Automobile rear suspension and automobile

Abstract

The invention discloses an automobile rear suspension and an automobile. The automobile rear suspension comprises an auxiliary frame; a knuckle; the connecting rod comprises a front upper swing arm, a front lower swing arm, a rear upper swing arm, a rear lower swing arm and a toe-in pull rod, the front upper swing arm, the front lower swing arm, the rear upper swing arm, the rear lower swing arm and the toe-in pull rod are connected to the steering knuckle and the auxiliary frame through hard points at the two ends of the front upper swing arm respectively, and the projection axis of the connecting line of the hard points at the two ends of the front upper swing arm in the front-back direction is L1; the projection axis of the connecting line of the hard points at the two ends of the rear upper swing arm in the front-back direction is L2, the projection axis of the connecting line of the hard points at the two ends of the rear lower swing arm in the front-back direction is L3, the length of L3 is larger than that of L1, the included angle between L1 and L3 is 1-3 degrees, the length of L3 is larger than that of L2, and the included angle between L2 and L3 is 1-3 degrees. Through the setting, when the wheel jumps up and down, the camber angle of the tire is changed in a negative outward inclination mode, the lateral force can be increased through upward jumping and negative outward inclination, the side inclination rigidity and steering stability are improved, and the overall movement performance of a vehicle is improved.

Description

Technical Field

[0001] The invention is used in the field of automobiles, and particularly relates to an automobile rear suspension and an automobile. Background Art

[0002] The chassis suspension system is a key component that influences a vehicle's overall dynamic and NVH performance, and is also a key component in vehicle platform development. Its design and performance are particularly important. Traditional rear suspensions vary widely, and many independent rear suspensions struggle to strike a balance between space, lightweighting, and performance, leading to compromises. For example, to maximize lightweighting, aluminum alloys are often used extensively, leading to cost overruns, while overly thick castings can exacerbate space constraints. Furthermore, due to a lack of platform-based thinking, some rear suspensions fail to accommodate both front- and rear-wheel drive, and some suspensions suffer from poor handling due to irrational rod layouts. All of these factors can limit vehicle development and impact the user experience.

[0003] In summary, the problems existing in the relevant technologies need to be solved urgently. Summary of the Invention

[0004] The purpose of the present invention is to solve at least one of the technical problems existing in the prior art and to provide a vehicle rear suspension and a vehicle.

[0005] The technical solution adopted by the present invention to solve its technical problem is:

[0006] In a first aspect, a rear suspension for an automobile comprises:

[0007] subframe;

[0008] Steering knuckle;

[0009] The connecting rod includes a front upper swing arm, a front lower swing arm, a rear upper swing arm, a rear lower swing arm and a toe rod, which are respectively connected to the steering knuckle and the subframe through hard points at both ends of each. The projection axis of the line connecting the hard points at both ends of the front upper swing arm along the front-to-back direction is L1, the projection axis of the line connecting the hard points at both ends of the rear upper swing arm along the front-to-back direction is L2, and the projection axis of the line connecting the hard points at both ends of the rear lower swing arm along the front-to-back direction is L3. The length of L3 is greater than the length of L1, and the angle between L1 and L3 is 1°~3°. The length of L3 is greater than the length of L2, and the angle between L2 and L3 is 1°~3°.

[0010] In combination with the first aspect, in certain implementations of the first aspect, a projection axis of a line connecting the hard points at both ends of the toe rod along the front-toe direction is L4, and L4 is parallel to L3.

[0011] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the projection axis of the line connecting the hard points at both ends of the front upper swing arm along the up-down direction is L5, the projection axis of the line connecting the hard points at both ends of the front lower swing arm along the up-down direction is L6, the projection axis of the line connecting the hard points at both ends of the rear upper swing arm along the up-down direction is L7, and the projection axis of the line connecting the hard points at both ends of the rear lower swing arm along the up-down direction is L8. L5, L6, L7, and L8 are arranged divergently from the steering knuckle, the angle between L5 and the steering knuckle axis is α1, the angle between L6 and the steering knuckle axis is α2, the angle between L7 and the steering knuckle axis is α3, and the angle between L8 and the steering knuckle axis is α4, 15°≤α1≤25°, 30°≤α2≤40°, 20°≤α3≤30°, and 5°≤α4≤15°.

[0012] In combination with the first aspect and the above-mentioned implementation manner, in some implementation manners of the first aspect, the steering knuckle includes a cast steering knuckle body, the steering knuckle body is provided with a bearing mounting hole extending from the outside to the back side, the bottom of the steering knuckle body is provided with a first mounting seat, the first mounting seat is provided with a rear suspension front lower arm mounting hole position and a rear suspension rear lower arm mounting hole position, the top of the steering knuckle body is provided with a second mounting seat, the second mounting seat is provided with a rear suspension front upper arm mounting bracket and a rear suspension rear upper arm mounting hole position, the left side of the steering knuckle body A third mounting seat is provided on the side, and the third mounting seat is provided with a brake caliper bolt mounting hole. A fourth mounting seat is provided on the right side of the steering knuckle body, and the fourth mounting seat is provided with a rear suspension toe rod mounting hole. The toe rod is connected to the rear suspension toe rod mounting hole, the front lower swing arm is connected to the rear suspension front lower arm mounting hole, the front upper swing arm is connected to the rear suspension front upper arm mounting bracket, the rear upper swing arm is connected to the rear suspension rear upper arm mounting hole, and the rear lower swing arm is connected to the rear suspension rear lower arm mounting hole.

[0013] In combination with the first aspect and the above-mentioned implementations, in certain implementations of the first aspect, the first mounting seat extends downward from the bottom of the steering knuckle body, the outer side of the first mounting seat is provided with a first concave cavity recessed toward the dorsal side, the cavity wall of the first concave cavity forms a surrounding reinforcing rib, and the dorsal side of the steering knuckle body is provided with a second concave cavity recessed outward at a position corresponding to the bearing mounting hole, and the cavity wall of the second concave cavity forms a surrounding reinforcing rib.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the rear suspension front lower arm mounting hole, the rear suspension rear upper arm mounting hole, and the rear suspension toe rod mounting hole are all one-way bolt holes, and a conical concave surface is provided at the hole mouth of the one-way bolt hole.

[0015] In combination with the first aspect and the above-mentioned implementations, in some implementations of the first aspect, the front upper swing arm, the rear upper swing arm and the toe rod all include a swing arm body, and the swing arm body includes a first steel plate and a second steel plate, and the first steel plate and the second steel plate extend along the length direction of the swing arm body, and the edge of at least one of the first steel plate and the second steel plate is provided with a first folded edge, and the first folded edge extends along the length direction of the swing arm body, and the first steel plate and the second steel plate are welded by the first folded edge to form a hollow box-like structure.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the middle part of the swing arm body is bent downward, the swing arm body forms an avoidance space above the bending position, and the swing arm body is provided with a drainage hole at the bottom position of the bending position.

[0017] In combination with the first aspect and the above-mentioned implementations, in certain implementations of the first aspect, the front upper swing arm is provided with a stabilizer bar bracket, the stabilizer bar bracket is provided with a stabilizer bar mounting point, the hard points at both ends of the front upper swing arm and the stabilizer bar mounting point are located on the same straight line, the rear suspension of the automobile includes a stabilizer bar, the stabilizer bar is installed on the subframe, and the end of the stabilizer bar is connected to the stabilizer bar mounting point through a stabilizer bar link.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in certain implementation methods of the first aspect, the subframe includes a main frame, the main frame includes a front crossbeam, a rear crossbeam, a left longitudinal beam, a right longitudinal beam and a concave crossbeam, the front crossbeam, the rear crossbeam, the left longitudinal beam, the right longitudinal beam and the concave crossbeam are all made of hollow pipes, the main frame forms a rear-drive motor installation space between the front crossbeam and the concave crossbeam, the middle parts of the left longitudinal beam and the right longitudinal beam are bent upward, and the main frame forms a drive shaft arrangement space below the bending position of the left longitudinal beam and the right longitudinal beam.

[0019] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the main frame is provided with a rear suspension mounting bracket, and the rear suspension mounting bracket includes a rear suspension front lower swing arm mounting bracket, a rear suspension front upper swing arm mounting bracket, a rear suspension rear lower swing arm mounting bracket, a rear suspension rear upper swing arm mounting bracket and a rear suspension toe rod mounting bracket, the rear suspension rear lower swing arm mounting bracket is arranged at the overlap position of the concave cross beam and the left longitudinal beam and the right longitudinal beam, the rear suspension front lower swing arm mounting bracket is arranged at the overlap position of the front cross beam and the left longitudinal beam and the right longitudinal beam, and the rear suspension rear upper swing arm mounting bracket is arranged at the overlap position of the rear cross beam and the left longitudinal beam and the right longitudinal beam.

[0020] 14. The repairing kit for automotive dents, according to claim 1, wherein the foot stand comprises a first arm, a second arm, and a second armature, wherein the foot stand comprises a through-hole, and the two footstem comprises a through-hole, wherein the foot stand comprises a through-hole, and the two footstem comprises a nut.

[0021] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the rear suspension lower arm mounting bracket is provided with a first waist-shaped adjustment hole, and the rear suspension lower arm mounting bracket is provided with a first stop wall protruding outward on both sides of the first waist-shaped adjustment hole. The rear lower arm is installed on the rear suspension lower arm mounting bracket through a first eccentric bolt, and the first eccentric bolt is provided with a first eccentric gasket that cooperates with the first stop wall.

[0022] In combination with the first aspect and the above-mentioned implementations, in certain implementations of the first aspect, the rear suspension toe rod mounting bracket is provided with a second waist-shaped adjustment hole, and the rear suspension toe rod mounting bracket is provided with a second stop wall protruding outward on both sides of the second waist-shaped adjustment hole, and the toe rod is installed on the rear suspension toe rod mounting bracket through a second eccentric bolt, and the second eccentric bolt is provided with a second eccentric gasket that cooperates with the second stop wall.

[0023] In a second aspect, a car comprises the car rear suspension described in any implementation of the first aspect.

[0024] One of the above technical solutions has at least one of the following advantages or beneficial effects: In the technical solution of the present invention, the front upper swing arm, the front lower swing arm, the rear upper swing arm, the rear lower swing arm and the toe rod are connected between the subframe and the steering knuckle to form a five-link rear suspension structure, wherein the front upper swing arm, the rear upper swing arm and the rear lower swing arm are the core load-bearing components of the rear suspension and are set with a specific length relationship and angle relationship so that the gap between them gradually increases from the inside to the direction of the wheel. With such a setting, when the wheel bounces up and down, since the lengths of L1 and L2 are less than the length of L3 and form a small angle, the camber angle of the tire exhibits a negative camber change. The negative camber during the upward jump can increase the lateral force, improve the roll rigidity and steering stability, and improve the overall vehicle motion performance and NVH performance.

[0025] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0027] Figure 1 This is a top view of the structure of an embodiment of the automobile rear suspension of the present invention;

[0028] Figure 2 This is an axonometric view of an embodiment of the automobile rear suspension of the present invention;

[0029] Figure 3 Schematic diagram of the projection axis of the front upper swing arm, front lower swing arm, rear upper swing arm, rear lower swing arm and toe rod along the front-to-back direction of one embodiment of the rear suspension of an automobile of the present invention;

[0030] Figure 4 Schematic diagram of the projection axis of the front upper swing arm, front lower swing arm, rear upper swing arm, rear lower swing arm and toe rod along the vertical direction of one embodiment of the rear suspension of an automobile of the present invention;

[0031] Figure 5 This is a schematic structural diagram of an embodiment of a steering knuckle according to the present invention from an outside perspective;

[0032] Figure 6 This is a schematic structural diagram of a steering knuckle according to an embodiment of the present invention from a back side perspective;

[0033] Figure 7 This is a schematic diagram of the one-way bolt hole structure of an embodiment of the steering knuckle of the present invention;

[0034] Figure 8 This is a schematic structural diagram of an embodiment of the front upper swing arm of the present invention;

[0035] Figure 9 This is a schematic structural diagram of an embodiment of the rear lower swing arm of the present invention;

[0036] Figure 10 is an axonometric view of an embodiment of a subframe of the present invention;

[0037] Figure 11 is a side view of an embodiment of a subframe of the present invention;

[0038] Figure 12 This is a schematic diagram of a subframe embodiment of the present invention before the first eccentric bolt and the second eccentric bolt are installed;

[0039] Figure 13 This is a schematic diagram of an embodiment of a subframe of the present invention after the first eccentric bolt and the second eccentric bolt are installed. DETAILED DESCRIPTION

[0040] This section will describe in detail the specific embodiments of the present invention. The preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the accompanying drawings is to supplement the description of the text part of the specification with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present invention, but it should not be understood as a limitation on the scope of protection of the present invention.

[0041] In the present invention, if directions (up, down, left, right, front and back) are described, it is only for the convenience of describing the technical solution of the present invention, and does not indicate or imply that the technical features referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, it cannot be understood as a limitation of the present invention.

[0042] In the present invention, "several" means one or more, "multiple" means more than two, "greater than," "less than," "exceeds," etc. are understood to exclude the number itself; "above," "below," "within," etc. are understood to include the number itself. In the description of the present invention, the use of "first" or "second" is solely for the purpose of distinguishing technical features and is not to be construed as indicating or implying relative importance, implicitly specifying the number of the indicated technical features, or implicitly specifying the order of the indicated technical features.

[0043] In the present invention, unless otherwise expressly defined, terms such as "disposed," "installed," and "connected" should be interpreted broadly. For example, they may refer to direct connection or indirect connection through an intermediate medium; fixed connection or detachable connection or integral molding; mechanical connection or electrical connection or mutual communication; and internal connection between two components or interaction between two components. Those skilled in the art can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0044] in, Figure 2The reference direction coordinate system of the embodiment of the present invention is given below. Figure 2 The embodiment of the present invention is described with reference to the direction shown.

[0045] See also Figure 1 、 Figure 2 An embodiment of the present invention provides a rear suspension for an automobile, including a subframe 100, a steering knuckle 200 and a connecting rod, wherein the connecting rod includes a front upper swing arm 300, a front lower swing arm 400, a rear upper swing arm 500, a rear lower swing arm 600 and a toe rod 700, wherein the front upper swing arm 300, the front upper swing arm 300, the front lower swing arm 400, the rear upper swing arm 500, the rear lower swing arm 600 and the toe rod 700 are respectively connected to the steering knuckle 200 and the subframe 100 through hard points at their respective ends, wherein the hard points at both ends of the front upper swing arm 300, the front lower swing arm 400, the rear upper swing arm 500, the rear lower swing arm 600 and the toe rod 700 are the connecting joints at both ends of the connecting rod.

[0046] Among them, see Figure 3 The projection axis of the line connecting the hard points at both ends of the front upper swing arm 300 along the front-to-back direction is L1, the projection axis of the line connecting the hard points at both ends of the rear upper swing arm 500 along the front-to-back direction is L2, the projection axis L1 of the line connecting the hard points at both ends of the front upper swing arm 300 along the front-to-back direction and the projection axis L2 of the line connecting the hard points at both ends of the rear upper swing arm 500 along the front-to-back direction approximately overlap, the projection axis L3 of the line connecting the hard points at both ends of the rear lower swing arm 600 along the front-to-back direction, the length of L3 is greater than the length of L1, the angle between L1 and L3 is 1°~3°, the length of L3 is greater than the length of L2, and the angle between L2 and L3 is 1°~3°.

[0047] Combine Figure 1-Figure 3 In the technical solution of the present invention, the front upper arm 300, front lower arm 400, rear upper arm 500, rear lower arm 600, and toe rod 700 are connected between the subframe 100 and the steering knuckle 200 to form a five-link rear suspension structure. The front upper arm 300, rear upper arm 500, and rear lower arm 600 serve as the core load-bearing components of the rear suspension and are configured with specific length and angle relationships so that the gap between them gradually increases from the inside toward the wheel. With this configuration, when the wheel bounces up and down, because the lengths of L1 and L2 are smaller than L3 and form a slight angle, the tire camber angle exhibits a negative camber change. This negative camber during upward bounce increases lateral force, improves roll stiffness and steering stability, and enhances the vehicle's overall sporting performance and NVH performance.

[0048] In some embodiments, see Figure 3The projection axis L4 of the line connecting the hard points at both ends of the toe rod 700 along the fore-aft direction is parallel to L3. In other words, the angle between L4 and L3 is approximately 0°, ensuring consistent motion between the two rods during vertical bouncing. This further improves the lateral stiffness of the wheel center and the vehicle's yaw response, ensuring vertical consistency of the rear suspension system.

[0049] In some embodiments, see Figure 4 The vertical projection of the connecting points of the front upper control arm 300 is L5. The vertical projection of the connecting points of the front lower control arm 400 is L6. The vertical projection of the connecting points of the rear upper control arm 500 is L7. The vertical projection of the connecting points of the rear lower control arm 600 is L8. L5, L6, L7, and L8 are arranged in a diverging pattern from the steering knuckle 200. The front upper control arm 300, rear upper control arm 500, front lower control arm 400, and front lower control arm 400 form a spatial load-bearing body. L5 and L7 form the upper load-bearing body, while L6 and L8 form the lower load-bearing body. When a wheel is subjected to lateral force during cornering, the wheel's centrifugal force is transmitted and supported through the above control links, thereby increasing lateral rigidity, thereby improving the suspension's handling limits and response, and enhancing stability. Similarly, when the vehicle accelerates or decelerates, and the wheel center is subjected to longitudinal force, the rod system L5, L6, L7, and L8 arranged radially with the wheel center as the center can provide longitudinal support and improve driving stability.

[0050] See also Figure 4 The angle between L5 and the axis of the steering knuckle 200 is α1, the angle between L6 and the axis of the steering knuckle 200 is α2, the angle between L7 and the axis of the steering knuckle 200 is α3, and the angle between L8 and the axis of the steering knuckle 200 is α4. 15°≤α1≤25°, 30°≤α2≤40°, 20°≤α3≤30°, and 5°≤α4≤15°. When a wheel is subjected to a lateral force from the wheel center, because α2>α4 and α3>α1, the force transmitted by the front upper and lower control arms 300 and 400 is greater than that transmitted by the rear upper and lower control arms 500 and 600, based on the force decomposition. The stress on the control arm hardpoint bushings causes deformation, which in turn causes the suspension to exhibit a toe-in tendency, causing the vehicle to understeer and improving driving stability.

[0051] In some embodiments, see Figure 1 、 Figure 2 、 Figure 3 、 Figure 5 、 Figure 6The steering knuckle 200 includes a cast steering knuckle body, which can be made of aluminum alloy or cast iron. The steering knuckle body is provided with a bearing mounting hole 201 extending from the outer side to the back side. The bottom of the steering knuckle body is provided with a first mounting seat 202, and the first mounting seat 202 is provided with a rear suspension front lower arm mounting hole 203 and a rear suspension rear lower arm mounting hole 204. The top of the steering knuckle body is provided with a second mounting seat 205, and the second mounting seat 205 is provided with a rear suspension front upper arm mounting bracket 206 and a rear suspension rear upper arm mounting hole 207. The left side of the steering knuckle body is provided with a third Mounting seat 208, the third mounting seat 208 is provided with a brake caliper bolt mounting hole, a fourth mounting seat 209 is provided on the right side of the steering knuckle body, the fourth mounting seat 209 is provided with a rear suspension toe rod mounting hole 214, the toe rod 700 is connected to the rear suspension toe rod mounting hole 214, the front lower swing arm 400 is connected to the rear suspension front lower arm mounting hole 203, the front upper swing arm 300 is connected to the rear suspension front upper arm mounting bracket 206, the rear upper swing arm 500 is connected to the rear suspension rear upper arm mounting hole 207, and the rear lower swing arm 600 is connected to the rear suspension rear lower arm mounting hole 204.

[0052] In this embodiment, the installation points of suspension mounting components such as the bearing assembly, the front lower swing arm 400, the rear lower swing arm 600, the front upper swing arm 300, the rear upper swing arm 500, and the toe rod 700 are all set on the steering knuckle body. One part can support most or all parts of the rear suspension, or in other words, the rear suspension is basically installed on the steering knuckle body, and no additional parts are required for conversion. It has the advantages of high integration, low cost, miniaturization, and high utilization of surrounding space.

[0053] Further, see Figure 6 A first mounting seat 202 extends downward from the bottom of the steering knuckle body. A first recessed cavity 210 is provided on the outer side of the first mounting seat 202, recessed toward the back. The walls of the first recessed cavity 210 form a surrounding reinforcement rib. A second recessed cavity 211 is provided on the back side of the steering knuckle body, corresponding to the bearing mounting hole 201. The walls of the second recessed cavity 211 form a surrounding reinforcement rib. This embodiment achieves improved strength and durability by implementing large-scale hole excavation for weight reduction, while also utilizing a concave design and a full circle of slender surrounding reinforcement ribs, achieving a balance between lightweighting and performance.

[0054] In some embodiments, see Figure 7The rear suspension front lower arm mounting hole 203, rear upper arm mounting hole 207, and toe rod mounting hole 213 all feature one-way bolt holes 212. The openings of these one-way bolt holes 212 are provided with tapered concave surfaces 213. In this embodiment, the front lower swing arm 400, rear upper swing arm 500, and toe rod 700 are subjected to minimal stress and are directly secured to the one-way bolt holes 212 of the steering knuckle 200 via bolts and washers, eliminating the need for brackets or sleeves, resulting in a lighter weight. Furthermore, the tapered concave surfaces 213 at the openings of the one-way bolt holes 212 create a unique inclined surface structure, increasing the contact area and preventing component loosening. The inclined surfaces on both sides also share a greater share of the stress. The angle of the inclined surfaces can typically be set at approximately 120°, which can reduce the risk of permanent loosening by 50%. This embodiment utilizes a unique swing arm mounting structure to prevent component loosening, improve strength, and enhance durability while also facilitating maintenance.

[0055] In some embodiments, see Figure 1 、 Figure 2 、 Figure 3 、 Figure 8 The front upper swing arm 300, the rear upper swing arm 500 and the toe rod 700 all include a swing arm body, which includes a first steel plate 301 and a second steel plate 302. The first steel plate 301 and the second steel plate 302 extend along the length direction of the swing arm body. The edge of at least one of the first steel plate 301 and the second steel plate 302 is provided with a first folded edge 303, which extends along the length direction of the swing arm body. The first steel plate 301 and the second steel plate 302 are welded by the first folded edge 303 to form a hollow box-like structure, and a cavity extending along the length direction is formed between the first steel plate 301 and the second steel plate 302.

[0056] In this embodiment, the swing arm body is constructed from a low-cost, welded first and second steel plates 301 and 302, forming a hollow, box-like structure. This structure provides mounting support for various suspension components while transmitting vertical, longitudinal, and lateral forces from the road. Compared to existing aluminum alloy castings or straight steel rods, it offers superior strength and performance, maximizing strength, rigidity, and flexure resistance, effectively improving vehicle handling, NVH, and durability. Furthermore, the use of steel plates for the rear suspension upper swing arm also optimizes cost.

[0057] See also Figure 3 、 Figure 8 The middle part of the swing arm body is bent downward, and an avoidance space is formed above the bending position of the swing arm body, which can avoid interference with the longitudinal beam of the vehicle body, maximize the up and down bounce of the suspension, and improve performance.

[0058] A drainage hole 304 is provided at the bottom of the swing arm body at the bent position. The drainage hole 304 is connected to the hollow inner cavity of the swing arm body, thereby improving the drainage performance of the swing arm and improving the corrosion resistance.

[0059] In some embodiments, see Figure 1 、 Figure 2 、 Figure 4 and Figure 8 The front upper swing arm 300 is provided with a stabilizer bar bracket 305, which can be connected to the swing arm body by bolts, welding, or other means. The stabilizer bar bracket 305 is provided with a stabilizer bar mounting point. The hard points at both ends of the front upper swing arm 300 and the stabilizer bar mounting point are located on the same straight line. The rear suspension of the vehicle includes a stabilizer bar 800, which is mounted on the subframe 100. The ends of the stabilizer bar 800 are connected to the stabilizer bar mounting point via a stabilizer bar link 801. By arranging the hard points at both ends of the front upper swing arm 300 and the stabilizer bar mounting point on the same straight line, when the rear suspension bounces in the opposite direction and the stabilizer bar twists, the force F applied to the stabilizer bar mounting point is minimized compared to the moment arm at the hard points at both ends of the front upper swing arm 300, thereby minimizing torque and improving strength and durability.

[0060] In some embodiments, see Figure 9 The rear lower arm 600 features a U-shaped groove design for structural reinforcement, improving performance while ensuring weight balance. The spring 901 is supported on the rear lower arm 600 via a spring washer 601, and the lower end of the shock absorber 902 is bolted into the U-shaped groove of the rear lower arm 600.

[0061] In some embodiments, Figure 1 、 Figure 2 、 Figure 10 The subframe 100 includes a main frame, which includes a front crossbeam 101, a rear crossbeam 102, a left longitudinal beam 103, a right longitudinal beam 104 and a concave crossbeam 105. The front crossbeam 101, the rear crossbeam 102, the left longitudinal beam 103, the right longitudinal beam 104 and the concave crossbeam 105 are all made of hollow pipes. The main frame forms a rear drive motor installation space between the front crossbeam 101 and the concave crossbeam 105. The middle parts of the left longitudinal beam 103 and the right longitudinal beam 104 are bent upward. The main frame forms a drive shaft arrangement space below the bent position of the left longitudinal beam 103 and the right longitudinal beam 104.

[0062] In this embodiment, the front crossbeam 101, the rear crossbeam 102, the left longitudinal beam 103, the right longitudinal beam 104 and the concave crossbeam 105 are all made of hollow tubes. Combined with the CAE analysis results, different cross-sectional shapes and thicknesses can be processed to achieve maximum lightweighting while meeting strength and other requirements, and complex shape forming is achieved. Compared with the stamping and welding structure subframe 100, it has a lower cost advantage.

[0063] At the same time, a rear drive motor mounting point is reserved on the main frame, creating a space for the motor between the front crossbeam 101 and the concave crossbeam 105. Furthermore, the right and left longitudinal beams 104 and 103 are curved to reserve space for the drive shaft. This reserves space and mounting points for the electric vehicle's rear drive powertrain. Development of rear-wheel-drive versions of electric vehicles can be conducted entirely on this rear subframe 100, maximizing the versatility of the rear subframe 100 for both front-wheel-drive and rear-wheel-drive models. This also reduces the need to set suspension hardpoints on the rear subframe 100 for rear-wheel-drive models, improving development efficiency, reducing rear subframe 100 development costs, and shortening the development cycle.

[0064] In some embodiments, see Figure 1 、 Figure 2 、 Figure 10 、 Figure 11 The main frame is provided with rear suspension mounting brackets, which include a rear suspension front lower arm mounting bracket 106, a rear suspension front upper arm mounting bracket 107, a rear suspension rear lower arm mounting bracket 108, a rear suspension rear upper arm mounting bracket 109, and a rear suspension toe rod mounting bracket 110. The rear suspension rear lower arm mounting bracket 108 is disposed at the overlap position between the concave cross member 105 and the left and right longitudinal beams 103 and 104. The rear suspension front lower arm mounting bracket 106 is disposed at the overlap position between the front cross member 101 and the left and right longitudinal beams 103 and 104. The rear suspension rear upper arm mounting bracket 109 is disposed at the overlap position between the rear cross member 102 and the left and right longitudinal beams 103 and 104. This arrangement scheme of this embodiment can increase the connection strength of the main frame and improve the strength and rigidity of the main structure of the rear subframe 100.

[0065] Combine Figure 1 、 Figure 2 Horizontally, through the rational arrangement of the five-link suspension, the front upper arm 300, front lower arm 400, rear upper arm 500, rear lower arm 600, and toe-in rod 700 are distributed on the main frame. Horizontally, they do not extend beyond the front-to-rear length of the subframe 100, encroaching on front-to-rear space and restricting battery pack placement. This allows for a neat battery pack layout and maximized capacity. Vertically, the front upper arm 300, front lower arm 400, rear upper arm 500, rear lower arm 600, and toe-in rod 700 are distributed on the main frame of the subframe 100, staying within the subframe's 100 height range, thus minimizing vehicle body clearance.

[0066] The front upper arm 300, front lower arm 400, rear upper arm 500, rear lower arm 600, and toe link 700 are efficiently spaced and flattened, with clearances ranging from 250 to 550 mm. This provides users with more options and enhances competitiveness. Space can be reserved for air suspension, enabling high-low configurations.

[0067] In some embodiments, see Figure 11 The rear suspension lower swing arm mounting bracket 108 includes a first bracket plate 111 and a second bracket plate 112. The first bracket plate 111 and the second bracket plate 112 both include a longitudinal beam welding portion welded to the longitudinal beam of the main frame and a cross beam welding portion welded to the concave cross beam. At least one of the first bracket plate 111 and the second bracket plate 112 is provided with a second folding edge 113. The first bracket plate 111 and the second bracket plate 112 are overlapped below the concave cross beam 105 through the second folding edge 113. A first bracket inner cavity is formed between the first bracket plate 111 and the second bracket plate 112. The first bracket inner cavity is provided with a first mounting interface opening outward. The rear lower swing arm 600 is installed at the first mounting interface. When in use, the rear lower swing arm 600 can be installed at the first mounting interface and is installed at the first bracket plate 111 and the second bracket plate 112 through bolts in the bolt holes on both sides of the first mounting interface. In this embodiment, the rear suspension lower arm mounting bracket 108 adopts a box-shaped structure formed by a first bracket plate 111 and a second bracket plate 112 , which effectively improves the structural strength of the rear suspension lower arm mounting bracket 108 .

[0068] Further, see Figure 11 The rear suspension toe rod mounting bracket 110 includes a third bracket plate 114, which is mounted on the back side of the second bracket plate 112. A second bracket cavity is formed between the third bracket plate 114 and the second bracket plate 112. The second bracket cavity has a second mounting interface with an outward opening, and the toe rod 700 is mounted on the second mounting interface. In this embodiment, the rear suspension toe rod mounting bracket 110 and the rear suspension lower arm mounting bracket 108 share the second bracket plate 112, resulting in a simpler structure and lower cost. It also reduces the relative displacement between the rear suspension toe rod 700 and the rear suspension lower arm 600, thereby improving handling stability.

[0069] In some embodiments, see Figure 12 、 Figure 13The rear suspension lower arm mounting bracket 108 is provided with a first waist-shaped adjustment hole 115. Outwardly protruding first stop walls 116 are provided on both sides of the first waist-shaped adjustment hole 115. The rear lower arm 600 is mounted to the first waist-shaped adjustment hole 115 of the rear suspension lower arm mounting bracket 108 via a first eccentric bolt 117. The first eccentric bolt 117 is provided with a first eccentric washer 118 that cooperates with the first stop wall 116. The first eccentric bolt 117 is adapted to pass through the first waist-shaped adjustment hole 115 and can move laterally within the first waist-shaped adjustment hole 115. During movement, the first eccentric washer 118 is stopped and engaged by the two first stop walls 116. At the same time, the first eccentric bolt 117 is connected to the rear lower arm 600, the rear lower arm 600 is connected to the steering knuckle 200, and the wheel (not shown in the figure) is also connected to the steering knuckle 200, so that when the first eccentric bolt 117 moves laterally along the first waist-shaped adjustment hole 115, the steering knuckle 200 is driven to move to achieve the purpose of changing the camber direction of the wheel, thereby adjusting the positioning parameters of the wheel, and then making the suspension camber adjustable, making the wheel movement trajectory accurate and reasonable; improving after-sales maintenance performance and user playability, and enhancing product appeal.

[0070] In some embodiments, see Figure 12 、 Figure 13 The rear suspension toe rod mounting bracket 110 is provided with a second waist-shaped adjustment hole 119. Outwardly protruding second stop walls 120 are provided on both sides of the second waist-shaped adjustment hole 119. The toe rod 700 is mounted to the rear suspension toe rod mounting bracket 110 via a second eccentric bolt 121. The second eccentric bolt 121 is provided with a second eccentric washer 122 that cooperates with the second stop wall 120. The second eccentric bolt 121 is adapted to pass through the second waist-shaped adjustment hole 119 and can move laterally within the second waist-shaped adjustment hole 119. During movement, the second eccentric washer 122 is stopped and engaged by the two second stop walls 120. At the same time, the second eccentric bolt 121 is connected to the toe rod 700, the toe rod 700 is connected to the steering knuckle 200, and the wheel (not shown in the figure) is also connected to the steering knuckle 200, so that when the second eccentric bolt 121 moves laterally along the second waist-shaped adjustment hole 119, the steering knuckle 200 is driven to move to achieve the purpose of changing the toe of the wheel, thereby adjusting the positioning parameters of the wheel, and then making the suspension toe adjustable, making the wheel movement trajectory accurate and reasonable; improving after-sales maintenance performance and user playability, and enhancing product appeal.

[0071] An embodiment of the present invention further provides a car, comprising the car rear suspension in any one of the above embodiments.

[0072] Throughout this specification, references to terms such as "example," "embodiment," or "some embodiments" indicate that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present invention. In this specification, schematic representations of these terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0073] Of course, the invention is not limited to the above-mentioned embodiments. Those skilled in the art may make equivalent modifications or substitutions without violating the spirit of the invention. These equivalent modifications or substitutions are all included in the scope defined by the claims of this application.

Claims

1. A rear suspension for an automobile, characterized in that: include: subframe; Steering knuckle; The connecting rod includes a front upper swing arm, a front lower swing arm, a rear upper swing arm, a rear lower swing arm and a toe rod, which are respectively connected to the steering knuckle and the subframe through hard points at both ends of each. The projection axis of the line connecting the hard points at both ends of the front upper swing arm along the front-to-back direction is L1, the projection axis of the line connecting the hard points at both ends of the rear upper swing arm along the front-to-back direction is L2, and the projection axis of the line connecting the hard points at both ends of the rear lower swing arm along the front-to-back direction is L3. The length of L3 is greater than the length of L1, and the angle between L1 and L3 is 1°~3°. The length of L3 is greater than the length of L2, and the angle between L2 and L3 is 1°~3°.

2. The automobile rear suspension according to claim 1, characterized in that: The projection axis of the line connecting the hard points at both ends of the toe rod along the front-toe direction is L4, and L4 is parallel to L3.

3. The automobile rear suspension according to claim 1, characterized in that: The projection axis of the line connecting the hard points at both ends of the front upper swing arm along the up-down direction is L5, the projection axis of the line connecting the hard points at both ends of the front lower swing arm along the up-down direction is L6, the projection axis of the line connecting the hard points at both ends of the rear upper swing arm along the up-down direction is L7, and the projection axis of the line connecting the hard points at both ends of the rear lower swing arm along the up-down direction is L8. L5, L6, L7, and L8 are arranged divergently from the steering knuckle, and the angle between L5 and the steering knuckle axis is α1, the angle between L6 and the steering knuckle axis is α2, the angle between L7 and the steering knuckle axis is α3, and the angle between L8 and the steering knuckle axis is α4, 15°≤α1≤25°, 30°≤α2≤40°, 20°≤α3≤30°, and 5°≤α4≤15°.

4. The automobile rear suspension according to claim 1, characterized in that: The steering knuckle includes a cast steering knuckle body, the steering knuckle body is provided with a bearing mounting hole extending from the outside to the back side, a first mounting seat is provided at the bottom of the steering knuckle body, the first mounting seat is provided with a rear suspension front lower arm mounting hole position and a rear suspension rear lower arm mounting hole position, a second mounting seat is provided at the top of the steering knuckle body, the second mounting seat is provided with a rear suspension front upper arm mounting bracket and a rear suspension rear upper arm mounting hole position, a third mounting seat is provided on the left side of the steering knuckle body, the third mounting seat is provided with a brake caliper bolt mounting hole, a fourth mounting seat is provided on the right side of the steering knuckle body, the fourth mounting seat is provided with a rear suspension toe rod mounting hole position, the toe rod is connected to the rear suspension toe rod mounting hole position, the front lower swing arm is connected to the rear suspension front lower arm mounting hole position, the front upper swing arm is connected to the rear suspension front upper arm mounting bracket, the rear upper swing arm is connected to the rear suspension rear upper arm mounting hole position, and the rear lower swing arm is connected to the rear suspension rear lower arm mounting hole position.

5. The automobile rear suspension according to claim 4, characterized in that: The first mounting seat extends downward from the bottom of the steering knuckle body, and a first concave cavity recessed toward the back side is provided on the outer side of the first mounting seat, and the cavity wall of the first concave cavity forms a surrounding reinforcing rib. A second concave cavity recessed outward is provided on the back side of the steering knuckle body at a position corresponding to the bearing mounting hole, and the cavity wall of the second concave cavity forms a surrounding reinforcing rib.

6. The automobile rear suspension according to claim 4, characterized in that: The rear suspension front lower arm mounting hole, the rear suspension rear upper arm mounting hole, and the rear suspension toe rod mounting hole are all one-way bolt holes, and a conical concave surface is provided at the hole mouth of the one-way bolt hole.

7. The automobile rear suspension according to claim 1, characterized in that: The front upper swing arm, the rear upper swing arm and the toe rod all include a swing arm body, and the swing arm body includes a first steel plate and a second steel plate, the first steel plate and the second steel plate extend along the length direction of the swing arm body, and the edge of at least one of the first steel plate and the second steel plate is provided with a first folded edge, and the first folded edge extends along the length direction of the swing arm body, and the first steel plate and the second steel plate are welded by the first folded edge to form a hollow box-shaped structure.

8. The automobile rear suspension according to claim 7, characterized in that: The middle part of the swing arm body is bent downward, and an escape space is formed above the bent position of the swing arm body. A drainage hole is provided at the bottom of the bent position of the swing arm body.

9. The automobile rear suspension according to claim 7, characterized in that: The front upper swing arm is provided with a stabilizer bar bracket, and the stabilizer bar bracket is provided with a stabilizer bar mounting point. The hard points at both ends of the front upper swing arm and the stabilizer bar mounting point are located on the same straight line. The rear suspension of the automobile includes a stabilizer bar, and the stabilizer bar is installed on the subframe. The end of the stabilizer bar is connected to the stabilizer bar mounting point through a stabilizer bar link.

10. The automobile rear suspension according to claim 1, characterized in that: The subframe includes a main frame, which includes a front crossbeam, a rear crossbeam, a left longitudinal beam, a right longitudinal beam and a concave crossbeam. The front crossbeam, the rear crossbeam, the left longitudinal beam, the right longitudinal beam and the concave crossbeam are all made of hollow pipes. The main frame forms a rear-drive motor installation space between the front crossbeam and the concave crossbeam. The middle parts of the left and right longitudinal beams are bent upward, and the main frame forms a transmission shaft arrangement space below the bending position of the left and right longitudinal beams.

11. The automobile rear suspension according to claim 10, characterized in that: The main body frame is provided with a rear suspension mounting bracket, and the rear suspension mounting bracket includes a rear suspension front lower swing arm mounting bracket, a rear suspension front upper swing arm mounting bracket, a rear suspension rear lower swing arm mounting bracket, a rear suspension rear upper swing arm mounting bracket and a rear suspension toe rod mounting bracket. The rear suspension rear lower swing arm mounting bracket is arranged at the overlapping position of the concave cross beam and the left longitudinal beam and the right longitudinal beam, the rear suspension front lower swing arm mounting bracket is arranged at the overlapping position of the front cross beam and the left longitudinal beam and the right longitudinal beam, and the rear upper swing arm mounting bracket is arranged at the overlapping position of the rear cross beam and the left longitudinal beam and the right longitudinal beam.

12. The automobile rear suspension according to claim 11, characterized in that: The rear lower control arm mounting bracket of the rear suspension includes a first bracket plate and a second bracket plate, each of the first bracket plate and the second bracket plate including a longitudinal beam welding portion welded to the longitudinal beam of the main frame and a cross beam welding portion welded to the concave cross beam, at least one of the first bracket plate and the second bracket plate is provided with a second folded edge, the first bracket plate and the second bracket plate are overlapped below the concave cross beam through the second folded edge, a first bracket inner cavity is formed between the first bracket plate and the second bracket plate, the first bracket inner cavity is provided with a first mounting interface opening outward, the rear lower control arm is installed at the first mounting interface, the rear suspension toe rod mounting bracket includes a third bracket plate, the third bracket plate is arranged on the back side of the second bracket plate, a second bracket inner cavity is formed between the third bracket plate and the second bracket plate, the second bracket inner cavity is provided with a second mounting interface opening outward, and the toe rod is installed at the second mounting interface.

13. The automobile rear suspension according to claim 11, characterized in that: The rear suspension lower arm mounting bracket is provided with a first waist-shaped adjustment hole, and the rear suspension lower arm mounting bracket is provided with a first stop wall protruding outward on both sides of the first waist-shaped adjustment hole. The rear lower arm is installed on the rear suspension lower arm mounting bracket through a first eccentric bolt, and the first eccentric bolt is provided with a first eccentric gasket that cooperates with the first stop wall.

14. The automobile rear suspension according to claim 11, characterized in that: The rear suspension toe rod mounting bracket is provided with a second waist-shaped adjustment hole, and the rear suspension toe rod mounting bracket is provided with outwardly protruding second stop walls on both sides of the second waist-shaped adjustment hole. The toe rod is installed on the rear suspension toe rod mounting bracket through a second eccentric bolt, and the second eccentric bolt is provided with a second eccentric gasket that cooperates with the second stop wall.

15. An automobile, characterized in that: The automobile rear suspension comprises the automobile rear suspension according to any one of claims 1 to 14.

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