Rear subframe and vehicle

Abstract

A rear subframe, comprising a first cross beam (10), a second cross beam (20), a first longitudinal beam (30), a second longitudinal beam (40), and a mounting component (50). The first cross beam and the second cross beam are spaced apart; the first longitudinal beam and the second longitudinal beam are spaced apart; the first cross beam is connected to the first longitudinal beam and the second longitudinal beam; the second cross beam is connected to the first longitudinal beam and the second longitudinal beam; the mounting component is connected to the first cross beam and the second cross beam, and the mounting component is used for mounting a functional component. Also provided is a vehicle comprising the rear subframe. The structure can effectively improve the stability of the functional component mounted on the rear subframe.

Description

Rear subframe and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese Patent Application No. 202410269393.X, filed on March 8, 2024, entitled “Rear Subframe and Vehicle,” the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present application relates to the field of vehicle technology, and in particular to a rear subframe and a vehicle. Background Art

[0004] With the rapid development of the vehicle industry and the continuous improvement of people's living standards, the demand for and ownership of vehicles are also increasing, and people are paying more and more attention to the configuration and performance of vehicles.

[0005] As vehicles become increasingly equipped with more features, the number of functional components required to be mounted on the rear subframe is also increasing. However, existing components mounted on the rear subframe generally suffer from poor stability. Therefore, how to effectively improve the stability of functional components mounted on the rear subframe is an urgent problem to be solved in vehicle technology. Summary of the Invention

[0006] In view of the above problems, the present application provides a rear subframe and a vehicle, which can effectively improve the stability of functional components installed on the rear subframe.

[0007] In a first aspect, an embodiment of the present application provides a rear subframe, comprising a first crossbeam, a second crossbeam, a first longitudinal beam, a second longitudinal beam, and a mounting component. The first crossbeam and the second crossbeam are spaced apart, the first longitudinal beam and the second longitudinal beam are spaced apart, the first crossbeam connects the first longitudinal beam and the second longitudinal beam, and the second crossbeam connects the first longitudinal beam and the second longitudinal beam. The mounting component is connected to the first crossbeam and the second crossbeam, and is used to mount a functional component.

[0008] The above technical solution provides a mounting component connected to the first and second crossbeams. After the functional component is mounted on the mounting component, the mounting component can transfer the load generated by the functional component to the first and second crossbeams. In other words, the first and second crossbeams can jointly bear the load generated by the functional component, and the rear subframe as a whole can further bear the load generated by the functional component. In this way, the stability of the functional component mounted on the rear subframe can be effectively improved.

[0009] In some embodiments of the first aspect, the mounting component includes a first part and two second parts, one of the two second parts is connected to the first part and the first beam, the other of the two second parts is connected to the first part and the second beam, and the two second parts are bent relative to the first part in a direction away from the ground.

[0010] The installation component of the above technical solution bends the two second parts relative to the first part in a direction away from the ground, so that the installation component forms a backpack-like structure protruding toward the ground, which can provide a larger installation space for the rear-wheel steering gear, thereby reducing the risk of interference between the rear-wheel steering gear and the first crossbeam, the second crossbeam, the first longitudinal beam or the second longitudinal beam, and can effectively reduce the difficulty of installing the rear-wheel steering gear.

[0011] In some embodiments of the first aspect, a hollow structure is provided on the mounting component.

[0012] The above technical solution, by providing a hollow structure on the mounting component, can, on the one hand, significantly reduce the weight of the mounting component, thereby contributing to the lightweight design of the entire vehicle; on the other hand, the hollow structure can also relieve stress to a certain extent, reducing the risk of damage to the mounting component due to excessive local stress.

[0013] In some embodiments of the first aspect, a mounting point is provided on the mounting component, and the mounting point is arranged in a peripheral area of ​​the hollow structure.

[0014] In this way, the above technical solution can provide more design and application flexibility while enabling the mounting component to meet mechanical performance requirements by dividing the mounting component into a first area and a second area having specific functions and characteristics respectively.

[0015] In some embodiments of the first aspect, a first groove and a second groove are respectively provided on opposite sides of the first longitudinal beam.

[0016] The cross-sectional shape of the first longitudinal beam along its own extension direction of the above technical solution is H-shaped, which effectively improves the structural strength of the first longitudinal beam itself from a structural form, thereby improving the overall collision resistance of the rear subframe at a lower cost.

[0017] In some embodiments of the first aspect, the first longitudinal beam further includes a first rib protruding from a bottom surface of the first groove.

[0018] The above technical solution can further improve the structural strength of the first longitudinal beam by providing the first rib, thereby further improving the overall anti-collision performance of the rear subframe.

[0019] In some embodiments of the first aspect, the second beam is disposed closer to the ground relative to the first beam.

[0020] This technical solution not only improves the installation efficiency and reduces the difficulty of rear-wheel steering gear installation, but also facilitates future maintenance and replacement. Furthermore, the larger installation space allows for a wider range of rear-wheel steering gear models, increasing vehicle design flexibility.

[0021] In some embodiments of the first aspect, the second cross beam includes a main body and two connecting parts, the two connecting parts are respectively connected to the two ends of the main body along its own extension direction and are bent relative to the main body in a direction away from the ground, and the two connecting parts are respectively connected to the first longitudinal beam and the second longitudinal beam.

[0022] On the one hand, the U-shaped structure formed by the bending of the connecting portion relative to the main body of the above technical solution can improve the overall structural stability of the second crossbeam, thereby further improving the stability of the rear wheel steering gear installed on the rear subframe; on the other hand, the bending angle between the connecting portion and the main body can be adjusted to better adapt to different vehicle models and design changes, thereby improving the versatility and flexibility of the rear subframe.

[0023] In some embodiments of the first aspect, the rear subframe further includes a third cross beam, the two ends of the first longitudinal beam are respectively connected to the first cross beam and the third cross beam, the two ends of the second longitudinal beam are respectively connected to the first cross beam and the third cross beam, and in the extension direction of the first longitudinal beam and the second longitudinal beam, the second cross beam is located between the first cross beam and the third cross beam.

[0024] The above technical solution further introduces the third crossbeam, and the first crossbeam, the second crossbeam, the third crossbeam, the first longitudinal beam and the second longitudinal beam together constitute the load-bearing frame structure of the rear subframe, which can further improve the overall structural strength of the rear subframe.

[0025] In some embodiments of the first aspect, the rear subframe further includes a first suspension mounting portion and a second suspension mounting portion, the first suspension mounting portion being connected to the third cross beam, the second suspension mounting portion being connected to the first longitudinal beam and / or the second longitudinal beam, and the second suspension mounting portion being located on at least one of the two sides of the second cross beam along its own extension direction.

[0026] The above technical solution, by providing a first and second suspension mounting portion, facilitates installation of the independent rear suspension system, thereby improving vehicle driving stability and ride comfort. Furthermore, the two second suspension mounting portions are connected to the first and second longitudinal beams, respectively, and are located on either side of the second crossbeam along its extension direction, thereby enhancing the stability of the second suspension mounting portions.

[0027] In some embodiments of the first aspect, the first longitudinal beam is bent away from the ground, and / or the second longitudinal beam is bent away from the ground.

[0028] The above technical solution can not only further improve the structural strength of the rear subframe, but also enable the rear subframe to better adapt to different vehicle models and design changes, thereby improving the versatility and flexibility of the rear subframe.

[0029] In some embodiments of the first aspect, the rear subframe is a one-piece high-pressure casting structure.

[0030] By adopting an integrated high-pressure casting method for the rear subframe, production efficiency is improved, deformation of the rear subframe during the production process is minimized, and the product qualification rate is high. In this way, the economic benefits of the rear subframe can be significantly improved.

[0031] In some embodiments of the first aspect, the mounting component is used to mount a rear wheel steering machine.

[0032] In a second aspect, the present application provides a vehicle comprising a rear-wheel steering machine and a rear subframe provided by any embodiment of the first aspect, wherein the rear-wheel steering machine is connected to a mounting component.

[0033] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present application. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

[0035] FIG1 is a schematic diagram of the three-dimensional structure of a rear subframe provided in some embodiments of the present application;

[0036] FIG2 is a side view schematic diagram of a rear subframe provided in some embodiments of the present application;

[0037] FIG3 is a rear view schematic diagram of a rear subframe provided in some embodiments of the present application;

[0038] FIG4 is a schematic top view of a rear subframe provided in some embodiments of the present application;

[0039] FIG. 5 is a schematic cross-sectional structural diagram along line AA of FIG. 4 .

[0040] The accompanying drawings in the specific implementation manner are as follows:

[0041] 10. First crossbeam; 20. Second crossbeam; 21. Main body; 22. Connecting portion;

[0042] 30. First longitudinal beam; 31. First groove; 32. Second groove; 33. First wall; 34. Second wall; 35. First reinforcing rib; 36. First convex rib; 361. First rib; 362. Second rib; 37. Second convex rib;

[0043] 40. Second longitudinal beam;

[0044] 50. Mounting component; 51. First portion; 52. Second portion; 53. Hollow structure; 54. Setting area; 55. Peripheral area; 56. Mounting point;

[0045] 60, third crossbeam; 70, first suspension mounting portion; 80, second suspension mounting portion; X, first direction; Y, second direction; Z, third direction. DETAILED DESCRIPTION

[0046] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0047] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. The terms "first" and "second" in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary-secondary relationship.

[0048] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments.

[0049] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connected," and "attached" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediate medium, or internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0050] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0051] In the embodiments of this application, the same reference numerals represent the same components, and for the sake of brevity, detailed descriptions of the same components in different embodiments are omitted. It should be understood that the thickness, length, width, and other dimensions of the various components in the embodiments of this application, as well as the overall thickness, length, width, and other dimensions of the integrated device shown in the drawings are merely illustrative and should not constitute any limitation on this application.

[0052] The term "plurality" used in this application refers to two or more (including two).

[0053] In this application, the term "parallel" includes not only the absolutely parallel situation, but also the roughly parallel situation conventionally recognized in engineering; at the same time, "vertical" also includes not only the absolutely vertical situation, but also the roughly vertical situation conventionally recognized in engineering.

[0054] With the rapid development of the vehicle industry and the continuous improvement of people's living standards, the demand for and ownership of vehicles are also increasing, and people are paying more and more attention to the configuration and performance of vehicles.

[0055] As vehicle configurations become increasingly diverse, the number of functional components that need to be installed on the rear subframe is also increasing. However, the components currently installed on the rear subframe generally have the problem of poor stability. For example, in models with rear-wheel steering, the rear-wheel steering gear needs to be installed on the rear subframe. In the process of installing the rear-wheel steering gear on the rear subframe, it is generally necessary to first weld an additional crossbeam to the rear subframe, and then install the rear-wheel steering gear on this crossbeam. However, due to the small design space of the rear subframe itself, welding an additional crossbeam is difficult. Moreover, the load generated by the rear-wheel steering gear is concentrated on this single crossbeam, resulting in poor stability of the rear-wheel steering gear.

[0056] Based on the above considerations, the present application designs a rear subframe, which includes a first crossbeam, a second crossbeam, a first longitudinal beam, a second longitudinal beam, and a mounting component. The first crossbeam and the second crossbeam are spaced apart, the first longitudinal beam and the second longitudinal beam are spaced apart, the first crossbeam connects the first longitudinal beam and the second longitudinal beam, and the second crossbeam connects the first longitudinal beam and the second longitudinal beam. The mounting component is connected to the first crossbeam and the second crossbeam, and is used to mount functional components.

[0057] The above technical solution provides a mounting component connected to the first and second crossbeams. After the functional component is mounted on the mounting component, the mounting component can transfer the load generated by the functional component to the first and second crossbeams. In other words, the first and second crossbeams can jointly bear the load generated by the functional component, and the rear subframe as a whole can further bear the load generated by the functional component. In this way, the stability of the functional component mounted on the rear subframe can be effectively improved.

[0058] The following first introduces the rear subframe provided by the embodiments of the present application with reference to the accompanying drawings. Figure 1 is a schematic diagram of the three-dimensional structure of a rear subframe provided by some embodiments of the present application, Figure 2 is a schematic diagram of the side structure of a rear subframe provided by some embodiments of the present application, and Figure 3 is a schematic diagram of the rear structure of a rear subframe provided by some embodiments of the present application.

[0059] As shown in Figures 1 to 3, an embodiment of the present application provides a rear subframe, which includes a first crossbeam 10, a second crossbeam 20, a first longitudinal beam 30, a second longitudinal beam 40, and a mounting component 50. The first crossbeam 10 and the second crossbeam 20 are spaced apart, and the first longitudinal beam 30 and the second longitudinal beam 40 are spaced apart. The first crossbeam 10 connects the first longitudinal beam 30 and the second longitudinal beam 40, and the second crossbeam 20 connects the first longitudinal beam 30 and the second longitudinal beam 40. The mounting component 50 is connected to the first crossbeam 10 and the second crossbeam 20, and is used to mount functional components.

[0060] For example, based on the vehicle's forward direction, the rear subframe refers to the support structure located at the rear of the vehicle, primarily supporting and connecting the vehicle's rear wheels and suspension system. Functional components may include, but are not limited to, rear-wheel steering gear or motors. The rear-wheel steering gear is a component of the vehicle's suspension system that allows a certain degree of steering of the rear wheels during driving. This system is typically used in high-end or high-performance vehicles to improve vehicle handling and stability.

[0061] The first cross member 10 and the second cross member 20 may be spaced apart in the front-to-rear direction of the vehicle. The first cross member 10 may be closer to the rear of the vehicle than the second cross member 20. That is, the first cross member 10 may also be referred to as a rear cross member. The first longitudinal member 30 and the second longitudinal member 40 may be spaced apart in the left-to-right direction of the vehicle. That is, one of the first longitudinal member 30 and the second longitudinal member 40 may also be referred to as a left longitudinal member, and the other of the first longitudinal member 30 and the second longitudinal member 40 may also be referred to as a right longitudinal member.

[0062] The first crossbeam 10 can be detachably connected to the first longitudinal beam 30, or can be integrally provided on the first longitudinal beam 30. The first crossbeam 10 can be directly connected to the first longitudinal beam 30, or can be restricted to the first longitudinal beam 30 by other components. As an example, the connection method between the first crossbeam 10 and the first longitudinal beam 30 can be, but is not limited to, bolt connection, welding, riveting or clamping, etc. It can be understood that the connection between the first crossbeam 10 and the second longitudinal beam 40 has the same principle as the connection between the first crossbeam 10 and the first longitudinal beam 30. The specific connection details between the first crossbeam 10 and the second longitudinal beam 40 can be referred to the description of the corresponding part in the connection relationship between the first crossbeam 10 and the first longitudinal beam 30 described in the above embodiment of the present application. For the sake of brevity, they will not be repeated here.

[0063] The second crossbeam 20 can be detachably connected to the first longitudinal beam 30, or can be integrally provided on the first longitudinal beam 30. The second crossbeam 20 can be directly connected to the first longitudinal beam 30, or can be restricted to the first longitudinal beam 30 by other components. As an example, the connection method between the second crossbeam 20 and the first longitudinal beam 30 can be, but is not limited to, bolt connection, welding, riveting or clamping, etc. It can be understood that the connection between the second crossbeam 20 and the second longitudinal beam 40 has the same principle as the connection between the second crossbeam 20 and the first longitudinal beam 30. For the specific connection details between the second crossbeam 20 and the second longitudinal beam 40, please refer to the description of the corresponding part in the connection relationship between the second crossbeam 20 and the first longitudinal beam 30 described in the above embodiment of the present application. For the sake of brevity, they will not be repeated here.

[0064] The first crossbeam 10, the second crossbeam 20, the first longitudinal beam 30, and the second longitudinal beam 40 collectively constitute the load-bearing frame structure of the rear subframe. Optionally, the first crossbeam 10, the second crossbeam 20, the first longitudinal beam 30, and the second longitudinal beam 40 can be made of, but are not limited to, steel, iron, copper, a copper alloy, aluminum, or an aluminum alloy.

[0065] The mounting component 50 can be detachably connected to the first crossbeam 10 or can be integrally provided on the first crossbeam 10. The mounting component 50 can be directly connected to the first crossbeam 10 or can be restricted on the first crossbeam 10 by other components. As an example, the connection method between the mounting component 50 and the first crossbeam 10 can be, but is not limited to, bolt connection, welding, riveting or clamping, etc. It can be understood that the connection between the mounting component 50 and the second crossbeam 20 has the same principle as the connection between the mounting component 50 and the first crossbeam 10. For the specific connection details between the mounting component 50 and the second crossbeam 20, please refer to the description of the corresponding part in the connection relationship between the mounting component 50 and the first crossbeam 10 described in the above embodiment of the present application. For the sake of brevity, it will not be repeated here.

[0066] The mounting member 50 may be, but is not limited to, a plate-shaped structure, a columnar structure, or a beam structure. Alternatively, the mounting member 50 may be, but is not limited to, made of steel, iron, copper, a copper alloy, aluminum, or an aluminum alloy. For example, the mounting member 50, the first crossbeam 10, the second crossbeam 20, the first longitudinal beam 30, and the second longitudinal beam 40 may be made of the same material to simplify the manufacturing process and reduce costs.

[0067] The above technical solution provides a mounting member 50 connected to the first cross member 10 and the second cross member 20. After the functional component is mounted on the mounting member 50, the mounting member 50 can transfer the load generated by the functional component to the first cross member 10 and the second cross member 20. In other words, the first cross member 10 and the second cross member 20 can jointly bear the load generated by the functional component, and the rear subframe as a whole can further bear the load generated by the functional component. In this way, the stability of the functional component mounted on the rear subframe can be effectively improved.

[0068] In some embodiments, the mounting component 50 includes a first part 51 and two second parts 52, one of the two second parts 52 is connected to the first part 51 and the first beam 10, the other of the two second parts 52 is connected to the first part 51 and the second beam 20, and the two second parts 52 are bent relative to the first part 51 in a direction away from the ground.

[0069] For example, the mounting component 50 is connected to the first beam 10 and the second beam 20 via the second portion 52, one of the two second portions 52 is connected to the first beam 10, and the other of the two second portions 52 is connected to the second beam 20. The functional component may be connected to the first portion 51 of the mounting component 50, the functional component may be connected to the second portion 52 of the mounting component 50, or the functional component may be connected to the first portion 51 and the second portion 52 of the mounting component 50.

[0070] The second portion 52 can be detachably connected to the first portion 51 or integrally provided on the first portion 51. The second portion 52 can be directly connected to the first portion 51 or secured to the first portion 51 via other components. For example, the second portion 52 and the first portion 51 can be connected by, but are not limited to, bolting, welding, riveting, or clamping.

[0071] Optionally, the first portion 51 and the second portion 52 are integrally formed. This simplifies the manufacturing process by eliminating the need for an additional joining process. Furthermore, the integral structure provides a stronger connection between the first portion 51 and the second portion 52 than would be achieved by an additional joining process.

[0072] The installation component 50 of the above technical solution bends the two second parts 52 relative to the first part 51 in a direction away from the ground, so that the installation component 50 forms a backpack-like structure protruding toward the ground, which can provide a larger installation space for functional components, thereby reducing the risk of interference between the functional components and the first crossbeam 10, the second crossbeam 20, the first longitudinal beam 30 or the second longitudinal beam 40, and can effectively reduce the difficulty of installing the functional components.

[0073] In some embodiments, a hollow structure 53 is provided on the mounting component 50 .

[0074] For example, the main purpose of providing the hollow structure 53 on the mounting component 50 is to reduce the weight of the mounting component 50 while maintaining the necessary strength and rigidity thereof.

[0075] Optionally, the hollow structure 53 can adopt different geometric designs, which can be but not limited to rectangle, triangle, trapezoid, circle, ellipse or polygon, etc. The hollow structure 53 can also adopt a more complex pattern design, such as grid, stripe or corrugated, etc. Different pattern designs can be selected as needed to adjust the rigidity and strength distribution of the component.

[0076] Optionally, the hollow structure 53 can be manufactured using advanced manufacturing technologies such as laser cutting, CNC milling or 3D printing. These technologies can accurately control the shape and size of the hollow portion and improve the consistency of the mounting component 50.

[0077] The above technical solution, by providing a hollow structure 53 on the mounting component 50, can, on the one hand, significantly reduce the weight of the mounting component 50, thereby contributing to the lightweight design of the entire vehicle; on the other hand, the hollow structure 53 can also release stress to a certain extent, thereby reducing the risk of damage to the mounting component 50 due to excessive local stress.

[0078] In some embodiments, a mounting point 56 is provided on the mounting component 50 , and the mounting point 56 is disposed in a peripheral area 55 of the hollow structure 53 .

[0079] For example, the peripheral area 55 of the hollow structure 53 refers to a portion of the area surrounding the hollow structure 53 on the mounting component 50. The mounting point 56 is used to mount the rear wheel steering gear. The mounting point 56 can be a threaded hole preset on the mounting component 50 for connecting bolts, or a riveted point preset on the mounting component 50 for fixing the rear wheel steering gear.

[0080] The peripheral area 55 of the hollow structure 53 is closer to the first crossbeam 10 and the second crossbeam 20, so that the peripheral area 55 of the hollow structure 53 has a higher stability. The functional components are connected to the installation points 56 set in the peripheral area 55 of the hollow structure 53, which is conducive to further improving the stability of the functional components installed on the rear subframe.

[0081] The placement area 54 of the hollow structure 53 and the peripheral area 55 of the hollow structure 53 can also be designed differently to increase the flexibility of the installation of the mounting component 50. The placement area 54 of the hollow structure 53 refers to the portion of the mounting component 50 where the hollow structure is placed. For example, the placement area 54 of the hollow structure 53 can be made of a lighter aluminum material, while the peripheral area 55 of the hollow structure 53 can be made of a more rigid steel material. The more rigid peripheral area 55 of the hollow structure 53 provides a better load-bearing effect on the rear wheel steering gear, while the lighter placement area 54 of the hollow structure 53 helps reduce the overall weight of the mounting component 50. This improves the stability of the functional components mounted on the rear subframe and further optimizes the lightweight design of the entire vehicle.

[0082] Optionally, the setting area 54 and the peripheral area 55 of the hollow structure 53 can be made of the same material to simplify the preparation process and help reduce costs.

[0083] In this way, the above technical solution can further improve the stability of the functional components installed on the rear subframe while providing more design and application flexibility by arranging the installation point 56 in the peripheral area 55 of the hollow structure 53.

[0084] FIG4 is a schematic top view of a rear subframe provided in some embodiments of the present application, and FIG5 is a schematic cross-sectional view along line AA of FIG4 .

[0085] Continuing to refer to FIG. 4 and FIG. 5 , in some embodiments, a first groove 31 and a second groove 32 are respectively defined on opposite sides of the first longitudinal beam 30 .

[0086] For example, the first longitudinal beam 30 may extend along the first direction X, and the first groove 31 and the second groove 32 may be respectively provided on two opposite sides of the first longitudinal beam 30 along the second direction Y, or the first longitudinal beam 30 may be respectively provided on two opposite sides of the first longitudinal beam 30 along the third direction Z.

[0087] In order to more clearly illustrate the embodiments of the present application, the following is an example in which the first longitudinal beam 30 extends along the first direction X, and the first longitudinal beam 30 is provided with a first groove 31 and a second groove 32 on two opposite sides along the second direction Y, and the openings of the first groove 31 and the second groove 32 are opposite to each other in the second direction Y.

[0088] The design of the first groove 31 and the second groove 32 enables the first longitudinal beam 30 to have an H-shaped cross-section along its extension direction. As an example, the first longitudinal beam 30 includes a first wall 33, a second wall 34, and a first reinforcing rib 35. The first wall 33 and the second wall 34 are arranged opposite each other along the third direction Z. The first reinforcing rib 35 is connected between the first wall 33 and the second wall 34. The first reinforcing rib 35, the first wall 33, and the second wall 34 together form the first groove 31 and the second groove 32. In other words, the two opposite surfaces of the first reinforcing rib 35 along the second direction Y are the bottom surfaces of the first groove 31 and the bottom surfaces of the second groove 32, respectively. The first direction X, the second direction Y, and the third direction Z are perpendicular to each other.

[0089] The cross-sectional shape of the first longitudinal beam 30 along its own extension direction of the above technical solution is H-shaped, which effectively improves the structural strength of the first longitudinal beam 30 itself from a structural form, thereby improving the overall anti-collision performance of the rear subframe at a lower cost.

[0090] In some embodiments, the first longitudinal beam 30 further includes a first rib 36 , which protrudes from the bottom surface of the first groove 31 .

[0091] For example, using the example of the first longitudinal beam 30 comprising the first wall 33, the second wall 34, and the first reinforcing rib 35, the first rib 36 protrudes from the surface of the first reinforcing rib 35 along the second direction Y and is located within the first groove 31, significantly enhancing the structural strength of the first reinforcing rib 35. The first rib 36 can be directly connected to the first reinforcing rib 35 or secured to the first reinforcing rib 35 by other components. For example, the connection between the first rib 36 and the first reinforcing rib 35 can be, but is not limited to, bolting, welding, riveting, or clamping.

[0092] Optionally, the first rib 36 may be made of, but is not limited to, steel, iron, copper, copper alloy, aluminum, or aluminum alloy. As an example, the first rib 36, the first wall 33, the second wall 34, and the first reinforcing rib 35 may be made of the same material to simplify the manufacturing process and help reduce costs.

[0093] Optionally, the first rib 36, first wall 33, second wall 34, and first reinforcing rib 35 are integrally formed. This eliminates the need for an additional joining process to connect the first rib 36, first wall 33, second wall 34, and first reinforcing rib 35, simplifying the manufacturing process. Furthermore, compared to connecting the first rib 36, first wall 33, second wall 34, and first reinforcing rib 35 through an additional joining process, the integral structure provides a stronger connection between the first rib 36, first wall 33, second wall 34, and first reinforcing rib 35, resulting in the first longitudinal beam 30 being lighter in weight while also having greater strength.

[0094] The above technical solution can further improve the structural strength of the first longitudinal beam 30 by providing the first rib 36 , thereby further improving the overall anti-collision performance of the rear subframe.

[0095] In some optional embodiments, the first convex rib 36 includes a first rib 361 and a second rib 362 , the first rib 361 is connected to the second rib 362 , and an extension direction of the first rib 361 intersects with an extension direction of the second rib 362 .

[0096] For example, the first rib 361 may extend along the extension direction of the first longitudinal beam 30, and the second rib 362 may extend in a direction perpendicular to the extension direction of the first longitudinal beam 30. The first rib 361 and the second rib 362 can significantly improve the impact resistance of the first longitudinal beam 30 in different directions, thereby further improving the strength and reliability of the first longitudinal beam 30.

[0097] The first rib 361 and the second rib 362 are integrally formed. This simplifies the manufacturing process by eliminating the need for an additional joining process. Furthermore, the integral structure provides a stronger connection between the first and second ribs 361, 362 than would be achieved by a separate joining process.

[0098] In some optional embodiments, at least one of the first rib 361 and the second rib 362 is connected to the first wall 33 and the second wall 34 to effectively support the first wall 33 and the second wall 34 , thereby further improving the structural strength of the first longitudinal beam 30 .

[0099] In some optional embodiments, the first longitudinal beam 30 further includes a second rib 37 that protrudes from the bottom surface of the second groove 32 to further enhance the structural strength of the first longitudinal beam 30. It will be appreciated that the second rib 37 has a similar structure to the first rib 36. For details of the second rib 37, refer to the corresponding description of the first rib 36 in the above-described embodiment of the present application. For the sake of brevity, these details are not repeated here.

[0100] In some optional embodiments, a third groove and a fourth groove are respectively provided on opposite sides of the second longitudinal beam 40, so that the cross-section of the second longitudinal beam 40 along its extension direction is H-shaped. It is understood that the second longitudinal beam 40 has a similar structure to the first longitudinal beam 30. The specific details of the second longitudinal beam 40 can be found in the description of the corresponding parts of the first longitudinal beam 30 described in the embodiment of the present application above. For the sake of brevity, they are not repeated here.

[0101] In some optional embodiments, the second longitudinal beam 40 further includes a third rib and a fourth rib. The third rib protrudes from the bottom surface of the third groove, and the fourth rib protrudes from the bottom surface of the fourth groove. It will be appreciated that the third and fourth ribs have similar structures to the first rib 36. For details, refer to the corresponding description of the first rib 36 in the above-described embodiment of the present application. For the sake of brevity, they are not further described here.

[0102] In some optional embodiments, the first crossbeam 10 is provided with a fifth groove and a fifth groove on opposite sides thereof, respectively, so that the cross-sectional shape of the first crossbeam 10 along its extension direction is H-shaped. The second crossbeam 20 is provided with a seventh groove and an eighth groove on opposite sides thereof, respectively, so that the cross-sectional shape of the second crossbeam 20 along its extension direction is H-shaped. For specific details, please refer to the description of the corresponding parts of the first longitudinal beam 30 described in the above embodiments of the present application, and for the sake of brevity, they are not repeated here.

[0103] In some optional embodiments, the first crossbeam 10 further includes a fifth rib and a sixth rib, with the fifth rib protruding from the bottom surface of the fifth groove and the sixth rib protruding from the bottom surface of the sixth groove. The second crossbeam 20 further includes a seventh rib and an eighth rib, with the seventh rib protruding from the bottom surface of the seventh groove and the eighth rib protruding from the bottom surface of the eighth groove. For details, please refer to the description of the first rib 36 of the first longitudinal beam 30 described in the above embodiment of this application; for the sake of brevity, these details are not repeated here.

[0104] In some embodiments, the second beam 20 is disposed closer to the ground relative to the first beam 10 .

[0105] For example, by arranging the second cross beam 20 at a relatively low position relative to the first cross beam 10, the first cross beam 10 and the second cross beam 20 can form a larger accommodation space at the rear of the rear subframe, thereby providing a more spacious installation environment for the rear wheel steering gear.

[0106] This technical solution not only improves the installation efficiency and reduces the difficulty of rear-wheel steering gear installation, but also facilitates future maintenance and replacement. Furthermore, the larger installation space can accommodate a wider range of rear-wheel steering gear models, increasing vehicle design flexibility.

[0107] In some embodiments, the second cross beam 20 includes a main body 21 and two connecting parts 22. The two connecting parts 22 are respectively connected to the two ends of the main body 21 along its own extension direction and bent relative to the main body 21 in a direction away from the ground. The two connecting parts 22 are respectively connected to the first longitudinal beam 30 and the second longitudinal beam 40.

[0108] For example, the main body 21 refers to the main beam structure of the second crossbeam 20, and the connecting portion 22 refers to the portion of the second crossbeam 20 that connects the first longitudinal beam 30 and the second longitudinal beam 40. The mounting component 50 may be connected to the main body 21 of the second crossbeam 20, the connecting portion 22 of the second crossbeam 20, or the main body 21 and the connecting portion 22 of the second crossbeam 20.

[0109] The two connecting parts 22 are respectively connected to the two ends of the main body 21 along its own extension direction and bent relative to the main body 21 in a direction away from the ground, so that the second beam 20 forms a U-shaped structure. The opening of the U-shaped structure faces away from the ground, which is beneficial to improving the overall structural stability of the second beam 20.

[0110] The connecting portion 22 can be detachably connected to the main body 21 or integrally provided on the main body 21. The connecting portion 22 can be directly connected to the main body 21 or secured to the main body 21 by other components. As an example, the connection between the connecting portion 22 and the main body 21 can be, but is not limited to, bolting, welding, riveting, or clamping.

[0111] Optionally, the main body 21 and the connecting portion 22 are integrally formed. This simplifies the manufacturing process by eliminating the need for an additional joining process. Furthermore, the integral structure provides a stronger connection between the main body 21 and the connecting portion 22 than would be achieved by an additional joining process.

[0112] On the one hand, the U-shaped structure formed by the bending of the connecting portion 22 relative to the main portion 21 can improve the overall structural stability of the second crossbeam 20, thereby further improving the stability of the rear wheel steering gear installed on the rear subframe; on the other hand, the bending angle between the connecting portion 22 and the main portion 21 can be adjusted to better adapt to different vehicle models and design changes, thereby improving the versatility and flexibility of the rear subframe.

[0113] In some embodiments, the rear subframe further includes a third cross beam 60 , the two ends of the first longitudinal beam 30 are respectively connected to the first cross beam 10 and the third cross beam 60 , and the two ends of the second longitudinal beam 40 are respectively connected to the first cross beam 10 and the third cross beam 60 . In the extension direction of the first longitudinal beam 30 and the second longitudinal beam 40 , the second cross beam 20 is located between the first cross beam 10 and the third cross beam 60 .

[0114] For example, based on the forward direction of the vehicle, the first crossbeam 10, the second crossbeam 20 and the third crossbeam 60 can be arranged at intervals along the front-to-rear direction of the vehicle, and the first crossbeam 10 can be closer to the rear of the vehicle relative to the second crossbeam 20 and the third crossbeam 60, that is, the first crossbeam 10 can also be called a rear crossbeam; the third crossbeam 60 can be closer to the front of the vehicle relative to the first crossbeam 10 and the second crossbeam 20, that is, the third crossbeam 60 can also be called a front crossbeam; in the front-to-rear direction of the vehicle, the second crossbeam 20 is between the first crossbeam 10 and the third crossbeam 60, that is, the second crossbeam 20 can also be called a middle crossbeam.

[0115] The third crossbeam 60 can be detachably connected to the first longitudinal beam 30, or can be integrally provided on the first longitudinal beam 30. The third crossbeam 60 can be directly connected to the first longitudinal beam 30, or can be restricted to the first longitudinal beam 30 by other components. As an example, the connection method between the third crossbeam 60 and the first longitudinal beam 30 can be, but is not limited to, bolt connection, welding, riveting, or clamping. It is understandable that the connection between the third crossbeam 60 and the second longitudinal beam 40 is based on the same principle as the connection between the third crossbeam 60 and the first longitudinal beam 30. For the specific connection details between the third crossbeam 60 and the second longitudinal beam 40, please refer to the description of the corresponding part in the connection relationship between the third crossbeam 60 and the first longitudinal beam 30 described in the above embodiment of the present application. For the sake of brevity, they will not be repeated here.

[0116] Alternatively, the third crossbeam 60 may be made of, but is not limited to, steel, iron, copper, copper alloy, aluminum, or aluminum alloy. For example, the first crossbeam 10, the second crossbeam 20, the third crossbeam 60, the first longitudinal beam 30, and the second longitudinal beam 40 may be made of the same material, which simplifies the manufacturing process and helps reduce costs.

[0117] The above technical solution further introduces the third crossbeam 60. The first crossbeam 10, the second crossbeam 20, the third crossbeam 60, the first longitudinal beam 30 and the second longitudinal beam 40 together constitute the load-bearing frame structure of the rear subframe, which can further improve the overall structural strength of the rear subframe.

[0118] In some embodiments, the rear subframe further includes a first suspension mounting portion 70 and a second suspension mounting portion 80, wherein the first suspension mounting portion 70 is connected to the third cross member 60, and the second suspension mounting portion 80 is connected to the first longitudinal beam 30 and / or the second longitudinal beam 40, and the second suspension mounting portion 80 is located on at least one of the two sides of the second cross member 20 along its own extension direction.

[0119] For example, the suspension mounting portion can be used to mount the motor. The number of the first suspension mounting portion 70 can be one or more, and the number of the second suspension mounting portion 80 can be one or more, which can be selected according to the actual application environment and requirements.

[0120] As an example, when the number of the first suspension mounting parts 70 is one and the number of the second suspension mounting parts 80 is two, one of the two second suspension mounting parts 80 is arranged at the connection between the first longitudinal beam 30 and the second cross beam 20, so that the first longitudinal beam 30 and the second cross beam 20 can jointly bear the load generated by the second suspension mounting part 80; the other of the two second suspension mounting parts 80 is arranged at the connection between the second longitudinal beam 40 and the second cross beam 20, so that the second longitudinal beam 40 and the second cross beam 20 can jointly bear the load generated by the second suspension mounting part 80.

[0121] The first suspension mounting portion 70 can be detachably connected to the third crossbeam 60 or integrally provided on the third crossbeam 60. The first suspension mounting portion 70 can be directly connected to the third crossbeam 60 or secured to the third crossbeam 60 via other components. For example, the connection between the first suspension mounting portion 70 and the third crossbeam 60 can be, but is not limited to, bolting, welding, riveting, or clamping.

[0122] Optionally, the first suspension mounting portion 70 and the third crossbeam 60 are integrally formed. This eliminates the need for an additional joining process to connect the first suspension mounting portion 70 and the third crossbeam 60, simplifying the manufacturing process. Furthermore, compared to connecting the first suspension mounting portion 70 and the third crossbeam 60 through an additional joining process, the integral structure provides a stronger connection between the first suspension mounting portion 70 and the third crossbeam 60.

[0123] When the second suspension mounting portion 80 is connected to the first longitudinal beam 30, the second suspension mounting portion 80 may be detachably connected to the first longitudinal beam 30 or integrally provided on the first longitudinal beam 30. The second suspension mounting portion 80 may be directly connected to the first longitudinal beam 30 or secured to the first longitudinal beam 30 via other components. For example, the connection between the second suspension mounting portion 80 and the first longitudinal beam 30 may be, but is not limited to, bolting, welding, riveting, or clamping.

[0124] Optionally, when the second suspension mounting portion 80 is connected to the first longitudinal beam 30, the second suspension mounting portion 80 and the first longitudinal beam 30 are integrally formed. This eliminates the need for an additional joining process to connect the second suspension mounting portion 80 and the first longitudinal beam 30, simplifying the manufacturing process. Furthermore, compared to connecting the second suspension mounting portion 80 and the first longitudinal beam 30 through an additional joining process, the integral structure provides a stronger connection between the second suspension mounting portion 80 and the first longitudinal beam 30.

[0125] It can be understood that when the second suspension mounting portion 80 is connected to the second longitudinal beam 40, the connection between the second suspension mounting portion 80 and the second longitudinal beam 40 has the same principle as the connection between the second suspension mounting portion 80 and the first longitudinal beam 30. The specific connection details between the second suspension mounting portion 80 and the second longitudinal beam 40 can be found in the description of the corresponding part of the connection relationship between the second suspension mounting portion 80 and the first longitudinal beam 30 described in the above embodiment of the present application. For the sake of brevity, they will not be repeated here.

[0126] The above technical solution provides a first suspension mounting portion 70 and a second suspension mounting portion 80, and the first suspension mounting portion 70 and the second suspension mounting portion 80 are respectively connected to the crossbeam and longitudinal beam of the rear subframe, so that the crossbeam and the longitudinal beam can jointly bear the load generated by the components mounted on the suspension mounting portions, which is beneficial to improving the uniformity of the force applied to the rear subframe and reducing the risk of the rear subframe being broken due to excessive local force.

[0127] In some embodiments, the first longitudinal beam 30 is bent away from the ground. The U-shaped structure formed by the bending of the first longitudinal beam 30 away from the ground can improve the overall structural stability of the first longitudinal beam 30, thereby further enhancing the structural strength of the rear subframe. Furthermore, the bending angle of the first longitudinal beam 30 can be adjusted to better accommodate different vehicle models and design variations, thereby increasing the versatility and flexibility of the rear subframe.

[0128] It should be clarified that the first longitudinal beam 30 is bent back toward the ground, which means that the middle portion of the first longitudinal beam 30 is away from the ground relative to the two end portions, wherein the two end portions can be understood as the two ends of the first longitudinal beam 30 connected to the first cross beam 10 and the third cross beam 60 respectively, and the middle portion can be understood as the top of the bending arc located between the two end portions of the first longitudinal beam 30 along the extension direction of the first longitudinal beam 30.

[0129] In some optional embodiments, the second longitudinal beam 40 is bent away from the ground. On the one hand, the U-shaped structure formed by the bending of the second longitudinal beam 40 away from the ground can improve the overall structural stability of the second longitudinal beam 40, thereby further improving the structural strength of the rear subframe. On the other hand, the bending angle of the second longitudinal beam 40 can be adjusted to better adapt to different vehicle models and design changes, thereby improving the versatility and flexibility of the rear subframe.

[0130] In some embodiments, the rear subframe is a one-piece high-pressure cast structure.

[0131] Illustratively, the rear subframe is manufactured through an integrated high-pressure casting process, that is, molten metal is injected into a mold using high pressure, and the metal is rapidly cooled and solidified to manufacture the rear subframe.

[0132] By adopting an integrated high-pressure casting method for the rear subframe, production efficiency is improved, deformation of the rear subframe during the production process is minimized, and the product qualification rate is high. In this way, the economic benefits of the rear subframe can be significantly improved.

[0133] In some embodiments, the mounting member 50 is used to mount a rear-wheel steering gear. Once mounted on the mounting member 50, the mounting member 50 can transfer the load generated by the rear-wheel steering gear to the first cross member 10 and the second cross member 20. This means that the first cross member 10 and the second cross member 20 can share the load generated by the rear-wheel steering gear, and the entire rear subframe can also bear the load generated by the rear-wheel steering gear. This effectively improves the stability of the rear-wheel steering gear mounted on the rear subframe.

[0134] According to some embodiments of the present application, the present application further provides a vehicle, comprising a rear-wheel steering machine and a rear subframe of any of the above solutions, wherein the rear-wheel steering machine is connected to a mounting component 50 .

[0135] To better understand the rear subframe provided in the embodiment of the present application, based on the same inventive concept, an embodiment of the above rear subframe in actual application is provided herein for illustration.

[0136] The embodiment of the present application provides a rear subframe, which is an integrated high-pressure casting structure and includes a first crossbeam 10, a second crossbeam 20, a third crossbeam 60, a first longitudinal beam 30, a second longitudinal beam 40, and a mounting component 50. The first crossbeam 10 and the second crossbeam 20 are spaced apart, and the first longitudinal beam 30 and the second longitudinal beam 40 are spaced apart. The first longitudinal beam 30 is connected to the first crossbeam 10 and the third crossbeam 60 at both ends, and the second longitudinal beam 40 is connected to the first crossbeam 10 and the third crossbeam 60 at both ends. In the extension direction of the first longitudinal beam 30 and the second longitudinal beam 40, the second crossbeam 20 connects the first longitudinal beam 30 and the second longitudinal beam 40, and the second crossbeam 20 is located between the first crossbeam 10 and the third crossbeam 60.

[0137] The first longitudinal beam 30 has first and second grooves 31 and 32 on opposite sides thereof, respectively. The first longitudinal beam 30 also includes first and second ribs 36 and 37. The first rib 36 protrudes from the bottom surface of the first groove 31, and the second rib 37 protrudes from the bottom surface of the second groove 32. The second longitudinal beam 40 has third and fourth grooves on opposite sides thereof, respectively. The second longitudinal beam 40 also includes third and fourth ribs. The third rib protrudes from the bottom surface of the third groove, and the fourth rib protrudes from the bottom surface of the fourth groove.

[0138] The first crossbeam 10 has a fifth groove and a fifth groove on opposite sides thereof, respectively. The first crossbeam 10 also includes a fifth rib and a sixth rib, the fifth rib protruding from the bottom surface of the fifth groove, and the sixth rib protruding from the bottom surface of the sixth groove. The second crossbeam 20 has a seventh groove and an eighth groove on opposite sides thereof, respectively. The second crossbeam 20 also includes a seventh rib and an eighth rib, the seventh rib protruding from the bottom surface of the seventh groove, and the eighth rib protruding from the bottom surface of the eighth groove.

[0139] The mounting component 50 is connected to the first crossbeam 10 and the second crossbeam 20 . The mounting component 50 is used to mount a rear wheel steering mechanism. A hollow structure 53 is provided on the mounting component 50 .

[0140] The above technical solution utilizes a mounting member 50 connected to the first cross member 10 and the second cross member 20. Once the rear-wheel steering gear is mounted on the mounting member 50, the mounting member 50 can transfer the load generated by the rear-wheel steering gear to the first cross member 10 and the second cross member 20. This means that the first cross member 10 and the second cross member 20 can share the load generated by the rear-wheel steering gear, and the entire rear subframe can also bear the load generated by the rear-wheel steering gear. This effectively improves the stability of the rear-wheel steering gear mounted on the rear subframe.

[0141] It should be noted that, unless there is any conflict, the embodiments and features in the embodiments of this application can be combined with each other.

[0142] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A rear subframe comprising a first crossbeam, a second crossbeam, a first longitudinal beam, a second longitudinal beam, and a mounting component; The first cross beam and the second cross beam are spaced apart, the first longitudinal beam and the second longitudinal beam are spaced apart, the first cross beam connects the first longitudinal beam and the second longitudinal beam, and the second cross beam connects the first longitudinal beam and the second longitudinal beam; The installation component is connected to the first crossbeam and the second crossbeam, and the installation component is used to install functional components.

2. The rear subframe according to claim 1, wherein: The mounting component includes a first part and two second parts, one of the two second parts is connected to the first part and the first beam, the other of the two second parts is connected to the first part and the second beam, and the two second parts are bent relative to the first part in a direction away from the ground.

3. The rear subframe according to claim 1 or 2, wherein: The installation component is provided with a hollow structure.

4. The rear subframe according to claim 3, wherein: The mounting component is provided with mounting points, and the mounting points are arranged in the peripheral area of ​​the hollow structure.

5. The rear subframe according to any one of claims 1 to 4, wherein: A first groove and a second groove are respectively provided on two opposite sides of the first longitudinal beam.

6. The rear subframe according to claim 5, wherein: The first longitudinal beam further includes a first rib protruding from a bottom surface of the first groove.

7. The rear subframe according to any one of claims 1 to 6, wherein: The second cross beam is arranged closer to the ground relative to the first cross beam.

8. The rear subframe according to any one of claims 1 to 7, wherein: The second cross beam includes a main body and two connecting parts, the two connecting parts are respectively connected to the two ends of the main body along its own extension direction and bent relative to the main body in a direction away from the ground, and the two connecting parts are respectively connected to the first longitudinal beam and the second longitudinal beam.

9. The rear subframe according to any one of claims 1 to 8, wherein: The rear subframe further includes a third crossbeam, the two ends of the first longitudinal beam are respectively connected to the first crossbeam and the third crossbeam, the two ends of the second longitudinal beam are respectively connected to the first crossbeam and the third crossbeam, and in the extension direction of the first longitudinal beam and the second longitudinal beam, the second crossbeam is located between the first crossbeam and the third crossbeam.

10. The rear subframe according to claim 9, wherein: The rear subframe further includes a first suspension mounting portion and a second suspension mounting portion, wherein the first suspension mounting portion is connected to the third cross member, and the second suspension mounting portion is connected to the first longitudinal beam and / or the second longitudinal beam, and the second suspension mounting portion is located on at least one of the two sides of the second cross member along its extension direction.

11. The rear subframe according to any one of claims 1 to 10, wherein: The first longitudinal beam is bent away from the ground, and / or The second longitudinal beam is bent away from the ground.

12. The rear subframe according to any one of claims 1 to 11, wherein: The rear subframe is an integrated high-pressure casting structure.

13. The rear subframe according to any one of claims 1 to 12, wherein: The mounting component is used for mounting the rear wheel steering gear.

14. A vehicle comprising: The rear subframe according to any one of claims 1 to 13; The rear wheel steering gear is connected to the mounting component.

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