A highly versatile multi-link rear suspension system and vehicle

Abstract

The application relates to a highly universal multi-link rear suspension system and a vehicle, comprising a rear subframe and a knuckle, an upper control arm, a toe link and an H arm connected between the rear subframe and the knuckle, and a vertical link connected between the H arm and the knuckle, the multi-link rear suspension system is configured to be capable of adapting to a non-rear wheel steering configuration and a rear wheel steering configuration; the H arm, the upper control arm, the vertical link and the knuckle are universal components and have the same connection hard point positions; the upper hard point of the vertical link is farther away from the rear subframe than the lower hard point, and the line connecting the upper hard point and the lower hard point has a first included angle with the vehicle height direction; the line connecting the inner hard point and the outer hard point of the toe link has a second included angle with the vehicle width direction; the effective length of the toe link, the effective length of the upper control arm and the effective length of the H arm increase in turn, so that the kinematics and elastic kinematics performance of wheel hopping remain consistent when only the toe link is replaced to realize configuration switching.

Description

Technical Field

[0001] This application relates to the field of vehicle suspension technology, and in particular to a highly versatile multi-link rear suspension system and vehicle. Background Technology

[0002] H-arm suspension, while maintaining good handling, delivers a superior overall vehicle stability and smoothness experience compared to five-link suspension by enhancing the suspension's longitudinal yielding capability, thus gaining increasing favor among major OEMs.

[0003] Recently, many OEMs have been adopting H-arm suspension with rear-wheel steering to enhance product competitiveness. However, in the process of arranging H-arm suspension, adding rear-wheel steering will change the connection method of the original H-arm suspension toe link (the bushing is changed to a ball joint).

[0004] Since the K-characteristics of the H-arm suspension are greatly affected by the bushings, it is often difficult to maintain consistent KC characteristics after the toe link bushings are replaced with ball joints. Therefore, ensuring consistent KC performance for both rear-wheel steering and non-rear-wheel steering in the initial arrangement of hard points is a difficult problem in the design process of H-arm suspension, making it difficult to achieve a high degree of commonality of rear suspension components for vehicles with and without rear-wheel steering. Summary of the Invention

[0005] This application provides a highly versatile multi-link rear suspension system and vehicle to solve the problem in the related art of how to ensure consistent KC performance in the design of H-arm suspensions with and without rear-wheel steering.

[0006] The first aspect of this application provides a highly versatile multi-link rear suspension system, which includes: The multi-link rear suspension system is configured to adapt to both rear-wheel steering and rear-wheel steering configurations, including a rear subframe and steering knuckle, an upper control arm, a toe link and an H-arm connected between the rear subframe and steering knuckle, and a vertical link connected between the H-arm and steering knuckle. In both the non-rear-wheel steering configuration and the rear-wheel steering configuration, the H-arm, the upper control arm, the vertical link, and the steering knuckle are common components and have the same connection hardpoint positions; The upper hard point of the vertical link is farther away from the rear subframe than the lower hard point, and the projection of the line connecting the upper hard point and the lower hard point in the forward view direction of the whole vehicle has a first angle with the vehicle height direction. The projection of the line connecting the inner hard point and the outer hard point of the toe link in the forward view direction of the whole vehicle has a second angle with the vehicle width direction. The effective lengths of the toe link, the upper control arm, and the H-arm increase sequentially. The first included angle, the second included angle, and the effective lengths of each link are configured such that the kinematic and elastic kinematic properties of the wheel during the bouncing process remain consistent when only the toe link is replaced to achieve configuration switching.

[0007] In some embodiments: the first included angle α ranges from 3° to 11°, the inner hard point of the toe link is closer to the front of the vehicle than the outer hard point, the distance M between the inner hard point and the outer hard point of the toe link in the vehicle length direction is 30 to 45 mm, and the second included angle β ranges from 1.2° to 3.4°.

[0008] In some embodiments: in the non-rear-wheel steering configuration, the inner hardpoint of the toe link is connected to the rear subframe via a first bushing, and the outer hardpoint of the toe link is connected to the steering knuckle via a second bushing; In the rear-wheel steering configuration, the rear subframe integrates a rear-wheel steering actuator. The inner hard point of the toe-in link is connected to the output end of the rear-wheel steering actuator via a first ball joint, and the outer hard point of the toe-in link is connected to the steering knuckle via a second ball joint.

[0009] In some embodiments: the inner hard point of the upper control arm is connected to the rear subframe via a third bushing, and the outer hard point of the upper control arm is connected to the steering knuckle via a third ball joint; The front inner hard point of the H-arm is connected to the rear subframe via a fourth bushing, and the rear inner hard point of the H-arm is connected to the rear subframe via a fifth bushing. The front outer hard point of the H-arm is connected to the lower hard point of the vertical link through the sixth bushing, and the rear outer hard point of the H-arm is connected to the steering knuckle through the fourth ball joint. The upper hard point of the vertical connecting rod is connected to the steering knuckle via the seventh bushing.

[0010] In some embodiments, the span A between the upper and lower hard points of the vertical link in the vehicle height direction is 70~85mm.

[0011] In some embodiments: the projection of the line connecting the inner hard point and the outer hard point of the upper control arm in the forward-looking direction of the vehicle is parallel to the width direction of the vehicle. The projection of the line connecting the inner hard point and the outer hard point of the upper control arm in the top view of the vehicle is parallel to the width direction of the vehicle. The projection of the line connecting the rear inner hard point and the rear outer hard point of the H-arm in the forward-looking direction of the vehicle is parallel to the width direction of the vehicle. The inner front hard point of the H-arm is higher than the outer front hard point of the H-arm in the vehicle height direction. The third angle γ between the projection of the line connecting the inner front hard point and the outer front hard point of the H-arm in the forward-looking direction of the vehicle and the width direction of the vehicle has a range of 5° to 8.5°.

[0012] In some embodiments: the front inner hard point of the H-arm is closer to the front of the vehicle than the front outer hard point of the H-arm, and the distance N between the front inner hard point and the front outer hard point of the H-arm in the vehicle length direction is 25~30mm; The rear inner hard point of the H-arm is closer to the vehicle interior direction than the front inner hard point of the H-arm, and the distance L between the rear inner hard point of the H-arm and the front inner hard point of the H-arm in the vehicle width direction is 87~95mm.

[0013] In some embodiments: the coordinates of the front inner hard point of the H-arm in the vehicle width direction are consistent with the coordinates of the inner hard point of the upper control arm in the vehicle width direction. The horizontal distance E between the outer hard point of the upper control arm and the center plane of the wheel is 110mm~120mm; The horizontal distance F between the rear outer hard point of the H-arm and the center plane of the wheel is 80mm~87mm; The horizontal distance H between the outer hard point of the toe link and the center plane of the wheel is 190mm~195mm.

[0014] In some embodiments, the system further includes a shock absorber and a spring that are fixedly connected above the H-arm, and an anti-roll bar that is rotatably connected to the rear subframe, with both ends of the anti-roll bar connected to the H-arms at both ends of the rear subframe.

[0015] A second aspect of this application provides a vehicle that includes the multi-link rear suspension system described in any of the above embodiments.

[0016] The beneficial effects of the technical solution provided in this application include: This application provides a highly versatile multi-link rear suspension system and vehicle. Because the multi-link rear suspension system of this application includes a rear subframe and a steering knuckle, an upper control arm, a toe link, and an H-arm connected between the rear subframe and the steering knuckle, and a vertical link connected between the H-arm and the steering knuckle, the multi-link rear suspension system is configured to adapt to both non-rear-wheel steering and rear-wheel steering configurations. In both configurations, the H-arm, upper control arm, vertical link, and steering knuckle are common components and have the same connection hardpoint positions. The upper hard point of the link is farther from the rear subframe than the lower hard point, and the projection of the line connecting the upper and lower hard points in the forward view direction of the whole vehicle has a first angle with the vehicle height direction. The line connecting the inner and outer hard points of the toe link has a second angle with the vehicle width direction. The effective length of the toe link, the effective length of the upper control arm, and the effective length of the H-arm increase sequentially. The first angle, the second angle, and the effective length relationship of each link are configured such that the kinematic and elastic kinematic performance during wheel bounce remains consistent when only the toe link is replaced to achieve configuration switching.

[0017] Therefore, the multi-link rear suspension system of this application can adapt to both non-rear-wheel steering and rear-wheel steering configurations. When rear-wheel steering is configured, only the inner hard point of the toe-in link needs to be connected to the output end of the rear-wheel steering actuator via a ball joint; other components such as the linkage, steering knuckle, and rear subframe do not need to be replaced, maximizing universality. This application achieves high universality by making the upper hard point of the vertical link farther from the rear subframe than the lower hard point, and the line connecting the upper and lower hard points forming a first angle with the vehicle height direction, and the line connecting the inner and outer hard points of the toe-in link forming a second angle with the vehicle width direction. The effective lengths of the toe-in link, the upper control arm, and the H-arm increase sequentially, ensuring that the suspension hard points are the same for both rear-wheel steering and non-rear-wheel steering configurations, and ensuring consistent KC performance for both configurations, thus achieving high universality. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the structure of a multi-link rear suspension system with non-rear-wheel steering configuration according to an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a multi-link rear suspension system without a rear subframe in a non-rear-wheel steering configuration according to an embodiment of this application. Figure 3 This is a schematic diagram of the linkage and steering knuckle in a non-rear-wheel steering configuration according to an embodiment of this application. Figure 4 A schematic diagram of the structure of the multi-link rear suspension system with rear wheel steering configuration in an embodiment of this application; Figure 5 This is a schematic diagram of the multi-link rear suspension system with rear-wheel steering configuration in an embodiment of this application, excluding the rear subframe. Figure 6 This is a schematic diagram of the linkage and steering knuckle in the rear wheel steering configuration of an embodiment of this application. Figure 7 This is a schematic diagram of the linkage and steering knuckle in the forward view of the vehicle according to an embodiment of this application; Figure 8 This is a schematic diagram of the linkage and steering knuckle in the vehicle top view of an embodiment of this application.

[0020] Figure label: 1. Rear subframe; 2. Steering knuckle; 3. Upper control arm; 4. H-arm; 5. Toe-in link; 6. Vertical link; 7. Spring; 8. Shock absorber; 9. Anti-roll bar; 10. Rear wheel steering actuator; 11. First bushing; 12. Second bushing; 13. First ball joint; 14. Second ball joint; 15. Third bushing; 16. Third ball joint; 17. Fourth bushing; 18. Fifth bushing; 19. Sixth bushing; 20. Fourth ball joint; 21. Seventh bushing. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] This application provides a highly versatile multi-link rear suspension system and vehicle, which can solve the problem in the related art of how to ensure consistent KC performance in the design of H-arm suspension with and without rear-wheel steering.

[0023] See Figures 1 to 8 As shown, Figures 1 to 8 The X-axis represents the length of the vehicle, the Y-axis represents the width of the vehicle, and the Z-axis represents the height of the vehicle. The plane formed by the Y-axis and Z-axis constitutes the front view of the vehicle, and the plane formed by the Y-axis and X-axis constitutes the top view of the vehicle. A first aspect of this application provides a highly versatile multi-link rear suspension system, which includes: The rear subframe 1 and steering knuckles 2 symmetrically arranged at both ends of the rear subframe 1, an upper control arm 3, a toe link 5, and an H-arm 4 connecting the rear subframe 1 and the steering knuckles 2, and a vertical link 6 connecting the H-arm 4 and the steering knuckles 2, the multi-link rear suspension system is configured to adapt to both non-rear-wheel steering and rear-wheel steering configurations. In both non-rear-wheel steering and rear-wheel steering configurations, the H-arm 4, upper control arm 3, vertical link 6, and steering knuckles 2 are common components and have the same connection hardpoint positions.

[0024] The upper hard point of the vertical link 6 is farther away from the rear subframe 1 than the lower hard point. The projection of the line connecting the upper hard point and the lower hard point of the vertical link 6 in the forward view direction of the whole vehicle has a first angle α with the vehicle height direction. The range of the first angle α is 3°~11°, so as to ensure that the change of toe-in is more linear during the parallel bounce of the wheel. If it exceeds this range, the toe-in will cause an inflection point at the limit of the parallel bounce of the wheel, and the overall linearity will decrease.

[0025] The projection of the line connecting the inner and outer hard points of the toe-in link 5 in the forward-looking direction of the vehicle has a second angle β with the width direction of the vehicle. The range of the second angle β is 1.2°~3.4°, to ensure that the toe-in changes towards the inside of the vehicle during wheel bounce. The inner hard point of the toe-in link 5 is closer to the front of the vehicle than the outer hard point. The distance M between the inner and outer hard points of the toe-in link 5 in the length direction of the vehicle is 30~45mm, to ensure reasonable toe-in variation and qualified rack force of the entire vehicle.

[0026] The effective lengths of the toe-in link 5, the upper control arm 3, and the H-arm 4 increase sequentially to ensure a more linear toe-in change during the parallel wheel bounce. The first included angle α, the second included angle β, and the effective lengths of each link (i.e., the effective lengths of the toe-in link 5, the upper control arm 3, and the H-arm 4) are configured such that the kinematic and elastic kinematic performance of the wheel bounce remains consistent when only the toe-in link 5 is replaced to achieve configuration switching.

[0027] The multi-link rear suspension system of this application embodiment can adapt to two layouts: non-rear-wheel steering and rear-wheel steering. When rear-wheel steering is configured, it is only necessary to connect the inner hard point of the toe link 5 to the output end of the rear-wheel steering actuator 10 through a ball joint. Other components such as the linkage, steering knuckle 2, and rear subframe 1 do not need to be replaced, thus maximizing the degree of universality.

[0028] In this embodiment, the upper hard point of the vertical link 6 is farther away from the rear subframe 1 than the lower hard point, and the line connecting the upper and lower hard points has a first angle α with the vehicle height direction. The projection of the line connecting the inner and outer hard points of the toe link 5 in the forward view direction of the whole vehicle has a second angle β with the vehicle width direction.

[0029] The effective lengths of the toe link 5, the upper control arm 3, and the H arm 4 increase sequentially to ensure that the suspension hard points are the same for both rear-wheel steering and non-rear-wheel steering, and to ensure that the suspension KC performance is consistent for both rear-wheel steering and non-rear-wheel steering, thus achieving a high degree of universality.

[0030] In some alternative embodiments: see Figures 1 to 3 The diagram shows a multi-link rear suspension system with non-rear-wheel steering. This application provides a highly versatile multi-link rear suspension system. In the non-rear-wheel steering configuration, the inner hard point of the toe link 5 is connected to the rear subframe 1 via a first bushing 11, and the outer hard point of the toe link 5 is connected to the steering knuckle 2 via a second bushing 12.

[0031] The inner hard point of the upper control arm 3 is connected to the rear subframe 1 via the third bushing 15, and the outer hard point of the upper control arm 3 is connected to the steering knuckle 2 via the third ball joint 16. The front inner hard point of the H-arm 4 is connected to the rear subframe 1 via the fourth bushing 17, and the rear inner hard point of the H-arm 4 is connected to the rear subframe 1 via the fifth bushing 18.

[0032] The front outer hard point of the H-arm 4 is connected to the lower hard point of the vertical link 6 via the sixth bushing 19, and the rear outer hard point of the H-arm 4 is connected to the steering knuckle 2 via the fourth ball joint 20. The upper hard point of the vertical link 6 is connected to the steering knuckle 2 via the seventh bushing 21.

[0033] It also includes a shock absorber 8 and a spring 7, which are fixedly connected to the upper part of the H-arm 4. The spring 7 can be a coil spring or an air spring. The lower end of the shock absorber 8 is connected to the H-arm 4 through a bushing. An anti-roll bar 9 is rotatably connected to the rear subframe 1. The two ends of the anti-roll bar 9 are connected to the H-arms 4 at both ends of the rear subframe 1 through stabilizer bar links. The stabilizer bar links are connected to the anti-roll bar 9 and the H-arm 4 through upper and lower bushings, respectively.

[0034] In some alternative embodiments: see Figures 1 to 3 The diagram shows a multi-link rear suspension system with rear-wheel steering. This application provides a highly versatile multi-link rear suspension system. In the rear-wheel steering configuration, the rear subframe 1 integrates a rear-wheel steering actuator 10. The inner hard point of the toe link 5 is connected to the output end of the rear-wheel steering actuator 10 through a first ball joint 13, and the outer hard point of the toe link 5 is connected to the connection end of the steering knuckle 2 through a second ball joint 14.

[0035] The inner hard point of the upper control arm 3 is connected to the rear subframe 1 via the third bushing 15, and the outer hard point of the upper control arm 3 is connected to the steering knuckle 2 via the third ball joint 16. The front inner hard point of the H-arm 4 is connected to the rear subframe 1 via the fourth bushing 17, and the rear inner hard point of the H-arm 4 is connected to the rear subframe 1 via the fifth bushing 18.

[0036] The front outer hard point of the H-arm 4 is connected to the lower hard point of the vertical link 6 via the sixth bushing 19, and the rear outer hard point of the H-arm 4 is connected to the steering knuckle 2 via the fourth ball joint 20. The upper hard point of the vertical link 6 is connected to the steering knuckle 2 via the seventh bushing 21.

[0037] It also includes a shock absorber 8 and a spring 7, which are fixedly connected to the upper part of the H-arm 4. The spring 7 can be a coil spring or an air spring. The lower end of the shock absorber 8 is connected to the H-arm 4 through a bushing. An anti-roll bar 9 is rotatably connected to the rear subframe 1. The two ends of the anti-roll bar 9 are connected to the H-arms 4 at both ends of the rear subframe 1 through stabilizer bar links. The stabilizer bar links are connected to the anti-roll bar 9 and the H-arm 4 through upper and lower bushings, respectively.

[0038] When arranging rear-wheel steering, it is only necessary to connect the inner hard point of the toe link 5 to the output end of the rear-wheel steering actuator 10 through the first ball joint 13, and the outer hard point of the toe link 5 to the connection end of the steering knuckle 2 through the second ball joint 14. Other components such as the linkage, steering knuckle 2, and rear subframe 1 do not need to be replaced, thus maximizing the degree of standardization.

[0039] In some alternative embodiments: see Figure 7 and Figure 8 As shown, this application embodiment provides a highly versatile multi-link rear suspension system. The span A between the upper and lower hard points of the vertical link 6 in the vehicle height direction is 70~85mm. The projection of the line connecting the inner and outer hard points of the upper control arm 3 in the forward-looking direction of the vehicle is parallel to the width direction of the vehicle.

[0040] The projection of the line connecting the inner hard point and the outer hard point of the upper control arm 3 in the top-view direction is parallel to the width direction of the vehicle. The projection of the line connecting the rear inner hard point and the rear outer hard point of the H-arm 4 in the front-view direction is parallel to the width direction of the vehicle. The front inner hard point of the H-arm 4 is higher than the front outer hard point of the H-arm 4 in the height direction of the vehicle. The third angle γ between the projection of the line connecting the front inner hard point and the front outer hard point of the H-arm 4 in the front-view direction and the width direction of the vehicle ranges from 5° to 8.5° to maintain good anti-nose characteristics.

[0041] The inner front hard point of the H-arm 4 is closer to the front of the vehicle than the outer front hard point. The distance N between the inner and outer front hard points of the H-arm 4 in the length direction of the vehicle is 25~30mm. The inner rear hard point of the H-arm 4 is closer to the interior of the vehicle than the inner front hard point. The distance L between the inner rear hard point and the inner front hard point of the H-arm 4 in the width direction of the vehicle is 87~95mm.

[0042] The coordinates of the front inner hard point of H-arm 4 in the vehicle width direction are the same as the coordinates of the inner hard point of upper control arm 3 in the vehicle width direction. The horizontal distance E between the outer hard point of upper control arm 3 and the wheel center plane is 110mm~120mm; the horizontal distance F between the rear outer hard point of H-arm 4 and the wheel center plane is 80mm~87mm; the horizontal distance H between the outer hard point of toe link 5 and the wheel center plane is 190mm~195mm.

[0043] The above hardpoint layout scheme enables the multi-link rear suspension system with and without rear-wheel steering to share hardpoints, maintain consistent KC performance, and achieve a high degree of component commonality.

[0044] A second aspect of this application provides a vehicle that includes the multi-link rear suspension system described in any of the above embodiments.

[0045] Working principle This application provides a highly versatile multi-link rear suspension system and vehicle. The multi-link rear suspension system includes a rear subframe 1 and a steering knuckle 2, an upper control arm 3, a toe link 5, and an H-arm 4 connected between the rear subframe 1 and the steering knuckle 2, and a vertical link 6 connected between the H-arm 4 and the steering knuckle 2. The multi-link rear suspension system is configured to adapt to both non-rear-wheel steering and rear-wheel steering configurations. In both configurations, the H-arm 4, upper control arm 3, vertical link 6, and steering knuckle 2 are common components and have the same connection hardpoint positions. The upper hard point of the vertical link 6 is farther from the rear subframe 1 than the lower hard point, and the line connecting the upper and lower hard points has a first angle with the vehicle height direction. The line connecting the inner and outer hard points of the toe link 5 has a second angle with the vehicle width direction. The effective length of the toe link 5, the effective length of the upper control arm 3, and the effective length of the H-arm 4 increase sequentially. The first angle, the second angle, and the effective length relationship of each link are configured such that the kinematic and elastic kinematic performance during wheel bounce remains consistent when only the toe link is replaced to achieve configuration switching.

[0046] Therefore, the multi-link rear suspension system of this application can be adapted to two layouts: non-rear-wheel steering and rear-wheel steering. When rear-wheel steering is configured, only the inner hard point of the toe link 5 needs to be connected to the output end of the rear-wheel steering actuator 10 through a ball joint. Other components such as the linkage, steering knuckle 2, and rear subframe 1 do not need to be replaced, thus maximizing the degree of universality.

[0047] This application achieves high versatility by setting the upper hard point of the vertical link 6 further away from the rear subframe 1 than the lower hard point, and establishing a first angle between the line connecting the upper and lower hard points and the vehicle height direction; and establishing a second angle between the line connecting the inner and outer hard points of the toe link 5 and the vehicle width direction. The effective lengths of the toe link 5, the upper control arm 3, and the H-arm 4 increase sequentially, ensuring that the suspension hard points are the same for both rear-wheel steering and non-rear-wheel steering systems, and ensuring consistent KC performance for both systems, thus achieving a high degree of standardization.

[0048] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0049] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0050] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A highly versatile multi-link rear suspension system, characterized in that, The multi-link rear suspension system includes: The multi-link rear suspension system is configured to be adaptable to both rear-wheel steering configurations and rear-wheel steering configurations, including a rear subframe (1) and a steering knuckle (2), an upper control arm (3), a toe link (5) and an H-arm (4) connecting the rear subframe (1) and the steering knuckle (2), and a vertical link (6) connecting the H-arm (4) and the steering knuckle (2). In both the non-rear-wheel steering configuration and the rear-wheel steering configuration, the H-arm (4), the upper control arm (3), the vertical link (6), and the steering knuckle (2) are common components and have the same connection hard point position; The upper hard point of the vertical link (6) is farther away from the rear subframe (1) than the lower hard point, and the projection of the line connecting the upper hard point and the lower hard point of the vertical link (6) in the forward view direction of the whole vehicle has a first angle with the vehicle height direction, and the projection of the line connecting the inner hard point and the outer hard point of the toe link (5) in the forward view direction of the whole vehicle has a second angle with the vehicle width direction. The effective lengths of the toe link (5), the upper control arm (3), and the H-arm (4) increase sequentially. The first included angle, the second included angle, and the effective lengths of each link are configured such that the kinematic and elastic kinematic properties of the wheel during the bouncing process remain consistent when only the toe link (5) is replaced to achieve configuration switching.

2. The highly versatile multi-link rear suspension system as described in claim 1, characterized in that: The first included angle α ranges from 3° to 11°. The inner hard point of the toe link (5) is closer to the front of the vehicle than the outer hard point. The distance M between the inner hard point and the outer hard point of the toe link (5) in the vehicle length direction is 30 to 45 mm. The second included angle β ranges from 1.2° to 3.4°.

3. A highly versatile multi-link rear suspension system as described in claim 1, characterized in that: In the non-rear wheel steering configuration, the inner hard point of the toe link (5) is connected to the rear subframe (1) via a first bushing (11), and the outer hard point of the toe link (5) is connected to the steering knuckle (2) via a second bushing (12). In the rear-wheel steering configuration, the rear subframe (1) integrates a rear-wheel steering actuator (10), the inner hard point of the toe link (5) is connected to the output end of the rear-wheel steering actuator (10) through a first ball joint (13), and the outer hard point of the toe link (5) is connected to the steering knuckle (2) through a second ball joint (14).

4. A highly versatile multi-link rear suspension system as described in claim 1 or 3, characterized in that: The inner hard point of the upper control arm (3) is connected to the rear subframe (1) via a third bushing (15), and the outer hard point of the upper control arm (3) is connected to the steering knuckle (2) via a third ball joint (16). The front inner hard point of the H-arm (4) is connected to the rear subframe (1) through the fourth bushing (17), and the rear inner hard point of the H-arm (4) is connected to the rear subframe (1) through the fifth bushing (18). The front outer hard point of the H-arm (4) is connected to the lower hard point of the vertical link (6) through the sixth bushing (19), and the rear outer hard point of the H-arm (4) is connected to the steering knuckle (2) through the fourth ball joint (20). The upper hard point of the vertical link (6) is connected to the steering knuckle (2) via the seventh bushing (21).

5. A highly versatile multi-link rear suspension system as described in claim 1, characterized in that: The span A between the upper and lower hard points of the vertical link (6) in the vehicle height direction is 70~85mm.

6. A highly versatile multi-link rear suspension system as described in claim 1, characterized in that: The projection of the line connecting the inner hard point and the outer hard point of the upper control arm (3) in the forward-looking direction of the vehicle is parallel to the width direction of the vehicle. The projection of the line connecting the inner hard point and the outer hard point of the upper control arm (3) in the top view direction of the whole vehicle is parallel to the width direction of the vehicle. The projection of the line connecting the rear inner hard point of the H-arm (4) and the rear outer hard point of the H-arm (4) in the forward-looking direction of the whole vehicle is parallel to the width direction of the vehicle. The inner front hard point of the H-arm (4) is higher than the outer front hard point of the H-arm (4) in the vehicle height direction. The third angle γ between the projection of the line connecting the inner front hard point of the H-arm (4) and the outer front hard point of the H-arm (4) in the forward viewing direction of the whole vehicle and the width direction of the vehicle is in the range of 5°~8.5°.

7. A highly versatile multi-link rear suspension system as described in claim 1, characterized in that: The front inner hard point of the H-arm (4) is closer to the front of the vehicle than the front outer hard point of the H-arm (4), and the distance N between the front inner hard point of the H-arm (4) and the front outer hard point of the H-arm (4) in the vehicle length direction is 25~30mm; The rear inner hard point of the H-arm (4) is closer to the vehicle interior direction than the front inner hard point of the H-arm (4), and the distance L between the rear inner hard point of the H-arm (4) and the front inner hard point of the H-arm (4) in the vehicle width direction is 87~95mm.

8. A highly versatile multi-link rear suspension system as described in claim 1, characterized in that: The coordinates of the front inner hard point of the H-arm (4) in the vehicle width direction are the same as the coordinates of the inner hard point of the upper control arm (3) in the vehicle width direction. The horizontal distance E between the outer hard point of the upper control arm (3) and the center plane of the wheel is 110mm~120mm; The horizontal distance F between the rear outer hard point of the H-arm (4) and the center plane of the wheel is 80mm~87mm; The horizontal distance H between the outer hard point of the toe link (5) and the center plane of the wheel is 190mm~195mm.

9. A highly versatile multi-link rear suspension system as described in claim 1, characterized in that: It also includes a shock absorber (8) and a spring (7) fixedly connected above the H-arm (4), and an anti-roll bar (9) rotatably connected to the rear subframe (1), with the two ends of the anti-roll bar (9) connected to the H-arm (4) at both ends of the rear subframe (1).

10. A vehicle, characterized in that, The vehicle includes the multi-link rear suspension system as described in any one of claims 1 to 9.

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