Rear independent suspension system and vehicle

Abstract

The utility model provides a rear independent suspension system and a vehicle. The rear independent suspension system comprises an auxiliary frame, an upper control arm assembly, a lower control arm assembly, a connecting rod arm assembly and a steering knuckle. The upper control arm assembly comprises an upper control arm body, the upper control arm body is of a Y-shaped structure, and the upper control arm body is connected with the auxiliary frame and the steering knuckle through three bushings; the lower control arm assembly comprises a lower control arm body, the lower control arm body is of a trapezoidal structure, and the lower control arm body is connected with the auxiliary frame and the steering knuckle through four bushings. According to the scheme, a transverse stabilizer bar structure and auxiliary parts thereof are omitted, the longitudinal torsion moment, the lateral overturning moment and the vertical aligning force of the rear independent suspension system are enhanced by increasing the connecting point positions of the upper control arm assembly and the lower control arm assembly, the weight of the rear independent suspension system is reduced, and then the gravity of a vehicle is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle chassis, in particular to a rear independent suspension system and a vehicle. Background Art

[0002] Drivers and passengers have higher and higher requirements for the riding comfort and handling stability of commercial vehicles, and independent suspension is gradually applied to commercial vehicles. Independent suspension has a small unsprung mass and transmits a small impact load to the vehicle body, which is conducive to improving the vehicle's driving smoothness and enhancing the tire's ground contact performance. At the same time, the left and right wheels bounce independently of each other, reducing the body roll and vibration and improving the vehicle's handling stability.

[0003] At present, the rear independent suspension generally adopts a lateral stabilizer bar structure and its accessory parts to improve the anti-rollover moment of the rear independent suspension and reduce the body tilt angle. The coordinated use of the lateral stabilizer bar structure and its accessory parts makes the rear independent suspension assembly parts more, the assembly is complicated, and the weight of the vehicle is increased. Utility Model Content

[0004] The main purpose of the utility model is to provide a rear independent suspension system and a vehicle to solve the technical problem in the prior art that the anti-rollover moment of the rear independent suspension is increased by installing a lateral stabilizer bar structure and its accessory parts on the rear independent suspension, which leads to an increase in vehicle weight.

[0005] In order to achieve the above-mentioned purpose, according to one aspect of the utility model, a rear independent suspension system is provided, including: a subframe, an upper control arm assembly, a lower control arm assembly, a connecting rod arm assembly and a steering knuckle; the upper control arm assembly includes an upper control arm body, an upper control arm bushing A and an upper control arm bushing B are arranged on one side of the upper control arm body, the upper control arm bushing A and the upper control arm bushing B are arranged oppositely, and an upper control arm bushing C is arranged on the other side of the upper control arm body opposite to the upper control arm bushing A and the upper control arm bushing B, wherein the upper control arm bushing A and the upper control arm bushing B are arranged oppositely. The arm bushings B are movably connected to the subframes, and the upper control arm bushings C are movably connected to the steering knuckles; the lower control arm assembly is located below the upper control arm assembly, and the lower control arm assembly includes a lower control arm body, one side of the lower control arm body is provided with lower control arm bushings A and lower control arm bushings B, and the other side of the lower control arm body is provided with lower control arm bushings C and lower control arm bushings D, the lower control arm bushings A and lower control arm bushings B are movably connected to the subframes, the lower control arm bushings C are movably connected to the steering knuckles, and the lower control arm bushings D are movably connected to the steering knuckles through the connecting rod arm assembly.

[0006] Further, the axis of the lower control arm bushing A is not coaxial and parallel to the axis of the lower control arm bushing B, and the axis of the lower control arm bushing C is parallel or coaxial to the axis of the lower control arm bushing D.

[0007] Further, the axis of the upper control arm bushing A is coaxial with the axis of the upper control arm bushing B.

[0008] Furthermore, the rear independent suspension system also includes a coil spring damper assembly, the upper end of the coil spring damper assembly is movably connected to the frame longitudinal beam, and the lower end of the coil spring damper assembly is rotationally connected to the lower control arm body.

[0009] Furthermore, the coil spring shock absorber assembly includes: a shock absorber body, the upper end of the shock absorber body is movably connected to the frame longitudinal beam through the shock absorber bushing, and the lower end of the shock absorber body is rotatably connected to the lower control arm body through a connecting ball head; an upper support plate, the upper support plate is connected to the shock absorber body, and the upper support plate is arranged close to the shock absorber bushing; a lower support plate, the lower support plate is connected to the shock absorber body, and the lower support plate is arranged close to the connecting ball head; a coil spring, the coil spring is sleeved on the outside of the shock absorber body, the first end of the coil spring is abutted against the upper support plate through a non-metallic gasket, and the second end of the coil spring is abutted against the lower support plate through a non-metallic gasket.

[0010] Furthermore, the rear independent suspension system also includes a toe control arm assembly, which includes a toe control arm body, one end of the toe control arm body is provided with a toe control arm bushing A, the other end of the toe control arm body is provided with a toe control arm bushing B, the toe control arm bushing A is movably connected to the steering knuckle, and the toe control arm bushing B is movably connected to the frame longitudinal beam.

[0011] Furthermore, the toe control arm bushing B is movably connected to the frame longitudinal beam through a first adjustment mechanism, and the first adjustment mechanism is used to drive the toe control arm assembly to move along the width direction of the subframe, and / or the upper control arm bushing C is movably connected to the steering knuckle through a second adjustment mechanism, and the second adjustment mechanism is used to drive the upper control arm assembly to move along the width direction of the subframe.

[0012] Furthermore, at least one of the first adjustment mechanism and the second adjustment mechanism includes: a connecting seat, the connecting seat has two connecting plates, the two connecting plates are arranged opposite to each other, an installation space is formed between the two connecting plates, each connecting plate is provided with a first elongated hole and a limiting groove, and the limiting groove is arranged around the first elongated hole; a connecting member, the connecting member is connected between the two connecting plates, eccentric flanges are respectively provided at both ends of the connecting member, there is no relative rotation between the eccentric flange and the connecting member, and the eccentric flange is located in the limiting groove; external force drives the eccentric flange to rotate in the limiting groove to drive the connecting member to move in the length direction of the first elongated hole.

[0013] Furthermore, at least one of the two connecting plates is provided with a second elongated hole, the second elongated hole is located in the limiting groove, and the second elongated hole is arranged around the first elongated hole, and at least one of the first adjustment mechanism and the second adjustment mechanism also includes: a pressure block, the pressure block is passed through the second elongated hole, one end of the pressure block abuts against the eccentric flange, and the other end of the pressure block is used to abut against the bushing to be connected.

[0014] According to another aspect of the present invention, a vehicle is provided. The vehicle includes a rear independent suspension system, and the rear independent suspension system is the above-mentioned rear independent suspension system.

[0015] The technical solution of the utility model is applied, the upper control arm assembly includes an upper control arm body, the upper control arm body is a Y-shaped structure, and the upper control arm body is connected to the subframe and the steering knuckle through three bushings; the lower control arm assembly includes a lower control arm body, the lower control arm body is a trapezoidal structure, and the lower control arm body is connected to the subframe and the steering knuckle through four bushings. The upper control arm assembly has three dispersed connection points, and the lower control arm assembly has four dispersed connection points. The upper control arm assembly and the lower control arm assembly are used in conjunction to increase the connection points between the steering knuckle and the subframe, thereby enhancing the longitudinal torsional moment, lateral rollover moment and vertical return moment of the rear independent suspension system, and improving the handling performance of the rear independent suspension system. In the above solution, the lateral stabilizer bar structure and its attached parts are cancelled, and the longitudinal torsional moment, lateral rollover moment and vertical return force of the rear independent suspension system are enhanced by increasing the connection points of the upper control arm assembly and the lower control arm assembly, thereby reducing the weight of the rear independent suspension system, and thereby reducing the vehicle gravity. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The drawings constituting part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the drawings:

[0017] Figure 1 A schematic structural diagram of an embodiment of a rear independent suspension system according to the utility model is shown;

[0018] Figure 2 The structure diagram of the lower control arm assembly of the utility model is shown;

[0019] Figure 3 The schematic diagram of the structure of the upper control arm assembly of the utility model is shown;

[0020] Figure 4 A cross-sectional schematic diagram of the spiral spring damper assembly of the utility model is shown;

[0021] Figure 5 An exploded view of the first adjustment mechanism of the present invention is shown;

[0022] Figure 6 The assembly view of the toe control arm bushing B and the toe arm bracket in the utility model is shown;

[0023] Figure 7 The schematic diagram of the structure of the eccentric flange in the utility model is shown.

[0024] The above drawings include the following reference numerals:

[0025] 1. Subframe;

[0026] 2. Frame longitudinal beam;

[0027] 3. Upper control arm assembly;

[0028] 31. upper control arm body; 32. upper control arm bushing A; 33. upper control arm bushing B; 34. upper control arm bushing C; 35. first hollow structure;

[0029] 4. Lower control arm assembly;

[0030] 41. lower control arm body; 42. lower control arm bushing A; 43. lower control arm bushing B; 44. lower control arm bushing C; 45. lower control arm bushing D; 46. second hollow structure; 47. mounting groove;

[0031] 5. Coil spring shock absorber assembly;

[0032] 51. shock absorber body; 52. upper support plate; 53. lower support plate; 54. shock absorber bushing; 55. connecting ball head; 56. connecting rod; 57. locking piece; 58. spiral spring; 59. non-metallic gasket;

[0033] 6. Steering knuckle;

[0034] 7. Front toe control arm assembly;

[0035] 71. Front toe control arm body; 72. Front toe control arm bushing B;

[0036] 8. Link arm assembly;

[0037] 9. The first adjustment mechanism;

[0038] 91. Connecting seat; 92. First long hole; 93. Position limiting groove; 94. Connecting piece; 941. Insertion groove; 95. Eccentric flange; 951. V-shaped groove; 952. Eccentric hole; 953. Insertion protrusion; 954. Scale; 96. Position limiting protrusion; 97. Second long hole; 98. Press block; 99. Locking nut;

[0039] 10. Second adjustment mechanism;

[0040] 11. Coil spring shock absorber bracket;

[0041] 12. Front toe arm bracket. DETAILED DESCRIPTION

[0042] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present utility model will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0043] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0044] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein, for example. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0045] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in a variety of different forms and should not be construed as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of the present application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of the layers and regions may be enlarged, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0046] Combination Figures 1 to 7 As shown, according to a specific embodiment of the present application, a rear independent suspension system is provided.

[0047] Specifically, the rear independent suspension system includes: a vehicle frame, an upper control arm assembly 3, a lower control arm assembly 4, a connecting rod arm assembly 8 and a steering knuckle 6. The upper control arm assembly 3 includes an upper control arm body 31, an upper control arm bushing A32 and an upper control arm bushing B33 are arranged on one side of the upper control arm body 31, the upper control arm bushing A32 and the upper control arm bushing B33 are arranged opposite to each other, and an upper control arm bushing C34 is arranged on the other side of the upper control arm body 31 opposite to the upper control arm bushing A32 and the upper control arm bushing B33, wherein the upper control arm bushing A32 and the upper control arm bushing B33 are respectively movably connected to the subframe 1, and the upper control arm bushing C34 is movably connected to the steering knuckle 6. The lower control arm assembly 4 is located below the upper control arm assembly 3, and the lower control arm assembly 4 includes a lower control arm body 41. A lower control arm bushing A42 and a lower control arm bushing B43 are provided on one side of the lower control arm body 41, and a lower control arm bushing C44 and a lower control arm bushing D45 are provided on the other side of the lower control arm body 41. The lower control arm bushing A42 and the lower control arm bushing B43 are respectively movably connected to the subframe 1, the lower control arm bushing C44 is movably connected to the steering knuckle 6, and the lower control arm bushing D45 is movably connected to the steering knuckle 6 through the connecting rod arm assembly 8.

[0048] In the embodiment of the present application, the upper control arm assembly 3 includes an upper control arm body 31, which is in a Y-shaped structure and is connected to the subframe 1 and the steering knuckle 6 through three bushings; the lower control arm assembly 4 includes a lower control arm body 41, which is in a trapezoidal structure and is connected to the subframe 1 and the steering knuckle 6 through four bushings. The upper control arm assembly 3 has three dispersed connection points, and the lower control arm assembly 4 has four dispersed connection points. The upper control arm assembly 3 and the lower control arm assembly 4 are used together to increase the connection points between the steering knuckle 6 and the subframe 1, thereby enhancing the longitudinal torsional moment, lateral rollover moment and vertical return moment of the rear independent suspension system, and improving the handling performance of the rear independent suspension system. In the above scheme, the lateral stabilizer bar structure and its attached parts are cancelled, and the connection points of the upper control arm assembly 3 and the lower control arm assembly 4 are increased to enhance the longitudinal torsional moment, lateral rollover moment and vertical restoring force of the rear independent suspension system, reduce the weight of the rear independent suspension system, and thus reduce the vehicle gravity.

[0049] Among them, combined Figure 2 As shown, the upper control arm body 31 has three curved arms extending outwardly in the circumference, so that the upper control arm body 31 is in a Y-shaped structure, and bushings are provided on the three curved arms to connect with the subframe 1 and the steering knuckle 6. A first hollow structure 35 is formed in the middle of the upper control arm body 31, and the first hollow structure 35 is used for weight reduction or avoidance.

[0050] Among them, combined Figure 3As shown, the lower control arm body 41 has four curved arms extending outwards in the circumference, so that the lower control arm body 41 has a trapezoidal structure, and bushings are provided on the four curved arms to connect with the subframe 1 and the steering knuckle 6. A second hollow structure 46 is formed in the middle of the lower control arm body 41, and the second hollow structure 46 is used for weight reduction or avoidance.

[0051] It should be noted that Figure 1 The X direction is the length direction of the frame, the Y direction is the width direction of the frame, and the Z direction is the height direction of the frame.

[0052] Furthermore, the axis of the lower control arm bushing A42 is not coaxial and parallel to the axis of the lower control arm bushing B43, and the axis of the lower control arm bushing C44 is parallel or coaxial to the axis of the lower control arm bushing D45. The weight and size of the subframe 1 are relatively large, and when subjected to external impact force, the subframe 1 may be deformed. The axis of the lower control arm bushing A42 is not coaxial and parallel to the axis of the lower control arm bushing B43, so as to improve the anti-locking performance of the lower control arm assembly 4, so as to avoid locking due to deformation of the subframe 1. The weight and size of one side of the steering knuckle 6 are relatively small, and the steering knuckle 6 is vertically arranged with high rigidity. When subjected to external impact force, it generally does not deform, so the axis of the lower control arm bushing C44 can be parallel or coaxial to the axis of the lower control arm bushing D45.

[0053] In an embodiment of the present application, the axis of the lower control arm bushing C44 and the axis of the lower control arm bushing D45 can be arranged in parallel, that is, the position of the lower control arm bushing D45 is lower than the position of the lower control arm bushing C44, and the lower control arm bushing D45 is movably connected to the steering knuckle 6 through the connecting arm assembly 8. Specifically, the connecting arm assembly 8 is connected to the steering knuckle 6 through the connecting arm bushing.

[0054] Furthermore, the axis of the upper control arm bushing A32 is coaxial with the axis of the upper control arm bushing B33. The upper control arm assembly 3 is connected to the upper part of the subframe 1, and the upper part of the subframe 1 generally does not deform, so the axis of the upper control arm bushing A32 and the axis of the upper control arm bushing B33 can be coaxially arranged.

[0055] As an alternative embodiment, the axis of the upper control arm bushing A32 is parallel to the axis of the upper control arm bushing B33.

[0056] Furthermore, the rear independent suspension system further includes a coil spring damper assembly 5, the upper end of which is movably connected to the frame longitudinal beam 2, and the lower end of which is rotatably connected to the lower control arm body 41. The arrangement of the coil spring damper assembly 5 can absorb the impact force and vibration when the vehicle is running, maintain the stability of the vehicle body, reduce the vibration and bumps caused by uneven roads or bumps when the vehicle is running, and improve the stability, comfort and handling performance of the vehicle.

[0057] In an exemplary embodiment of the present application, the coil spring shock absorber assembly 5 includes: a shock absorber body 51, an upper support plate 52, a lower support plate 53 and a coil spring 58. The upper end of the shock absorber body 51 is movably connected to the frame longitudinal beam 2 through a shock absorber bushing 54, and the lower end of the shock absorber body 51 is rotatably connected to the lower control arm body 41 through a connecting ball head 55. Specifically, the upper surface of the lower control arm body 41 is provided with a mounting groove 47, and the connecting ball head 55 is located in the mounting groove 47. Among them, the upper end of the shock absorber body 51 is connected to the coil spring shock absorber bracket 11 on the frame longitudinal beam 2 through the shock absorber bushing 54. The upper end of the shock absorber body 51 is provided with a connecting rod 56, and the connecting rod 56 is provided with a locking piece 57. The locking piece 57 is a nut. The connecting rod 56 is threadedly connected with the nut. There are two shock absorber bushings 54, and the two shock absorber bushings 54 are respectively sleeved on the connecting rod 56, wherein one shock absorber bushing 54 is located on the inner side surface of the upper support plate 52, and the other shock absorber bushing 54 is located on the inner side surface of the upper support plate 52; the connecting rod 56 is penetrated on the coil spring shock absorber bracket 11, and the coil spring shock absorber bracket 11 is clamped between the two shock absorber bushings 54, and the end of the connecting rod 56 is locked with the coil spring shock absorber bracket 11 through the locking piece 57.

[0058] The upper support plate 52 is connected to the shock absorber body 51, and the upper support plate 52 is arranged close to the shock absorber bushing 54. The lower support plate 53 is connected to the shock absorber body 51. The lower support plate 53 is arranged close to the connecting ball head 55, and a coil spring 58 is sleeved on the outside of the shock absorber body 51. The first end of the coil spring 58 abuts against the upper support plate 52 through a non-metallic gasket 59, and the second end of the coil spring 58 abuts against the lower support plate 53 through the non-metallic gasket 59. The setting of the non-metallic gasket 59 avoids the rigid collision between the coil spring 58 and the upper support plate 52 and the lower support plate 53, that is, the non-metallic gasket 59 plays a role in buffering and vibration absorption.

[0059] Furthermore, the rear independent suspension system also includes a toe control arm assembly 7, which includes a toe control arm body 71, one end of the toe control arm body 71 is provided with a toe control arm bushing A, the other end of the toe control arm body 71 is provided with a toe control arm bushing B72, the toe control arm bushing A is movably connected to the steering knuckle 6, and the toe control arm bushing B72 is movably connected to the frame longitudinal beam 2.

[0060] Furthermore, the toe control arm bushing B72 is movably connected to the frame longitudinal beam 2 via a first adjustment mechanism 9, and the first adjustment mechanism 9 is used to drive the toe control arm assembly 7 to move along the width direction of the subframe 1, and / or, the upper control arm bushing C34 is movably connected to the steering knuckle 6 via a second adjustment mechanism 10, and the second adjustment mechanism 10 is used to drive the upper control arm assembly 3 to move along the width direction of the subframe 1.

[0061] In an exemplary embodiment of the present application, the toe control arm bushing B72 is movably connected to the frame longitudinal beam 2 through the first adjustment mechanism 9, and the first adjustment mechanism 9 is used to drive the toe control arm assembly 7 to move along the width direction of the subframe 1; and the upper control arm bushing C34 is movably connected to the steering knuckle 6 through the second adjustment mechanism 10, and the second adjustment mechanism 10 is used to drive the upper control arm assembly 3 to move along the width direction of the subframe 1. During the installation of the toe control arm assembly 7, fine-tuning is performed through the first adjustment mechanism 9 to adapt to the installation spacing between the steering knuckle 6 and the frame longitudinal beam 2 to reduce the difficulty of installation. During the installation of the upper control arm assembly 3, fine-tuning is performed through the first adjustment mechanism 9 to adapt to the installation spacing between the steering knuckle 6 and the subframe 1 to reduce the difficulty of installation. Among them, the structures of the first adjustment mechanism 9 and the second adjustment mechanism 10 are the same.

[0062] Further, at least one of the first adjustment mechanism 9 and the second adjustment mechanism 10 includes: a connection seat 91, a connection member 94 and an eccentric flange 95. The connection seat 91 has two connection plates, which are arranged opposite to each other, and an installation space is formed between the two connection plates. Each connection plate is provided with a first long hole 92 and a limiting groove 93, and the limiting groove 93 is arranged around the first long hole 92. The connection member 94 is connected between the two connection plates, and eccentric flanges 95 are respectively provided at both ends of the connection member 94. There is no relative rotation between the eccentric flange 95 and the connection member 94, and the eccentric flange 95 is located in the limiting groove 93. The external force drives the eccentric flange 95 to rotate in the limiting groove 93 to drive the connection member 94 to move in the length direction of the first long hole 92. Among them, the connection seat 91 is a toe arm bracket 12 connected to the frame longitudinal beam 2 or an upper control arm bracket integrated on the steering knuckle 6.

[0063] Preferably, at least one of the two connecting plates is provided with a second elongated hole 97, which is located in the limiting groove 93 and is arranged around the first elongated hole 92. At least one of the first adjustment mechanism 9 and the second adjustment mechanism 10 further includes a pressing block 98, which is inserted into the second elongated hole 97, one end of which abuts against the eccentric flange 95, and the other end of which is used to abut against the bushing to be connected. The arrangement of the pressing block 98 and the close fit between the bushing to be connected and the connecting seat 91 prevent axial movement.

[0064] In an exemplary embodiment of the present application, Figure 5 , Figure 6 , Figure 7As shown, the toe control arm bushing B72 is movably connected to the frame longitudinal beam 2 through the first adjustment mechanism 9. The connecting seat 91 is a toe arm bracket 12, and the toe arm bracket 12 is connected to the frame longitudinal beam 2. The toe arm bracket 12 has two connecting plates arranged opposite to each other, and an installation space for installing the toe control arm bushing B72 is formed between the two connecting plates, one of the connecting plates is provided with a first long hole 92, and the other connecting plate is provided with a second long hole 97, the first long hole 92 and the second long hole 97 are arranged opposite to each other, and the outer surfaces of the two connecting plates are provided with limiting grooves 93, and the limiting grooves 93 are arranged around the first long hole 92 and the second long hole 97, wherein limiting protrusions 96 are respectively provided on both sides of the limiting groove 93, and the limiting protrusions 96 and the limiting grooves 93 are both used to limit the rotation angle of the eccentric flange 95. The connecting member 94 is a connecting rod 56, and the cross-sectional size of the connecting rod 56 is smaller than the size of the first elongated hole 92, so that the connecting member 94 can move along the length direction of the first elongated hole 92, wherein an inserting groove 941 is provided on the outer wall of the connecting member 94, and the inserting groove 941 is extended along the length direction of the connecting member 94. There are two eccentric flanges 95, one of which is fixedly connected to the connecting member 94, and the other eccentric flange 95 is detachably connected to the connecting member 94. An inserting protrusion 953 is provided in the eccentric hole 952 of the eccentric flange 95, and the eccentric flange 95 cooperates with the inserting groove 941 on the connecting member 94 through the inserting protrusion 953 to limit the rotation of the eccentric flange 95 relative to the connecting member 94. The toe control arm bushing B72 is located in the installation space of the toe arm bracket 12, the connecting rod 56 passes between the two connecting plates of the toe arm bracket 12, the pressing block 98 is inserted into the second long hole 97 to abut against the inner sleeve of the toe control arm bushing B72, the two eccentric flanges 95 are respectively located in the limiting grooves 93 on both sides, and one end of the connecting rod 56 is locked with the toe arm bracket 12 by the locking nut 99. By rotating the eccentric flange 95, the connecting rod 56 is driven to move along the length direction of the first long hole 92. Figure 7 As shown, the outer periphery of the eccentric flange 95 is provided with a scale 954 and a V-shaped groove 951 for marking the rotation angle.

[0065] like Figure 6 As shown, the distance between the two connecting plates of the toe arm bracket 12 is L2, the length of the toe control arm bushing B72 is L1, L1 is smaller than L2, and part of the pressing block 98 extends into the installation space to press against the toe control arm bushing B72. The pressing block 98 is flush with the outer side of the connecting plate, that is, the inner side of the eccentric flange 95 is flush with the outer side of the connecting plate, and the limiting protrusion 96 limits the eccentric flange 95 during the rotation of the eccentric flange 95.

[0066] According to another specific embodiment of the present utility model, a vehicle is provided. The vehicle includes a rear independent suspension system. The rear independent suspension system is the rear independent suspension system in the above embodiment.

[0067] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used here to describe the spatial positional relationship between a device or feature and other devices or features as shown in the figure. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figure. For example, if the device in the accompanying drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0068] In addition to the above, it should be noted that "one embodiment", "another embodiment", "embodiment", etc. mentioned in this specification refer to the specific features, structures or characteristics described in conjunction with the embodiment included in at least one embodiment generally described in this application. The same expression appearing in multiple places in the specification does not necessarily refer to the same embodiment. Further, when describing a specific feature, structure or characteristic in conjunction with any embodiment, it is claimed that the realization of such feature, structure or characteristic in conjunction with other embodiments also falls within the scope of the present utility model.

[0069] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0070] The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. A rear independent suspension system, It is characterized in that include: A subframe (1), an upper control arm assembly (3), a lower control arm assembly (4), a connecting rod arm assembly (8) and a steering knuckle (6); The upper control arm assembly (3) comprises an upper control arm body (31), an upper control arm bushing A (32) and an upper control arm bushing B (33) are arranged on one side of the upper control arm body (31), the upper control arm bushing A (32) and the upper control arm bushing B (33) are arranged opposite to each other, and an upper control arm bushing C (34) is arranged on the other side of the upper control arm body (31) opposite to the upper control arm bushing A (32) and the upper control arm bushing B (33), wherein the upper control arm bushing A (32) and the upper control arm bushing B (33) are respectively movably connected to the subframe (1), and the upper control arm bushing C (34) is movably connected to the steering knuckle (6); The lower control arm assembly (4) is located below the upper control arm assembly (3), and the lower control arm assembly (4) includes a lower control arm body (41), one side of the lower control arm body (41) is provided with a lower control arm bushing A (42) and a lower control arm bushing B (43), and the other side of the lower control arm body (41) is provided with a lower control arm bushing C (44) and a lower control arm bushing D (45), the lower control arm bushing A (42) and the lower control arm bushing B (43) are respectively movably connected to the subframe (1), the lower control arm bushing C (44) is movably connected to the steering knuckle (6), and the lower control arm bushing D (45) is movably connected to the steering knuckle (6) through the connecting rod arm assembly (8).

2. The rear independent suspension system according to claim 1, It is characterized in that The axis of the lower control arm bushing A (42) is non-coaxial and non-parallel to the axis of the lower control arm bushing B (43), and the axis of the lower control arm bushing C (44) is parallel or coaxial to the axis of the lower control arm bushing D (45).

3. The rear independent suspension system according to claim 1 or 2, It is characterized in that The axis of the upper control arm bushing A (32) is coaxial with the axis of the upper control arm bushing B (33).

4. The rear independent suspension system according to claim 1, It is characterized in that The rear independent suspension system also includes a coil spring damper assembly (5), the upper end of the coil spring damper assembly (5) is movably connected to the frame longitudinal beam (2), and the lower end of the coil spring damper assembly (5) is rotationally connected to the lower control arm body (41).

5. The rear independent suspension system according to claim 4, It is characterized in that The coil spring damper assembly (5) comprises: A shock absorber body (51), wherein the upper end of the shock absorber body (51) is movably connected to the frame longitudinal beam (2) via a shock absorber bushing (54), and the lower end of the shock absorber body (51) is rotatably connected to the lower control arm body (41) via a connecting ball head (55); an upper support plate (52), the upper support plate (52) being connected to the shock absorber body (51), and the upper support plate (52) being arranged close to the shock absorber bushing (54); A lower support plate (53), the lower support plate (53) being connected to the shock absorber body (51), and the lower support plate (53) being arranged close to the connecting ball head (55); A coil spring (58), wherein the coil spring (58) is sleeved on the outside of the shock absorber body (51), wherein the first end of the coil spring (58) abuts against the upper support plate (52) via a non-metallic gasket (59), and the second end of the coil spring (58) abuts against the lower support plate (53) via the non-metallic gasket (59).

6. The rear independent suspension system according to claim 1, It is characterized in that The rear independent suspension system also includes a toe control arm assembly (7), the toe control arm assembly (7) includes a toe control arm body (71), one end of the toe control arm body (71) is provided with a toe control arm bushing A, the other end of the toe control arm body (71) is provided with a toe control arm bushing B (72), the toe control arm bushing A is movably connected to the steering knuckle (6), and the toe control arm bushing B (72) is movably connected to the frame longitudinal beam (2).

7. The rear independent suspension system according to claim 6, It is characterized in that The toe control arm bushing B (72) is movably connected to the frame longitudinal beam (2) via a first adjustment mechanism (9), the first adjustment mechanism (9) being used to drive the toe control arm assembly (7) to move along the width direction of the subframe (1), and / or the upper control arm bushing C (34) is movably connected to the steering knuckle (6) via a second adjustment mechanism (10), the second adjustment mechanism (10) being used to drive the upper control arm assembly (3) to move along the width direction of the subframe (1).

8. The rear independent suspension system according to claim 7, It is characterized in that At least one of the first adjustment mechanism (9) and the second adjustment mechanism (10) comprises: A connecting seat (91), wherein the connecting seat (91) has two connecting plates, the two connecting plates are arranged opposite to each other, and an installation space is formed between the two connecting plates. Each connecting plate is provided with a first elongated hole (92) and a limiting groove (93), and the limiting groove (93) is arranged around the first elongated hole (92); A connecting member (94), the connecting member (94) being connected between the two connecting plates, the two ends of the connecting member (94) being respectively provided with eccentric flanges (95), the eccentric flanges (95) and the connecting member (94) being non-rotatable relative to each other, and the eccentric flanges (95) being located in the limiting grooves (93); An external force drives the eccentric flange (95) to rotate in the limiting groove (93), so as to drive the connecting member (94) to move in the length direction of the first elongated hole (92).

9. The rear independent suspension system according to claim 8, It is characterized in that At least one of the two connecting plates is provided with a second elongated hole (97), the second elongated hole (97) is located in the limiting groove (93), and the second elongated hole (97) is arranged around the first elongated hole (92), and at least one of the first adjustment mechanism (9) and the second adjustment mechanism (10) further comprises: A pressing block (98), wherein the pressing block (98) is inserted into the second elongated hole (97), one end of the pressing block (98) abuts against the eccentric flange (95), and the other end of the pressing block (98) is used to abut against the bushing to be connected.

10. A vehicle comprising a rear independent suspension system, It is characterized in that The rear independent suspension system is the rear independent suspension system according to any one of claims 1 to 9.

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