A lightweight suspension system and vehicle facilitating bandwidth expansion of an architecture

Abstract

The application relates to the field of automobile chassis, and discloses a lightweight suspension system and vehicle facilitating bandwidth expansion of architecture, which comprises a stamping-formed rear knuckle base plate and a forging-formed hub bearing mounting plate; the hub bearing mounting plate is mounted on the outer side of the rear knuckle base plate; the plate body comprises a vertical second section, an oblique third section, an arc-shaped fourth section and a vertical fifth section; the plate body further comprises a left vertical sixth section, an arc-shaped seventh section arranged in sequence from bottom to top on the left side, and the seventh section extends to a gap; 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 on the inner side surrounded by the first section and the second section; the fifth section and the sixth section are both provided with a first fixing hole; the plate body further comprises a stamping-formed shock absorber mounting bracket, and the shock absorber mounting bracket is fixedly mounted on the rear knuckle base plate through the first fixing hole. The chassis structure has the advantages of light weight, compact structure, low cost, convenience in expansion and the like.

Description

Technical Field

[0001] This invention relates to the field of automotive chassis components, and mainly to a suspension system and vehicle that facilitates expanded architecture bandwidth and lightweight design. Background Technology

[0002] The rear steering knuckle is a crucial safety component in multi-link independent suspension vehicles. It mounts the wheel bearings, brake calipers and discs, and dust covers. It is flexibly connected to the crossbeams and longitudinal beams of the chassis via the upper front control arm, upper rear control arm, lower front control arm, lower rear control arm, and front trailing arm. The wheel rims are mounted on bolts to the brake discs. The steering knuckle primarily bears loads and provides shock absorption. Under various operating conditions, the steering knuckle withstands alternating or extreme loads in all directions. Therefore, it must possess high strength, rigidity, and fatigue life to ensure vehicle safety and extend its service life under diverse conditions.

[0003] Currently, most multi-link independent suspension rear steering knuckles on the market use QT400 or QT500 castings or 40Cr or 35CrMo forgings, which are relatively heavy and hinder the trend of reducing the unsprung weight of the entire vehicle. This is especially true with the rise of new energy vehicles, where the requirement to reduce overall vehicle weight to increase range is paramount. Integral forgings and castings require more machining, resulting in higher costs and limited weight reduction, and also hindering the expansion of the vehicle's structural bandwidth. Some high-end or new energy vehicles are gradually adopting aluminum alloy steering knuckles. However, aluminum alloys have lower yield strength, requiring relatively large casting dimensions to ensure safety and service life. This necessitates larger wheel rims and tires, limiting weight reduction and further hindering the expansion of structural bandwidth, making it difficult to achieve cross-platform and multi-model compatibility. Forged and cast structural blanks have many defects and high scrap rates, requiring 100% flaw detection; they also require heat treatment, making it difficult to reduce manufacturing costs. As competition in the automotive market intensifies, steering knuckle design must utilize the bandwidth of the extended architecture to be compatible across multiple platforms and vehicle models, while simultaneously ensuring safety performance and service life while reducing manufacturing costs. Summary of the Invention

[0004] This invention addresses the shortcomings of existing technologies by providing a suspension system and vehicle that facilitates expanded architecture bandwidth and lightweight design.

[0005] A suspension system that facilitates expanded architecture bandwidth and lightweight design 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 outer side of the rear steering knuckle base plate. The rear steering knuckle base plate includes a plate body, the edge of which is flanged to form a fixed edge, and a notch is formed on the side of the fixed edge near the brake caliper mounting. The angle between the cross section of the notch and the cross section is 30 degrees to 60 degrees. The fixed edge includes the first horizontal section at the top, and the rear steering knuckle base plate does not have a fixed edge at the bottom edge corresponding to the first section. The fixed edge includes the following sections arranged clockwise from the top horizontal section on the right: a vertical second section, a diagonal third section, an arc-shaped fourth section, and a vertical fifth section; it also includes the following sections arranged vertically from bottom to top on the left: a vertical sixth section and an arc-shaped seventh section, with the seventh section extending to a notch; wherein the arc of the fourth section faces inward and the arc of the seventh section faces outward. The plate has a recessed groove formed on the inner side of the first and second sections; the fifth and sixth sections are also provided with first fixing holes, and include a shock absorber mounting bracket formed by stamping. The shock absorber mounting bracket is fixedly installed to the rear steering knuckle base plate through the first fixing hole.

[0006] Preferably, the device also includes a shock absorber and a coil spring. The shock absorber includes a column section with an upper limit plate and a lower limit plate. A sleeve is provided on the lower limit plate, and the centerline trajectory of the sleeve coincides with the centerline trajectory of the coil spring. The lower end of the coil spring is installed inside the sleeve, and the upper end is limited and fixed by the upper limit plate. The shock absorber mounting bracket is formed by stamping and bending a plate, including a welded part that is welded and fixed to the rear steering knuckle base plate and an extension part that extends outward from the welded part. The extension part is bent inward relative to the welded part. The welded part and the extension part are an integral structure, both including a plate part and a baffle part formed by bending the edge. The width of the extension part gradually decreases from the welded part to the free end, and a mounting ear is formed on the baffle part at the free end. A space for fixing and installing the shock absorber is formed between the mounting ears. The plate part of the shock absorber mounting bracket is provided with a reinforcing structure, which is located in the bending area where the welded part transitions to the extension part.

[0007] Preferably, the reinforced structure has inclined areas on both sides. 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. The inclined surface is located at the position of the transition baffle. A gap is left between the first baffle and the first fixing hole. The rear lower control arm assembly is installed in the gap and is fixedly connected to the first baffle, the sixth section, and the fifth section by bolts.

[0008] Preferably, the system also includes a stamped trailing arm bracket, which is an L-shaped plate structure comprising a first plate parallel to the plate body and a second plate perpendicular to the plate body. The second plate is welded to the plate body, and the edge of the first plate is welded to the fourth segment. A space supported by the second plate is formed between the first plate and the plate body. The first plate, the second plate, the fourth segment, and the plate body form a trailing arm mounting seat. The system also includes a trailing arm assembly, on which trailing arm mounting holes for mounting the trailing arm are provided on the first plate and the corresponding plate body. The trailing arm is mounted on the trailing arm mounting seat through the trailing arm mounting holes.

[0009] Preferably, the system 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. Both the upper control arm mounting plate and the second section are provided with upper control arm mounting holes for mounting the upper control arm assembly. The upper control arm assembly is mounted 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 segment is smaller than the width of the lower end of the plate, and the width of the first segment is located directly above the middle area of ​​the lower end of the plate.

[0011] Preferably, the plate has a bearing housing mounting hole in the middle area for fixing the wheel hub bearing, and a guide hole for the wheel hub bearing to extend out is provided in the area enclosed by the bearing mounting hole. It also includes a wheel hub bearing assembly, a wheel hub bearing mounting plate is welded and fixed to the plate, and the wheel hub bearing assembly is fixedly connected to the plate by bolts passing through the wheel hub bearing mounting plate and the plate.

[0012] Preferably, the wheel hub bearing mounting plate includes a base plate welded to the plate body and a raised mounting ring on the base plate. The surface of the mounting ring is a precision-machined assembly surface, and the assembly surface has assembly holes for mounting the wheel hub bearing assembly. The assembly holes are through holes communicating with the mounting holes on the plate body. There are four assembly holes. It also includes a mounting kit for fixing the brake caliper, which is part of the wheel hub bearing mounting plate. The mounting surface of the mounting kit is higher than the assembly surface of the mounting ring. There are two mounting kits. It also includes a connecting rib, which connects the mounting kit to the assembly holes. It also includes a protective cover mounting seat, which is part of the wheel hub bearing mounting plate and is connected to the mounting ring by the connecting rib. It also includes a reinforcing rib, which extends from the side wall of the mounting ring where the assembly holes are 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 mounting kit, and the wheel hub bearing is mounted on the assembly holes, and all are fixed to the plate body by bolts passing through the wheel hub bearing mounting plate and the plate body. The drive body of the brake caliper is located at the arc and notch positions formed in the first section.

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

[0014] The vehicle is equipped with a suspension system that is designed to expand the bandwidth of the architecture and reduce weight.

[0015] Compared with existing technologies, this solution offers the following advantages: The invention utilizes a structural design based on a stamped base plate and a forged wheel hub bearing mounting plate. To ensure vehicle safety and service life, the mounting areas for the wheel hub bearings and brake calipers are designed as forged structures, while other components are designed as stamped structures. The stamped parts are made of medium-to-high strength steel to reduce plate thickness and achieve weight reduction. The wheel hub bearing mounting plate is made of low-carbon alloy forged steel, ensuring both steering knuckle safety and service life while reducing forged steel thickness for weight reduction, and also providing good weldability. The wheel hub bearing mounting plate forgings are designed in a series, allowing for different track widths by matching forgings of varying heights. By changing the caliper mounting points, different brake calipers and discs can be matched to meet various braking torque requirements. This design significantly expands the bandwidth of the architecture, greatly reducing the weight and manufacturing cost of the rear steering knuckle in multi-link independent suspensions. This contributes to lightweighting, cost reduction, and improved competitiveness. Attached Figure Description

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

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

[0018] Figure 3 This is a schematic diagram of the structure of the rear steering knuckle base plate.

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

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

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

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

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

[0024] The reference numerals in the diagram 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—pillar section, 16—upper limit plate, 17—lower limit plate, 18—coil spring, 19—sleeve, 20—welded part, 21—extension, 23—mounting ear, 24—reinforcing structure, 25—sloping area, 26—clearance, 27—lower control arm assembly 28—First baffle, 29—Second baffle, 30—Transition baffle, 31—Tractor 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—Base plate, 40—Mounting ring, 41—Assembly surface, 42—Assembly hole, 43—Connecting rib, 44—Protective cover mounting seat, 45—Protective cover, 46—Assembly kit, 47—Reinforcing rib, 48—Brake caliper, 49—Sensor bracket, 50—Tractor arm assembly, 51—Wheel hub bearing assembly, 52—Guide hole. Detailed Implementation

[0025] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0026] Example 1 A suspension system that facilitates expanded bandwidth and lightweight design includes a stamped rear steering knuckle base plate 1 and a forged wheel bearing mounting plate 2. The wheel bearing mounting plate 2 is mounted on the outer side of the rear steering knuckle base plate 1. The rear steering knuckle base plate 1 includes a plate body 3, the edge of which is flanged to form a fixed edge 4. A notch 5 is formed on the side of the fixed edge 4 near 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 the uppermost horizontal first segment 6. The rear steering knuckle base plate 1 does not have a fixed edge 4 on the lowermost edge line corresponding to the first segment 6. The fixed edge 4 includes the following segments arranged clockwise from the uppermost horizontal segment on the right: a vertical second segment 7, a diagonal third segment 8, an arc-shaped fourth segment 9, and a vertical fifth segment 10; it also includes the following segments arranged vertically from bottom to top on the left: a vertical sixth segment 11 and an arc-shaped seventh segment 12, with the seventh segment 12 extending to the notch 5; wherein the arc of the fourth segment 9 faces inward, and the arc of the seventh segment 12 faces outward. The plate 3 has a recessed groove 35 formed on the inner side enclosed by the first section 6 and the second section 7; the fifth section 10 and the sixth section 11 are also provided with first fixing holes 13, and a shock absorber mounting bracket 14 formed by stamping is also included. The shock absorber mounting bracket 14 is fixedly installed to the rear steering knuckle base plate through the first fixing holes 13. The fixing edge 4 in this solution not only defines the area of ​​the plate 3 and enhances its strength, but also can be used as a base for forming other mounting seats, which greatly saves cost, space and reduces weight. In the design and construction of this solution, according to the wheel rim size series matched by the structural design requirements, a steering knuckle stamping base plate that can be installed in the smallest wheel rim is designed. The stamping bracket is designed and arranged on it and welded to the base plate to form a multi-link mounting point, so that a compact design can be achieved from the beginning of the design.

[0027] In this embodiment, except for the wheel hub bearing mounting plate 2, which is a forging, all other parts are stamped. This significantly reduces weight and saves costs without affecting service life. Because the weld between the wheel hub bearing mounting plate 2 and the steering knuckle stamped base plate is relatively long, welding deformation can be significant. Furthermore, the mounting holes 53 and mounting surfaces require high precision. Therefore, the mounting surfaces and mounting holes 53 are machined after welding and stress-relief annealing to ensure assembly accuracy requirements.

[0028] Traditional rear independent suspension designs typically involve separately mounting the shock absorber and coil spring onto the lower control arm. This results in a larger and heavier lower control arm, hindering cost reduction. This solution addresses the shortcomings of existing technologies and, based on the shape and layout of the rear steering knuckle, designs a novel shock absorber assembly and mounting method. Specifically: It also includes a shock absorber and a coil spring 18. The shock absorber includes a column section 15, on which an upper limit plate 16 and a lower limit plate 17 are provided. A sleeve is provided on the lower limit plate 17. The centerline trajectory of the sleeve 19 can coincide with the centerline trajectory of the coil spring 18. The lower end of the coil spring 18 is installed inside the sleeve 19, and the upper end is limited and fixed by the upper limit plate 16. The shock absorber mounting bracket 14 is formed by stamping and bending a sheet metal, including a welding part 20 that is welded and fixed to the rear steering knuckle base plate 1 and an extension extending outward from the welding part 20. Section 21 and extension 21 are bent inwards relative to welded section 20. Welded section 20 and extension 21 are an integral structure, both including plate body 3 and baffle portion formed by edge bending. The width of extension 21 gradually decreases from welded section 20 to free end, and mounting ears 23 are formed in the baffle portion at the free end. Space for fixing and mounting shock absorbers is formed between mounting ears 23. The plate body 3 of shock absorber mounting bracket 14 is provided with reinforcing structure 24, which is located in the bending area where welded section 20 transitions to extension 21. In this solution, the shock absorber and coil spring 18 are designed as an integral combination structure, and are fixedly connected to the rear steering knuckle mounting base plate through the designed shock absorber mounting bracket 14, and provide space for the installation of lower control arm, simplifying the installation method of lower control arm, thereby simplifying the structure of lower control arm.

[0029] To eliminate stress and facilitate the forming of the shock absorber mounting bracket 14, inclined areas 25 are provided on both sides of the reinforcing 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. The rear lower control arm assembly 27 is installed in the gap 26 and is fixedly connected to the first baffle 28, the sixth section 11, and the fifth section 10 by bolts.

[0030] Multi-link independent suspensions require mounting points for the shock absorber, front lower control arm, and rear lower control arm below the steering knuckle wheel center. Therefore, existing solutions typically involve separately designed mounting brackets to fulfill these functions, resulting in numerous components, high costs, and assembly difficulties. This invention fully utilizes the flanges of the steering knuckle stamping base plate and the shock absorber bracket to jointly form two mounting points for the lower control arm. This significantly optimizes and simplifies the design structure. Details are as follows: It also includes a tow arm bracket 31 formed by stamping. The tow arm bracket 31 is an L-shaped plate structure, 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 segment 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 segment 9 and the plate body 3 form a tow arm mounting seat. It also includes a tow arm assembly 50. The first plate 32 and the corresponding plate body 3 are provided with tow arm mounting holes 53 for mounting the tow arm. The tow arm is mounted on the tow arm mounting seat through the tow arm mounting holes 53.

[0031] It also includes an upper control arm mounting plate 34 formed by stamping and bending. The upper control arm mounting plate 34 is fixed to the plate 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. 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 3, and the width of the first section 6 is located directly above the middle area of ​​the lower end of the plate 3. In order to leave installation space for the wheel hub bearing, brake caliper and caliper motor, only one upper control arm mounting point can be arranged on the rear steering knuckle. In order to avoid the brake caliper and caliper motor, the upper control arm mounting point needs to be offset forward by a certain distance relative to the wheel center. Therefore, the front and rear upper control arms are required to be designed as an A-type structure, specifically including a first rod 37 that is 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] The middle area of ​​the plate 3 is provided with a bearing housing mounting hole 53 for fixing the wheel hub bearing, and a guide hole 52 for the wheel hub bearing to extend is provided in the area enclosed by the bearing mounting hole 53. It also includes a wheel hub bearing assembly 51. The wheel hub bearing mounting plate 2 is welded and fixed to the plate 3. The wheel hub bearing assembly 51 is fixedly connected to the plate 3 by bolts passing through the wheel hub bearing mounting plate 2 and the plate 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 protruding on the base plate 39. The surface of the mounting ring 40 is a precision-machined assembly surface 41. The assembly surface 41 has assembly holes 42 for mounting the wheel hub bearing assembly 51. The assembly holes 42 are through holes communicating with the mounting holes 53 on the plate body 3. There are four assembly holes 42. It also includes mounting accessories 46 for fixing the brake caliper 48. The mounting accessories 46 are part of the wheel hub bearing mounting plate 2. The mounting surface of the mounting accessories 46 is higher than the assembly surface 41 of the mounting ring 40. There are two mounting accessories 46. It also includes connecting ribs 43, which connect the mounting accessories 46 and the mounting ring 40. The assembly holes 42 are located between the mounting holes 42; it also includes a protective cover 45 mounting base 44, which is part of the wheel hub bearing mounting plate 2 and has a connecting rib 43 connected to the mounting ring 40; it also includes a reinforcing rib 47, which extends from the side wall of the mounting ring 40 where the assembly holes 42 are located to the non-structural area of ​​the base plate 39; the protective cover 45 is mounted on the protective cover 45 mounting base 44, the brake caliper 48 is mounted on the mounting bracket 46, and the wheel hub bearing is mounted on the assembly holes 42, all of which are fixed to the plate 3 by bolts passing through the wheel hub bearing mounting plate 2 and the plate body 3; the drive body part of the brake caliper 48 is located at the arc opening and notch 5 formed by the first segment 6. The present invention designs to concentrate the wheel hub bearing, brake caliper, and dust cover on a forged steel structural component 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 stamped base plate of the steering knuckle, a series of wheel track sizes can be obtained, as well as brake calipers and brake discs that match various braking torque requirements.

[0034] Preferably, sensor brackets 49 are welded onto both the first segment 6 and the second segment 7, and sensor units are mounted on the sensor brackets 49.

[0035] This design utilizes a structural design based on a stamped base plate and a forged wheel bearing mounting plate 2. To ensure vehicle safety and service life, the areas housing the wheel bearings and brake calipers are designed as forged structures, while other components are designed as stamped parts. The stamped parts are made of medium-to-high strength steel to reduce plate thickness and achieve weight reduction. The wheel bearing mounting plate 2 is made of low-carbon alloy forged steel, ensuring steering knuckle safety and service life while reducing forged steel thickness for weight reduction and providing good weldability. The wheel bearing mounting plate 2 forgings are designed in a series, allowing for different track widths by matching forgings of varying heights. By changing the caliper mounting points, different brake calipers and discs can be matched to meet various braking torque requirements. This design significantly expands the bandwidth of the architecture, greatly reducing the weight and manufacturing cost of the multi-link independent suspension rear steering knuckle. It contributes to lightweighting, cost reduction, and improved competitiveness.

[0036] Example 2 The difference between this embodiment and embodiment 1 is that there are 5 assembly holes 42, and the number of mounting holes 53 corresponds to the meaning of assembly holes 42.

[0037] Example 3 The vehicle is equipped with a suspension system that is designed to expand the bandwidth of the architecture and reduce weight.

Claims

1. A suspension system that facilitates expanded architecture bandwidth and is lightweight, characterized in that: The rear steering knuckle base plate (1) is formed by stamping, and the hub bearing mounting plate (2) is formed by forging. The hub bearing mounting plate (2) is installed on the outside of the rear steering knuckle base plate (1). The rear steering knuckle base plate (1) includes a plate body (3), and the edge of the plate body (3) is flanged to form a fixed edge (4). A notch (5) is formed on the side of the fixed edge (4) near the brake caliper (48) being mounted. 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 the first horizontal section (6) at the topmost end. The rear steering knuckle base plate (1) does not have a fixed edge (4) at the bottommost edge corresponding to the first section (6). The fixed edge (4) includes the following sections arranged clockwise from the top horizontal section on the right side: the second vertical section (7), the third diagonal section (8), the fourth arc-shaped section (9), and the fifth vertical section (10); it also includes the sixth vertical section (11) and the seventh arc-shaped section (12) arranged from bottom to top on the left side. The seventh section (12) extends to the notch (5); the arc of the fourth section (9) faces inward, and the arc of the seventh section (12) faces outward. The plate (3) has an inwardly recessed groove (35) formed on the inner side enclosed 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, the shock absorber mounting bracket (14) is fixedly installed with the rear steering knuckle base plate (1) through the first fixing hole (13); it also includes a shock absorber and a coil spring (18), the shock absorber includes a column section (15), the column section (15) is provided with an upper limit plate (16) and a lower limit plate (17), the lower limit plate (17) is provided with a sleeve, 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 limited and fixed by the upper limit plate (16); The shock absorber mounting bracket (14) is formed by stamping and bending a plate, including a welded part (20) that is welded and fixed to the rear steering knuckle base plate (1) and an extension part (21) that extends outward from the welded part (20). The extension part (21) bends inward relative to the welded part (20). The welded part (20) and the extension part (21) are an integral structure, both including a plate body (3) part and a baffle part formed by bending the edge. The width of the extension part (21) gradually decreases from the welded part (20) to the free end and a mounting ear (23) is formed in the baffle part at the free end. A space for fixing and mounting the shock absorber is formed between the mounting ears (23). The plate body (3) part of the shock absorber mounting bracket (14) is provided with a reinforcing structure (24). The reinforcing structure (24) is located in the area where the welded part (20) bends when transitioning to the extension part (21).

2. The suspension system according to claim 1, which is advantageous for expanding architecture bandwidth and is lightweight, is characterized in that: The reinforced structure (24) has inclined areas (25) on both sides. 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). The 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.

3. A suspension system that facilitates expanded architecture bandwidth and is lightweight, as described in claim 1 or 2, characterized in that: It also includes a tow arm bracket (31) formed by stamping. The tow arm bracket (31) is an L-shaped plate structure, 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 segment (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 segment (9) and the plate body (3) form a tow arm mounting seat. It also includes a tow arm assembly (50). The first plate (32) and the corresponding plate body (3) are provided with tow arm mounting holes (53) for mounting the tow arm. The tow arm is mounted on the tow arm mounting seat through the tow arm mounting holes (53).

4. The suspension system according to claim 1, which is advantageous for expanding architecture bandwidth and is lightweight, is characterized in that: It also includes an upper control arm mounting plate (34) formed by stamping and bending. The upper control arm mounting plate (34) is fixed to the plate (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). 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 installed between the upper control arm mounting plate (34) and the second section (7) through the upper control arm mounting holes (53).

5. A suspension system that facilitates expanded architecture bandwidth and is lightweight, as described in claim 4, characterized in that: The width of the first segment (6) is less than the width of the lower end of the plate (3), and the width of the first segment (6) is located directly above the middle area of ​​the lower end of the plate (3).

6. A suspension system that facilitates expanded architecture bandwidth and is lightweight, as described in claim 1 or 2, characterized in that: The middle area of ​​the plate (3) is provided with a bearing seat mounting hole (53) for fixing the wheel hub bearing, and a guide hole (52) for the wheel hub bearing to extend is provided in the area enclosed by the bearing mounting hole (53). The plate also includes a wheel hub bearing assembly (51). The wheel hub bearing mounting plate (2) is welded and fixed to the plate (3). The wheel hub bearing assembly (51) is fixedly connected to the plate (3) by bolts passing through the wheel hub bearing mounting plate (2) and the plate (3).

7. A suspension system that facilitates expanded architecture bandwidth and is lightweight, as described in claim 6, 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 on the base plate (39). The surface of the mounting ring (40) is a precision-machined assembly surface (41). The assembly surface (41) has an assembly hole (42) for mounting the wheel hub bearing assembly (51). The assembly hole (42) is a through hole communicating with the mounting hole (53) on the plate body (3). There are four assembly holes (42). The plate also includes a mounting bracket (46) for fixing the brake caliper (48). The mounting bracket (46) is part of the wheel hub bearing mounting plate (2). The mounting surface of the mounting bracket (46) is higher than the assembly surface (41) of the mounting ring (40). There are two mounting brackets (46). The plate also includes a connecting rib (43). The connecting rib (43) connects the mounting bracket (46) and the mounting hole (51). Between 42); also includes a protective cover (45) mounting base (44), the protective cover (45) mounting base (44) is part of the wheel 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 base plate (39); the protective cover (45) is mounted on the protective cover (45) mounting base (44), the brake caliper (48) is mounted on the mounting set (46), and the wheel 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 wheel hub bearing mounting plate (2) and the plate body (3); the drive body part of the brake caliper (48) is located at the arc and notch (5) formed by the first section (6).

8. A suspension system that facilitates expanded architecture bandwidth and is lightweight, as described in claim 5, characterized in that: Sensor brackets (49) are welded on both the first section (6) and the second section (7), and sensor units are installed on the sensor brackets (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. There are two second rods (38), and both are connected to the first rod (37). The shock absorber and the shock absorber spring are located in the area between the first rod (37) and the second rod (38).

9. A vehicle, characterized in that: The device is equipped with a suspension system that is advantageous for expanding architecture bandwidth and is lightweight, as described in any one of claims 1 to 8.

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