Lightweight suspension system beneficial to framework bandwidth expansion and vehicle

Abstract

The invention relates to the field of automobile chassis, and discloses a lightweight suspension system beneficial to framework bandwidth expansion and a vehicle. The lightweight suspension system comprises a rear steering knuckle base plate formed through stamping and a hub bearing mounting plate formed through forging; the hub bearing mounting plate is mounted on the outer side of the rear steering knuckle base plate; the first section is arc-shaped, the second section is vertical, the third section is inclined, the fourth section is arc-shaped, and the fifth section is vertical; the vertical sixth section and the arc-shaped seventh section are sequentially arranged on the left side from bottom to top, and the seventh section extends to the notch; wherein the arc opening of the fourth section faces the inner side, and the arc opening of the seventh section faces the outer side. A concave groove is formed in the inner side, surrounded by the first section and the second section, of the plate body; first fixing holes are further formed in the fifth section and the sixth section, and the shock absorber mounting bracket is formed by stamping and fixedly mounted with the rear steering knuckle base plate through the first fixing holes. The chassis structure has the advantages of light weight, compact structure, low cost, convenience in expansion and the like.

Description

Technical Field

[0001] The present invention relates to the field of automobile chassis components, and primarily relates to a lightweight suspension system and a vehicle that are beneficial to expanding the architecture bandwidth. Background Art

[0002] The rear steering knuckle is a critical safety component in multi-link independent suspension vehicles. It houses the wheel hub bearing, brake caliper and brake disc, and a dust cover. It is softly connected to the vehicle frame's crossmembers and longitudinal rails via the upper front control arm, upper rear control arm, lower front control arm, lower rear control arm, and front trailing arm. The wheel rim is mounted on the brake disc's bolts. The steering knuckle primarily serves to bear loads and provide shock absorption. Under various operating conditions, the knuckle bears alternating or variable loads in all directions. Therefore, it must possess high strength, rigidity, and fatigue life to ensure vehicle safety and longevity under diverse operating conditions.

[0003] Currently, most multi-link independent suspension rear steering knuckles on the market utilize QT400 or QT500 castings or 40Cr or 35CrMo forgings. These are relatively heavy, hindering the trend toward reducing unsprung weight. With the rise of new energy vehicles, vehicle weight reduction is particularly important to increase vehicle range. Monolithic forgings and castings require extensive machining, resulting in relatively high costs and limited weight reduction, hindering vehicle architecture bandwidth. Some high-end and new energy vehicles are increasingly adopting aluminum alloy steering knuckles. Aluminum alloys have a low yield strength, requiring relatively large casting dimensions to ensure safety and longevity. Consequently, the corresponding wheel and tire sizes also need to be larger, limiting potential weight reduction and hindering vehicle architecture bandwidth, making it difficult to achieve cross-platform and cross-model integration. Forgings and castings often have numerous defects in their rough forms, resulting in high scrap rates and the need for 100% flaw detection. Heat treatment is also required, making it difficult to reduce manufacturing costs. With the increasingly competitive automotive market, steering knuckle design must leverage the bandwidth of an expanded architecture, enabling it to be used across multiple platforms and models. Furthermore, it must ensure safety and longevity while also reducing manufacturing costs. Summary of the Invention

[0004] The present invention addresses the shortcomings of the prior art and provides a lightweight suspension system and vehicle that are beneficial for expanding the architecture bandwidth.

[0005] A lightweight suspension system that facilitates expansion of structural bandwidth includes a stamped rear steering knuckle base plate and a forged wheel hub bearing mounting plate; the wheel hub bearing mounting plate is mounted on the outside of the rear steering knuckle base plate; the rear steering knuckle base plate includes a plate body, a flanged edge of the plate body forming a fixed edge, and a notch formed on the side of the fixed edge proximal to the side where the brake caliper is mounted; the angle between the cross section of the notch and the cross section is 30 to 60 degrees; The fixed edge includes a first horizontal section at the top, and the rear steering knuckle base plate is not provided with a fixed edge at the bottom edge line corresponding to the first section. The fixed edge includes a second vertical section, a third oblique section, a fourth arc-shaped section, and a fifth vertical section arranged in clockwise order from the top horizontal section on the right side; and also includes a sixth vertical section and a seventh arc-shaped section arranged in order from bottom to top on the left side, and the seventh section extends to the notch; wherein the arc opening of the fourth section faces inward, and the arc opening of the seventh section faces outward; An inwardly concave groove is formed on the inner side of the plate body surrounded by the first and second sections; a first fixing hole is also provided on the fifth and sixth sections, and a stamped shock absorber mounting bracket is also included, and the shock absorber mounting bracket is fixed to the rear steering knuckle base plate through the first fixing hole.

[0006] Preferably, it also includes a shock absorber and a coil spring, the shock absorber including a column section, an upper limit plate and a lower limit plate being provided on the column section, and a pipe sleeve being provided on the lower limit plate, the center line trajectory of the sleeve can coincide with the center line trajectory of the coil spring, the lower end of the coil spring is installed in the sleeve, and the upper end is fixed by the upper limit plate; the shock absorber mounting bracket is formed by stamping and bending a plate, including a welding portion welded and fixed to the rear steering knuckle base plate and an extension portion extending from the welding portion to the outside, the extension portion is bent inward compared to the welding portion, the welding portion and the extension portion are an integral structure, both including a plate portion and a baffle portion formed by bending the edge, the width of the extension portion gradually decreases from the welding portion to the free end, and a mounting ear is formed on the baffle portion of the free end, and a space for fixing the shock absorber is formed between the mounting ears; the plate portion of the shock absorber mounting bracket is provided with a reinforcement structure, and the reinforcement structure is located in the area bent when the welding portion transitions to the extension portion.

[0007] Preferably, inclined areas are provided on both sides of the reinforcement structure, and the baffle includes a first baffle corresponding to the position of the first fixing hole, a second baffle forming a mounting ear, and a transition baffle connecting the first baffle and the second baffle, and the inclined area is located at the position of the transition baffle; a gap is left between the first baffle and the first fixing hole, and the rear lower control arm assembly is installed in the gap and the rear lower control arm assembly is fixedly connected to the first baffle, the sixth section, and the fifth section respectively by bolts.

[0008] Preferably, it also includes a trailing arm bracket formed by stamping, and the trailing arm bracket as a whole is an L-shaped plate structure, including a first plate parallel to the plate body and a second plate perpendicular to the plate body, the second plate and the plate body are welded and fixed, the edge of the first plate is welded and fixed to the fourth section, and a space supported by the second plate is formed between the first plate and the plate body, and the first plate, the second plate, the fourth section and the plate body form a trailing arm mounting seat; it also includes a trailing arm assembly, and the first plate and the corresponding plate body are provided with a trailing arm mounting hole for installing the trailing arm, and the trailing arm is installed on the trailing arm mounting seat through the trailing arm mounting hole.

[0009] Preferably, it also includes an upper control arm mounting plate formed by stamping and bending, the upper control arm mounting plate is fixed to the plate body on one side of the groove by welding, the upper control arm mounting plate is arranged parallel to the second section, and the upper control arm mounting plate and the second section are both provided with upper control arm mounting holes for installing the upper control arm assembly; the upper control arm assembly is installed between the upper control arm mounting plate and the second section through the upper control arm mounting holes.

[0010] Preferably, the width of the first section is smaller than the width of the lower end of the plate body and the width of the first section is located directly above the middle area of ​​the lower end of the plate body.

[0011] Preferably, a bearing seat mounting hole for fixing the wheel hub bearing is opened in the middle area of ​​the plate body, and a guide hole for the wheel hub bearing to extend is opened in the area surrounded by the bearing mounting hole. It also includes a wheel hub bearing assembly, and the wheel hub bearing mounting plate is welded and fixed to the plate body. The wheel hub bearing assembly is fixedly connected to the plate body by bolts passing through the wheel hub bearing mounting plate and the installation on the plate body.

[0012] Preferably, the wheel hub bearing mounting plate includes a base plate welded to the plate body and a mounting ring raised on the base plate, the surface of the mounting ring is a finely machined assembly surface, and an assembly hole for mounting the wheel hub bearing assembly is provided on the assembly surface, and the assembly hole is a through hole connected to the mounting hole on the plate body; the number of the assembly holes is 4, and it also includes an assembly set for fixing the brake caliper, the assembly set is a part of the wheel hub bearing mounting plate, the assembly surface of the assembly set is higher than the assembly surface of the mounting ring, the number of the assembly sets is two, and it also includes connecting ribs, which are connected between the assembly set and the assembly hole; it also includes a protective cover mounting seat, which is a part of the wheel hub bearing mounting plate and is connected to the mounting ring by connecting ribs; it also includes reinforcing ribs, which extend from the side wall of the mounting ring where the assembly hole is located to the non-structural area of ​​the base plate; the protective cover is mounted on the protective cover mounting seat, the brake caliper is mounted on the assembly set, and the wheel hub bearing is mounted on the assembly hole and is fixed to the plate body by bolts passing through the wheel hub bearing mounting plate and the plate body; the driving main body of the brake caliper is located at the arc opening and the notch formed in the first section.

[0013] Preferably, sensor brackets are welded to both the first section and the second section, and sensor units are mounted on the sensor brackets.

[0014] The vehicle is equipped with the above-mentioned system, which is beneficial to expanding the architecture bandwidth and lightweight suspension system.

[0015] This solution offers the following advantages over existing technologies: The present invention utilizes a stamped base plate and a forged wheel hub bearing mounting plate as its structural design. To ensure vehicle safety and service life, the wheel hub bearing and brake caliper mounting areas are forged, while other components are stamped. The stamped parts are made of medium- to high-strength steel to reduce thickness and weight. The wheel hub bearing mounting plate is forged from a low-carbon alloy, ensuring the safety and service life of the steering knuckle while reducing thickness and weight, while also providing excellent weldability. The wheel hub bearing mounting plate forging is designed as a series, allowing for different wheelbases to be achieved by matching wheel hub bearing mounting plate forgings of varying heights. The caliper mounting point can be modified to accommodate different brake calipers and brake discs, meeting various braking torque requirements. This design significantly expands the structural bandwidth and significantly reduces the weight and manufacturing cost of the rear steering knuckle of a multi-link independent suspension. This contributes to lightweighting, cost reduction, and improved competitiveness. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the overall structure of the device.

[0017] Figure 2 It is a schematic diagram of the overall structure of the device.

[0018] Figure 3 It is a structural diagram of the rear steering knuckle base plate.

[0019] Figure 4 It is a structural diagram of the wheel hub bearing mounting plate.

[0020] Figure 5 This is a schematic diagram of the rear steering knuckle base plate and the wheel hub bearing mounting plate after welding.

[0021] Figure 6 It is a structural diagram of the shock absorber mounting bracket.

[0022] Figure 7 It is a structural diagram of the rear steering knuckle base plate and shock absorber mounting bracket.

[0023] Figure 8 It is a structural diagram of the upper control arm assembly.

[0024] The reference numerals in the figure refer to: 1-rear steering knuckle base plate, 2-wheel hub bearing mounting plate, 3-plate body, 4-fixed edge, 5-notch, 6-first section, 7-second section, 8-third section, 9-fourth section, 10-fifth section, 11-sixth section, 12-seventh section, 13-first fixing hole, 14-shock absorber mounting bracket, 15-column section, 16-upper limit plate, 17-lower limit plate, 18-coil spring, 19-sleeve, 20-welding portion, 21-extension portion, 23-mounting ear, 24-reinforcement structure, 25-slant area, 26-gap, 27-lower control arm assembly , 28—first baffle, 29—second baffle, 30—transition baffle, 31—trailing arm bracket, 32—first plate, 33—second plate, 34—upper control arm mounting plate, 35—groove, 36—upper control arm assembly, 37—first rod, 38—second rod, 39—bottom plate, 40—mounting ring, 41—assembly surface, 42—assembly hole, 43—connecting rib, 44—protective cover mounting seat, 45—protective cover, 46—assembly set, 47—reinforcement rib, 48—brake caliper, 49—sensor bracket, 50—trailing arm assembly, 51—wheel hub bearing assembly, 52—guide hole. DETAILED DESCRIPTION

[0025] The present invention is further described in detail below with reference to the accompanying drawings and embodiments.

[0026] Example 1 A lightweight suspension system that facilitates expansion of structural bandwidth includes a stamped rear steering knuckle base plate 1 and a forged wheel hub bearing mounting plate 2. The wheel hub bearing mounting plate 2 is mounted on the outside of the rear steering knuckle base plate 1. The rear steering knuckle base plate 1 includes a plate body 3, an edge of the plate body 3 is flanged to form a fixed edge 4, and a notch 5 is formed on the side of the fixed edge 4 near the side where the brake caliper 48 is mounted. The angle between the cross section of the notch 5 and the cross section is 30 to 60 degrees. The fixed edge 4 includes a first transverse section 6 at the uppermost end. The rear steering knuckle base plate 1 does not have a fixed edge 4 at the lowermost edge line corresponding to the first section 6. The fixed edge 4 includes a vertical second section 7, an oblique third section 8, an arcuate fourth section 9, and a vertical fifth section 10 arranged in clockwise order from the uppermost transverse section on the right side; and also includes a vertical sixth section 11 and an arcuate seventh section 12 arranged in order from bottom to top on the left side. The seventh section 12 extends to the notch 5; the arc opening of the fourth section 9 faces inward, and the arc opening of the seventh section 12 faces outward. The plate body 3 is formed with a concave groove 35 on the inner side surrounded by the first section 6 and the second section 7; the fifth section 10 and the sixth section 11 are also provided with a first fixing hole 13, and also include a shock absorber mounting bracket 14 formed by stamping, and the shock absorber mounting bracket 14 is fixed to the rear steering knuckle base plate through the first fixing hole 13. The fixed edge 4 in this solution not only limits the area of ​​the plate body 3 and enhances its strength, but the fixed edge 4 can also be used as a base to form other mounting seats, which greatly saves cost, space, and weight. When designing and constructing this solution, according to the rim size series that matches the architectural design requirements, a steering knuckle stamping base plate that can be installed in the smallest rim is designed, and the stamping bracket is designed and arranged on it to be welded to the base plate to form the mounting point of the multi-link, so that a compact design can be achieved from the beginning of the design.

[0027] In this embodiment, all but the hub bearing mounting plate 2, which is a forged component, are stamped parts. This significantly reduces weight and saves costs without compromising lifespan. Because the weld between the hub bearing mounting plate 2 and the steering knuckle stamping base plate is long and subject to significant welding deformation, and the mounting holes 53 and mounting surfaces require high precision, machining of the mounting surfaces and mounting holes 53 is performed after welding and stress relief annealing to ensure assembly accuracy.

[0028] In traditional rear independent suspension designs, the shock absorber and coil spring 18 are separately mounted on the lower control arm. This results in a large and heavy lower control arm, which is not conducive to reducing manufacturing costs. This solution addresses the shortcomings of existing solutions and the shape and layout of the rear steering knuckle in this solution by designing a new shock absorber assembly and a new installation method, specifically: It also includes a shock absorber and a coil spring 18. The shock absorber includes a column section 15. An upper limit plate 16 and a lower limit plate 17 are provided on the column section 15. A sleeve is provided on the lower limit plate 17. The center line trajectory of the sleeve 19 can coincide with the center line trajectory of the coil spring 18. The lower end of the coil spring 18 is installed in the sleeve 19, and the upper end is fixed by the upper limit plate 16. The shock absorber mounting bracket 14 is formed by stamping and bending a plate, and includes a welding portion 20 welded to the rear steering knuckle base plate 1 and an extension portion extending from the welding portion 20 to the outside. The extension portion 21 is bent inward compared to the welding portion 20. The welding portion 20 and the extension portion 21 are an integral structure, each including a plate body 3 portion and a baffle portion formed by bending the edge. The width of the extension portion 21 gradually decreases from the welding portion 20 to the free end, and mounting ears 23 are formed on the baffle portion at the free end. A space for fixing and mounting the shock absorber is formed between the mounting ears 23. The plate body 3 portion of the shock absorber mounting bracket 14 is provided with a reinforcement structure 24. The reinforcement structure 24 is located in the area where the welding portion 20 bends to transition to the extension portion 21. In this solution, the shock absorber and coil spring 18 are designed as an integrated combined structure, and the designed shock absorber mounting bracket 14 is fixedly connected to the rear steering knuckle mounting base plate, providing space for the installation of the lower control arm, simplifying the installation method of the lower control arm and thus simplifying the structure of the lower control arm.

[0029] In order to eliminate stress and facilitate the forming of the shock absorber mounting bracket 14, inclined areas 25 are provided on both sides of the reinforcement structure 24. The baffle includes a first baffle 28 corresponding to the position of the first fixing hole 13, a second baffle 29 forming the mounting ear 23, and a transition baffle 30 connecting the first baffle 28 and the second baffle 29. The inclined surface is located at the position of the transition baffle 30; a gap 26 is left between the first baffle 28 and the first fixing hole 13, and a rear lower control arm assembly 27 is installed in the gap 26. The rear lower control arm assembly 27 is fixed to the first baffle 28, the sixth section 11, and the fifth section 10 by bolts respectively.

[0030] Multi-link independent suspension systems require mounting points for the shock absorber, front lower control arm, and rear lower control arm below the rear steering knuckle wheel center. Existing solutions typically require separate mounting brackets to accomplish these functions, requiring numerous components, resulting in high costs and difficult assembly. This invention utilizes the flanged edges of the steering knuckle stamping baseplate and the shock absorber bracket to create two mounting points for the lower control arm, significantly optimizing and simplifying the design. The details are as follows: It also includes a trailing arm bracket 31 formed by stamping. The trailing arm bracket 31 is an L-shaped plate structure as a whole, including a first plate 32 parallel to the plate body 3 and a second plate 33 perpendicular to the plate body 3. The second plate 33 and the plate body 3 are welded and fixed, and the edge of the first plate 32 is welded and fixed to the fourth section 9. A space supported by the second plate 33 is formed between the first plate 32 and the plate body 3. The first plate 32, the second plate 33, the fourth section 9 and the plate body 3 form a trailing arm mounting seat; it also includes a trailing arm assembly 50, and a trailing arm mounting hole 53 for mounting the trailing arm is provided on the first plate 32 and the corresponding plate body 3. The trailing arm is mounted on the trailing arm mounting seat through the trailing arm mounting hole 53.

[0031] The upper control arm mounting plate 34 is formed by stamping and bending. The upper control arm mounting plate 34 is welded to the plate body 3 on one side of the groove 35. The upper control arm mounting plate 34 is arranged parallel to the second section 7. Both the upper control arm mounting plate 34 and the second section 7 are provided with upper control arm mounting holes 53 for mounting the upper control arm assembly 36. The upper control arm assembly 36 is mounted between the upper control arm mounting plate 34 and the second section 7 through the upper control arm mounting holes 53. The width of the first section 6 is smaller than the width of the lower end of the plate body 3 and is located directly above the middle area of ​​the lower end of the plate body 3. To allow space for the wheel hub bearing, brake caliper, and caliper motor, the rear steering knuckle can only accommodate one upper control arm mounting point. To avoid the brake caliper and caliper motor, the upper control arm mounting point needs to be offset forward of the wheel center. Therefore, the front and rear upper control arms are required to be designed into an A-type structure, specifically including a first rod 37 mounted on the upper control arm bracket and a second rod 38 for connecting to the vehicle body. There are two second rods 38, both of which are connected to the first rod 37. The shock absorber and shock absorber spring are located in the area between the first rod 37 and the second rod 38.

[0032] A bearing seat mounting hole 53 for fixing the hub bearing is opened in the middle area of ​​the plate body 3, and an introduction hole 52 for the hub bearing to extend is opened in the area surrounded by the bearing mounting hole 53. It also includes a hub bearing assembly 51, and the hub bearing mounting plate 2 is welded and fixed to the plate body 3. The hub bearing assembly 51 is fixed to the plate body 3 by bolts passing through the hub bearing mounting plate 2 and the installation on the plate body 3.

[0033] The wheel hub bearing mounting plate 2 includes a base plate 39 welded to the plate body 3 and a mounting ring 40 raised on the base plate 39. The surface of the mounting ring 40 is a finely machined assembly surface 41. The assembly surface 41 is provided with an assembly hole 42 for mounting the wheel hub bearing assembly 51. The assembly hole 42 is a through hole connected to the mounting hole 53 on the plate body 3. There are four assembly holes 42, and the wheel hub bearing mounting plate 2 also includes an assembly set 46 for fixing the brake caliper 48. The assembly set 46 is a part of the wheel hub bearing mounting plate 2. The mounting surface of the assembly set 46 is higher than the mounting surface 41 of the mounting ring 40. There are two assembly sets 46, and the assembly set 46 also includes a connecting rib 43. The connecting rib 43 is connected between the assembly set 46 and the assembly set The wheel hub bearing assembly is located between the mounting holes 42; a mounting base 44 for the protective cover 45 is included, which is part of the wheel hub bearing mounting plate 2 and is connected to the mounting ring 40 via a connecting rib 43; and a reinforcing rib 47 extends from the side wall of the mounting ring 40 where the assembly hole 42 is located to the non-structural area of ​​the base plate 39. The protective cover 45 is mounted on the mounting base 44 for the protective cover 45, the brake caliper 48 is mounted on the assembly sleeve 46, and the wheel hub bearing is mounted on the assembly hole 42, and all are fixed to the plate 3 by bolts extending through the wheel hub bearing mounting plate 2 and the plate body 3. The main driving portion of the brake caliper 48 is located at the arc formed by the first section 6 and the notch 5. The present invention design centrally mounts the wheel hub bearing, brake caliper, and dust cover on a single forged steel structure to ensure the safety performance and service life of the steering knuckle. By designing a series of wheel hub bearing mounting plate 2 forgings and welding them to the steering knuckle stamping base plate, a series of wheel tracks can be obtained, as well as brake calipers and brake discs that match a variety of different braking torque requirements.

[0034] Preferably, a sensor bracket 49 is welded to both the first section 6 and the second section 7 , and a sensor unit is mounted on the sensor bracket 49 .

[0035] This solution utilizes a stamped base plate and a forged wheel hub bearing mounting plate 2 as its structural design. To ensure vehicle safety and longevity, the wheel hub bearing and brake caliper mounting areas are forged, while other components are stamped. The stamped parts are made of medium- to high-strength steel to reduce thickness and weight. The wheel hub bearing mounting plate 2 is forged from a low-carbon alloy, ensuring the safety and longevity of the steering knuckle while also reducing thickness and weight, while also ensuring excellent weldability. The wheel hub bearing mounting plate 2 forging is designed as a series, allowing for different wheelbases by matching different wheel hub bearing mounting plate forgings. The caliper mounting point can be modified to accommodate different brake calipers and brake discs, meeting various braking torque requirements. This design significantly expands the structural bandwidth and significantly reduces the weight and manufacturing cost of the rear steering knuckle of the multi-link independent suspension. This contributes to lightweighting, cost reduction, and improved competitiveness.

[0036] Example 2 The difference between this embodiment and the first embodiment is that the number of the assembly holes 42 is 5, and the number of the mounting holes 53 corresponds to the number of the assembly holes 42 .

[0037] Example 3 The vehicle is equipped with the above-mentioned system, which is beneficial to expanding the architecture bandwidth and lightweight suspension system.

Claims

1. A lightweight suspension system that is beneficial for expanding the structural bandwidth, characterized by: The invention comprises a rear steering knuckle base plate (1) formed by stamping, and a wheel hub bearing mounting plate (2) formed by forging; the wheel hub bearing mounting plate (2) is mounted on the outside of the rear steering knuckle base plate (1); the rear steering knuckle base plate (1) comprises a plate body (3), an edge of the plate body (3) is formed as a fixed edge (4), and a notch (5) is formed on the side of the fixed edge (4) close to the mounting brake caliper (48); the angle between the cross section of the notch (5) and the cross section is 30 degrees to 60 degrees; The fixed edge (4) includes a first transverse section (6) at the top, and the rear steering knuckle base plate (1) is not provided with a fixed edge (4) at the bottom edge line corresponding to the first section (6). The fixed edge (4) includes a vertical second section (7), an oblique third section (8), an arc-shaped fourth section (9), and a vertical fifth section (10) arranged in clockwise order from the top transverse section on the right side; and also includes a vertical sixth section (11) and an arc-shaped seventh section (12) arranged in order from bottom to top on the left side, and the seventh section (12) extends to the notch (5); wherein the arc opening of the fourth section (9) faces inward, and the arc opening of the seventh section (12) faces outward; The plate body (3) is formed with an inwardly concave groove (35) on the inner side surrounded by the first section (6) and the second section (7); the fifth section (10) and the sixth section (11) are both provided with a first fixing hole (13), and further include a shock absorber mounting bracket (14) formed by stamping, and the shock absorber mounting bracket (14) is fixedly mounted to the rear steering knuckle base plate (1) through the first fixing hole (13).

2. The lightweight suspension system that is beneficial to expanding the structural bandwidth according to claim 1, characterized in that: The invention also includes a shock absorber and a coil spring (18), wherein the shock absorber includes a column section (15), an upper limit plate (16) and a lower limit plate (17) are provided on the column section (15), a sleeve is provided on the lower limit plate (17), the center line trajectory of the sleeve (19) and the center line trajectory of the coil spring (18) can coincide, the lower end of the coil spring (18) is installed in the sleeve (19), and the upper end is fixed by the upper limit plate (16); the shock absorber mounting bracket (14) is formed by stamping and bending a plate, and includes a welding portion (20) welded and fixed to the rear steering knuckle base plate (1) and an extension portion extending from the welding portion (20) to the outside (21), the extension portion (21) is bent inward compared to the welding portion (20), the welding portion (20) and the extension portion (21) are an integral structure, both including a plate body (3) portion and a baffle portion formed by bending the edge portion, the width of the extension portion (21) gradually decreases from the welding portion (20) to the free end, and a mounting ear (23) is formed at the baffle portion of the free end, and a space for fixing and mounting the shock absorber is formed between the mounting ears (23); the plate body (3) portion of the shock absorber mounting bracket (14) is provided with a reinforcement structure (24), and the reinforcement structure (24) is located in the area where the welding portion (20) is bent when transitioning to the extension portion (21).

3. The lightweight suspension system that is beneficial to expanding the structural bandwidth according to claim 2, characterized in that: The reinforcement structure (24) is provided with inclined surface areas (25) on both sides, and the baffle includes a first baffle (28) corresponding to the position of the first fixing hole (13), a second baffle (29) forming a mounting ear (23), and a transition baffle (30) connecting the first baffle (28) and the second baffle (29), and the inclined surface is located at the position of the transition baffle (30); a gap (26) is left between the first baffle (28) and the first fixing hole (13), and a rear lower control arm assembly (27) is installed in the gap (26), and the rear lower control arm assembly (27) is fixedly connected to the first baffle (28), the sixth section (11), and the fifth section (10) by bolts.

4. A lightweight suspension system that is beneficial for expanding the structural bandwidth according to claim 1, 2, or 3, characterized in that: The invention also includes a trailing arm bracket (31) formed by stamping, wherein the trailing arm bracket (31) is an L-shaped plate structure as a whole, including a first plate (32) parallel to the plate body (3) and a second plate (33) perpendicular to the plate body (3), the second plate (33) and the plate body (3) are welded and fixed, the edge of the first plate (32) is welded and fixed to the fourth section (9), a space supported by the second plate (33) is formed between the first plate (32) and the plate body (3), and the first plate (32), the second plate (33), the fourth section (9) and the plate body (3) form a trailing arm mounting seat; and also includes a trailing arm assembly (50), wherein the first plate (32) and the corresponding plate body (3) are both provided with a trailing arm mounting hole (53) for mounting the trailing arm, and the trailing arm is mounted on the trailing arm mounting seat through the trailing arm mounting hole (53).

5. The lightweight suspension system that is beneficial to expanding the structural bandwidth according to claim 1, 2 or 3, characterized in that: The upper control arm mounting plate (34) is formed by stamping and bending, and the upper control arm mounting plate (34) is fixed to the plate body (3) on one side of the groove (35) by welding. The upper control arm mounting plate (34) is arranged parallel to the second section (7), and the upper control arm mounting plate (34) and the second section (7) are both provided with an upper control arm mounting hole (53) for mounting the upper control arm assembly (36); the upper control arm assembly (36) is mounted between the upper control arm mounting plate (34) and the second section (7) through the upper control arm mounting hole (53).

6. The lightweight suspension system that is beneficial to expanding the structural bandwidth according to claim 5 is characterized in that: The width of the first section (6) is smaller than the width of the lower end of the plate body (3), and the width of the first section (6) is located directly above the middle area of ​​the lower end of the plate body (3).

7. The lightweight suspension system that is beneficial to expanding the structural bandwidth according to claim 1, 2 or 3, characterized in that: A bearing seat mounting hole (53) for fixing the hub bearing is provided in the middle area of ​​the plate body (3), and an introduction hole (52) for the hub bearing to extend out is provided in the area surrounded by the bearing mounting hole (53). The plate body (3) also includes a hub bearing assembly (51), a hub bearing mounting plate (2) and the plate body (3) are welded and fixed, and the hub bearing assembly (51) is fixedly connected to the plate body (3) by bolts passing through the hub bearing mounting plate (2) and the mounting on the plate body (3).

8. The lightweight suspension system that is beneficial to expanding the structural bandwidth according to claim 7, characterized in that: The wheel hub bearing mounting plate (2) includes a base plate (39) welded to the plate body (3) and a mounting ring (40) protruding from the base plate (39), the surface of the mounting ring (40) is a finely machined assembly surface (41), and an assembly hole (42) for mounting the wheel hub bearing assembly (51) is provided on the assembly surface (41), and the assembly hole (42) is a through hole connected to the mounting hole (53) on the plate body (3); the number of the assembly holes (42) is four, and the wheel hub bearing mounting plate (2) includes an assembly sleeve (46) for fixing the brake caliper (48), the assembly sleeve (46) is a part of the wheel hub bearing mounting plate (2), the mounting surface of the assembly sleeve (46) is higher than the mounting surface (41) of the mounting ring (40), the number of the assembly sleeve (46) is two, and the wheel hub bearing mounting plate (2) includes a connecting rib (43), and the connecting rib (43) is connected between the assembly sleeve (46) and the assembly hole ( 42); also includes a protective cover (45) mounting seat (44), the protective cover (45) mounting seat (44) is a part of the hub bearing mounting plate (2), and has a connecting rib (43) connected to the mounting ring (40); also includes a reinforcing rib (47), the reinforcing rib (47) extends from the side wall of the mounting ring (40) where the assembly hole (42) is located to the non-structural area of ​​the bottom plate (39); the protective cover (45) is mounted on the protective cover (45) mounting seat (44), the brake caliper (48) is mounted on the assembly sleeve (46), and the hub bearing assembly (51) is mounted on the assembly hole (42) and all are fixed to the plate body (3) by bolts passing through the hub bearing mounting plate (2) and the plate body (3); the driving main body of the brake caliper (48) is located at the arc formed by the first section (6) and the notch (5).

9. The lightweight suspension system that is beneficial to expanding the structural bandwidth according to claim 6, characterized in that: A sensor bracket (49) is welded to the first section (6) and the second section (7), and a sensor unit is installed on the sensor bracket (49); the upper control arm assembly (36) is an A-type structure, including a first rod (37) installed with the upper control arm bracket, and a second rod (38) for connecting with the vehicle body, the number of the second rods (38) is two and both are connected to the first rod (37), and the shock absorber and the shock absorbing spring are located in the area between the first rod (37) and the second rod (38).

10. A vehicle, characterized in that: A lightweight suspension system is provided which is beneficial for expanding the structural bandwidth as described in any one of claims 1 to 9.

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