one subframe alignment feature adjacent to the recess.

13. A sub-assembly for a vehicle comprising a rear subframe according to any preceding claim and a suspension arrangement including a wheel carrying arrangement and a toe link; andwherein the toe link extends between the wheel carrying arrangement and the bracket.

14. A vehicle comprising a rearsubframe according to any of claims 1 to 12 ora sub-assembly according to claim 13.

15. A method of manufacturing a rear subframe for a vehicle,the method comprising the steps of providing:a front cross-member, a rear cross-member, a first lateral member and a second lateral member;wherein at least one of the first and second lateral members comprises:a recess configured to receive a portion of a steering component, wherein when the steering component is mounted to the rear subframe the steering component configures the vehicle in a four-wheel steering configuration; anda bracket including a formation configured to receive a connector extending from a wheel carrying arrangement that configures a vehicle in a two-wheel steering configuration; andthe method further comprising the steps of:connecting the front cross-member to the rear cross-member by the first lateral member;connecting the front cross-member to the rear cross-member by the second lateral member;mounting the bracket to the recess.

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