Vehicle front suspension rear lower control arm, vehicle front suspension system and vehicle

Abstract

The utility model discloses a vehicle front suspension rear lower control arm, a vehicle front suspension system and a vehicle. The rear lower control arm of the vehicle front suspension comprises a first connecting part, a main body part and a second connecting part, wherein the first connecting part is used for connecting an auxiliary frame assembly; the main body part is located at the end, away from the auxiliary frame assembly, of the first connecting part. The second connecting part is located at the end, away from the first connecting part, of the body part and used for being connected with a knuckle assembly. Wherein the main body part at least comprises a first main body section, the first main body section is arranged close to the first connecting part, and in the width direction perpendicular to the extending direction of the main body part, the two sides of the first main body section protrude relative to the middle of the first main body section. Therefore, the first main body section is arranged close to the first connecting part, and the two sides of the first main body section protrude relative to the middle in the width direction, so that the rigidity performance of the main body part is improved, meanwhile, the prestress of the first main body section can be reduced, and the connection reliability of the vehicle front suspension rear lower control arm and the auxiliary frame assembly is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle front suspension rear lower control arm, a vehicle front suspension system, and a vehicle. Background Art

[0002] As a key component of the double-wishbone suspension system, the rear lower control arm of the front suspension bears significant forces and moments from the wheels during vehicle operation, transmitting these forces to the subframe. The progressive breakdown of vehicle performance leads to high requirements for the stiffness and flexure performance of this control arm.

[0003] Currently, the stiffness and flexure performance of the rear control arms of vehicle front suspensions are relatively poor. Furthermore, the control arms are continuously thickened to enhance performance, resulting in excessive weight and high manufacturing costs. Utility Model Content

[0004] The main purpose of this application is to provide a vehicle front suspension rear lower control arm, a vehicle front suspension system and a vehicle, aiming to solve the above-mentioned technical problems existing in the prior art.

[0005] To solve the above problems, the present application provides a rear lower control arm of a vehicle front suspension, wherein the rear lower control arm of the vehicle front suspension includes a first connecting portion, a main body portion and a second connecting portion, wherein the first connecting portion is used to connect to the subframe assembly; the main body portion is located at an end of the first connecting portion that is away from the subframe assembly; the second connecting portion is located at an end of the main body portion that is away from the first connecting portion, and is used to connect to the steering knuckle assembly; wherein the main body portion includes at least a first main body section, the first main body section is arranged close to the first connecting portion, and in the width direction perpendicular to the extension direction of the main body portion, both sides of the first main body section are raised relative to the middle part of the first main body section.

[0006] In some embodiments, the main body portion further includes a second main body segment, which is disposed adjacent to the second connecting portion. In the width direction, the cross-sectional shape of the second main body segment is square.

[0007] In some embodiments, the thickness of at least a portion of the second body segment remains constant in the width direction.

[0008] In some embodiments, the main body portion further includes a third main body segment, the third main body segment is located between the first main body segment and the second main body segment, and in the width direction, one side of the third main body segment is raised relative to the other side.

[0009] In some embodiments, in the width direction, the cross-section of the third main body segment is T-shaped.

[0010] In some embodiments, in the width direction, the cross-section of the first main body segment is an I-shape.

[0011] In some embodiments, the first connecting portion is formed with a first mounting hole, and the first connecting portion further includes a first connecting component, which is disposed in the first mounting hole so that the first connecting portion is connected to the subframe assembly through the first connecting component.

[0012] In some embodiments, the second connecting portion is formed with a second mounting hole, and the second connecting portion also includes a second connecting component, which is arranged in the second mounting hole so that the second connecting portion is connected to the steering knuckle assembly through the second connecting component, and the angle formed by the central axis of the first mounting hole and the central axis of the second mounting hole is greater than or equal to 80° and less than or equal to 100°.

[0013] In order to solve the above problems, the present application also provides a vehicle front suspension system, which includes the above-mentioned vehicle front suspension rear lower control arm.

[0014] To solve the above problems, the present application also provides a vehicle, which includes a steering knuckle assembly, a subframe assembly and the above-mentioned vehicle front suspension system, and the vehicle front suspension system is respectively connected to the steering knuckle assembly and the subframe assembly.

[0015] Compared to the prior art, the present application provides a vehicle front suspension rear lower control arm, comprising a first connecting portion, a main body portion, and a second connecting portion. The first connecting portion is configured to connect to a subframe assembly; the main body portion is located at an end of the first connecting portion facing away from the subframe assembly; and the second connecting portion is located at an end of the main body portion facing away from the first connecting portion and configured to connect to a steering knuckle assembly. The main body portion includes at least a first main body section, the first main body section being disposed proximate to the first connecting portion, with both sides of the first main body section projecting relative to a central portion of the first main body section in a width direction perpendicular to the extension direction of the main body section. According to the above embodiment, the first main body section is disposed proximate to the first connecting portion, and both sides of the first main body section projecting relative to a central portion of the first main body section in a width direction perpendicular to the extension direction of the main body section. Thus, the first main body section improves the stiffness of the main body section near the end of the main body section near the first connecting portion, while reducing the prestress of the first main body section, further improving the connection reliability between the vehicle front suspension rear lower control arm and the subframe assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0017] Figure 1 is a schematic structural diagram of a vehicle according to one or more embodiments of the present application;

[0018] Figure 2 is a schematic structural diagram of a vehicle front suspension system according to one or more embodiments of the present application;

[0019] Figure 3 is a first structural schematic diagram of a rear lower control arm of a vehicle front suspension according to one or more embodiments of the present application;

[0020] Figure 4 is a second structural schematic diagram of a rear lower control arm of a vehicle front suspension according to one or more embodiments of the present application;

[0021] Figure 5 is based on Figure 4 The schematic cross-sectional view of the rear lower control arm of the vehicle front suspension along the AA direction is shown;

[0022] Figure 6 is based on Figure 4 The schematic cross-sectional view of the rear lower control arm of the vehicle's front suspension along the BB direction is shown;

[0023] Figure 7 is based on Figure 4 The diagram shows a cross-sectional view of the rear lower control arm of the vehicle's front suspension along the CC direction.

[0024] Figure numbers: vehicle 1; vehicle front suspension system 2; vehicle front suspension rear lower control arm 3; subframe assembly 4; steering knuckle assembly 5; first connecting portion 10; first mounting hole 11; first connecting component 12; main body 20; first main body section 21; second main body section 22; third main body section 23; second connecting portion 30; second mounting hole 31; second connecting component 32; extension direction x1; width direction x2. DETAILED DESCRIPTION

[0025] The following embodiments of the technical solution of the present application will be described in detail with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application and are therefore only examples and are not intended to limit the scope of protection of the present application.

[0026] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0027] In the description of the embodiments of this application, the technical terms "first" and "second" are used only to distinguish different objects and should not be understood to indicate or imply relative importance or implicitly specify the quantity, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, the meaning of "plurality" is more than two, unless otherwise clearly and specifically defined.

[0028] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0029] In the description of the embodiments of this application, the term "and / or" is simply a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent the following three situations: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0030] In the description of the embodiments of the present application, the term "multiple" refers to more than two (including two). Similarly, "multiple groups" refers to more than two groups (including two groups), and "multiple pieces" refers to more than two pieces (including two pieces).

[0031] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the embodiments of the present application.

[0032] In the description of the embodiments of the present application, unless otherwise expressly specified or limited, technical terms such as "installed," "connected," "connected," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; internal connections between two components or interactions between two components. Those skilled in the art can understand the specific meanings of the above terms in the embodiments of the present application based on specific circumstances.

[0033] As a key component of the double-wishbone suspension system, the rear lower control arm of the front suspension bears significant forces and moments from the wheels during vehicle operation, transmitting these forces to the subframe. The progressive breakdown of vehicle performance leads to high requirements for the stiffness and flexure performance of this control arm.

[0034] Currently, the stiffness and flexure performance of the rear control arms of vehicle front suspensions are relatively poor. Furthermore, the control arms are continuously thickened to enhance performance, resulting in excessive weight and high manufacturing costs.

[0035] Please refer to Figure 1 , Figure 1 is a schematic structural diagram of a vehicle according to one or more embodiments of the present application.

[0036] To address the above-mentioned issues, the present application further provides a vehicle 1 comprising a steering knuckle assembly 5, a subframe assembly 4, and a front suspension system 2, the front suspension system 2 being connected to the steering knuckle assembly 5 and the subframe assembly 4, respectively. The vehicle 1 can be a fuel-powered vehicle, a gas-powered vehicle, or a new energy vehicle. The new energy vehicle can be a hybrid vehicle or a range-extended vehicle, among others. The vehicle 1 can be a front-wheel drive vehicle 1, a four-wheel drive vehicle 1, and so on. The steering knuckle assembly 5 typically consists primarily of a steering knuckle, a wheel hub, bearings, and other related components. It connects the wheels to the suspension system and allows the wheels to rotate and deflect a certain angle relative to the vehicle body, thereby enabling the vehicle 1 to steer. The steering knuckle assembly 5 typically consists primarily of a steering knuckle, a wheel hub, bearings, and other related components. It connects the wheels to the suspension system and allows the wheels to rotate and deflect a certain angle relative to the vehicle body, thereby enabling the vehicle 1 to steer. The subframe assembly 4 can isolate vibration and noise, improve comfort, and withstand various forces and moments during vehicle driving.

[0037] Please combine Figure 2 , Figure 2 2 is a schematic structural diagram of a vehicle front suspension system according to one or more embodiments of the present application.

[0038] In order to solve the above problems, the present application provides a vehicle front suspension system 2, which includes a vehicle front suspension rear lower control arm 3. The vehicle front suspension system 2 is mainly used to support the vehicle body, absorb road impact, maintain good contact between the tire and the ground, and to a certain extent affects the handling performance and ride comfort of the vehicle 1. The vehicle front suspension system 2 can include but is not limited to a double wishbone front suspension, and the double wishbone front suspension mainly includes an upper control arm, a front lower control arm, a rear lower control arm, a stabilizer bar, a steering knuckle, a subframe, and components such as shock absorbers and springs. The vehicle front suspension system 2 can be connected to the steering knuckle assembly 5 and the subframe assembly 4 respectively through the vehicle front suspension rear lower control arm 3.

[0039] Combine Figure 3-Figure 5 , Figure 3 is a first structural schematic diagram of a rear lower control arm of a vehicle front suspension according to one or more embodiments of the present application; Figure 4 is a second structural schematic diagram of a rear lower control arm of a vehicle front suspension according to one or more embodiments of the present application; Figure 5 is based on Figure 4 The diagram shows a cross-sectional view of the rear lower control arm of the vehicle's front suspension along the AA direction.

[0040] To address the aforementioned issues, the present application provides a vehicle front suspension rear lower control arm 3, comprising a first connecting portion 10, a main portion 20, and a second connecting portion 30. The first connecting portion 10 is used to connect to the subframe assembly 4; the main portion 20 is located at the end of the first connecting portion 10 facing away from the subframe assembly 4; the second connecting portion 30 is located at the end of the main portion 20 facing away from the first connecting portion 10 and is used to connect to the steering knuckle assembly 5. The main portion 20 includes at least a first main section 21, which is positioned adjacent to the first connecting portion 10. In a width direction x2 perpendicular to the extension direction x1 of the main portion 20, both sides of the first main section 21 are raised relative to the center of the first main section 21. The vehicle front suspension rear lower control arm 3 is connected to the subframe assembly 4 via the first connecting portion 10 and to the steering knuckle assembly 5 via the second connecting portion 30. The first connecting portion 10 and the second connecting portion 30 are positioned at opposite ends of the main portion 20. It should be noted that the main body portion 20 can be the primary load-bearing portion of the vehicle's front suspension rear lower control arm 3. The main body portion 20 includes at least a first main section 21. At least a portion of the first main section 21 is positioned closer to the first connecting portion 10 than the main body portion 20 as a whole. For example, the first main section 21 can be directly connected to the first connecting portion 10. In the width direction x2, which is perpendicular to the extension direction x1 of the main body portion 20, two sides of the first main section 21 are raised relative to the center of the first main section 21. For example, the first main section 21 has two opposing surfaces in a thickness direction perpendicular to the extension direction x1 and the width direction x2. The two sides of the first main section 21 can be raised relative to the center on either one surface or on both opposing surfaces. The thickness of the two sides of the first main section 21 can be the same or different. Thus, the raised sides of the first main section 21 relative to the center improve the stiffness of the vehicle's front suspension rear lower control arm 3 and subframe assembly 4, reducing the prestress in the first main section 21.

[0041] Through the above embodiment, the first main body section 21 is arranged close to the first connecting portion 10, and in the width direction x2 perpendicular to the extension direction x1 of the main body section 20, both sides of the first main body section 21 are raised relative to the middle part of the first main body section 21, thereby improving the stiffness performance of the main body section 20 at one end close to the first connecting portion 10 through the first main body section 21, and at the same time reducing the prestress of the first main body section 21, further improving the connection reliability between the rear lower control arm 3 of the vehicle front suspension and the subframe assembly 4.

[0042] In some embodiments, the cross-sectional shape of the first main section 21 in the width direction x2 is an I-shaped section. That is, when viewed in the extension direction x1 of the main body 20, the cross-sectional shape of the first main section 21 is an I-shaped section. On the opposing sides of the first main section 21, both sides of the first main section 21 are raised relative to the center. Thus, by setting the cross-sectional shape of the first main section 21 to an I-shaped section, the material utilization rate of the first main section 21 is improved, making it easier to process and form, and further reducing the prestress in the first main section 21. This improves the stiffness of the main section 20 near the first connecting portion 10, thereby enhancing the connection reliability between the rear lower control arm 3 of the vehicle's front suspension and the subframe assembly 4.

[0043] In some embodiments, the first connecting portion 10 is formed with a first mounting hole 11 , and the first connecting portion 10 further includes a first connecting component 12 , which is disposed in the first mounting hole 11 so that the first connecting portion 10 is connected to the subframe assembly 4 through the first connecting component 12 . In some application scenarios, the first connecting component 12 can be a bushing, and the bushing can be a flexible bushing. For example, the bushing includes a bushing outer sleeve, a bushing rubber, a bushing inner skeleton and a mounting pin. The bushing outer sleeve is arranged in the first mounting hole 11, the bushing rubber is arranged in the outer sleeve and surrounds to form a accommodating area, the bushing inner skeleton is further arranged in the accommodating area, the mounting pin is connected to the inner skeleton and extends along the central axis direction of the first mounting hole 11, and a fixing hole is provided on the mounting pin. The opening direction of the mounting hole is perpendicular to the direction of the central axis of the first mounting hole 11. The first connecting component 12 is installed on the subframe assembly 4 through the fixing hole. Thus, the first connecting component 12 is accommodated by the first mounting hole 11 and is connected to the subframe assembly 4 through the first connecting component 12, thereby improving the connection stability between the rear lower control arm 3 of the vehicle's front suspension and the subframe assembly 4.

[0044] In some embodiments, the second connecting portion 30 is formed with a second mounting hole 31 and further includes a second connecting assembly 32 disposed within the second mounting hole 31, such that the second connecting portion 30 is connected to the steering knuckle assembly 5 via the second connecting assembly 32. The angle formed between the central axis of the first mounting hole 11 and the central axis of the second mounting hole 31 is greater than or equal to 80° and less than or equal to 100°. In some applications, the second connecting assembly 32 may include a ball pin and a cover plate, the cover plate being disposed at one end of the second mounting hole 31, the ball pin being inserted into the second mounting hole 31, and the second connecting assembly 32 being connected to the steering knuckle assembly 5 via the ball pin. The angle formed between the central axis of the first mounting hole 11 and the central axis of the second mounting hole 31 may range from 80° to 85°, from 85° to 90°, or from 90° to 100°. Specifically, the angle may be 80°, 82°, 85°, 88°, 90°, 95°, 100°, etc., and optionally, the angle is 90°. Thus, the connection stability between the rear lower control arm 3 of the vehicle's front suspension and the steering knuckle assembly 5 can be improved through the second connecting component 32, and the angle formed by the central axis of the second mounting hole 31 and the central axis of the first mounting hole 11 is set to 80°-100°, thereby improving the handling stability and smoothness of the vehicle 1 during driving.

[0045] Combine Figure 6 , Figure 6 is based on Figure 4 The diagram shows a cross-sectional view of the rear lower control arm of the vehicle's front suspension along the BB direction.

[0046] In some embodiments, the main body 20 further includes a second main body segment 22, which is positioned adjacent to the second connecting portion 30. The cross-section of the second main body segment 22 is square in the width direction x2. At least a portion of the second main body segment 22 is positioned adjacent to the second connecting portion 30 relative to the main body 20 as a whole. For example, the second main body segment 22 may be directly connected to the second connecting portion 30. The cross-section of the second main body segment 22 is square in the width direction x2. For example, the cross-section of the second main body segment 22 may be approximately rectangular, square, or the like. Thus, by configuring the second main body segment 22 with a square cross-section, the structural performance of the second main body segment 22 is improved, while also facilitating the manufacture and processing of the main body 20 and reducing costs.

[0047] In some embodiments, the thickness of at least a portion of the second main body segment 22 remains constant along the width direction x2. For example, the thickness of a portion of the second main body segment 22 may remain constant along the width direction x2, or the thickness of all of the second main body segment 22 may remain constant along the width direction x2. This improves the structural performance of the second main body segment 22, further facilitates the manufacture and processing of the main body 20, and significantly reduces costs.

[0048] Combine Figure 7 , Figure 7 is based on Figure 4 The diagram shows a cross-sectional view of the rear lower control arm of the vehicle's front suspension along the CC direction.

[0049] In some embodiments, the main body portion 20 further includes a third main body segment 23, which is positioned between the first main body segment 21 and the second main body segment 22. In the width direction x2, one side of the third main body segment 23 is raised relative to the other side. It is understood that the third main body segment 23 connects the first main body segment 21 and the second main body segment 22. For example, the third main body segment 23 has two opposing surfaces in the thickness direction. One side of the third main body segment 23 may be raised relative to the other side. For example, in the width direction x2, the cross-section of the third main body segment 23 may be L-shaped. Alternatively, both opposing surfaces may be raised relative to the other side. For example, in the width direction x2, the cross-section of the third main body segment 23 may be T-shaped. It should be noted that the raised side of the third main section 23 can be connected to one of the two sides of the first main section 21 that are raised relative to the middle. In the extension direction x1 of the main body 20, and thus from the first main section 21 to the second main section 22, the thickness of the raised side of the third main section 23 can gradually decrease from the thickness of the side of the first main section 21 to which it is connected to the thickness of the second main section 22. It is understood that the third main section 23 is located in the middle of the main body 20 and is subjected to the strongest bending forces under the action of the steering knuckle assembly 5 and the subframe assembly 4. Therefore, by arranging one side of the third main section 23 to be raised relative to the other side, forming a shape similar to a cable, the bending resistance of the third main section 23 is improved. This also facilitates a smoother transition in the shape of the main body 20 from the first main section 21 to the second main section 22, mitigating the risk of dead spots caused by the abrupt shape change between the first and second main sections 21, 22, and the accumulation of dust and rust in these dead spots.

[0050] In some embodiments, the cross-sectional shape of the third main segment 23 in the width direction x2 is T-shaped. That is, when viewed in the extension direction x1 of the main body 20, the cross-sectional shape of the third main segment 23 is T-shaped. Specifically, on the opposing surfaces of the third main segment 23, one side of the third main segment is raised relative to the other side. Thus, by configuring the third main segment 23 with a T-shaped cross-sectional shape, the bending resistance of the third main segment 23 is further improved, facilitating a smooth transition between the first main segment 21 and the second main segment 22 of the main body 20. Furthermore, the T-shaped cross-sectional shape also facilitates reducing the weight of the third main segment 23, thereby further reducing the weight of the lower rear control arm of the front suspension of the vehicle 1.

[0051] To sum up, the rear lower control arm 3 of the vehicle front suspension provided in the present application includes a first connecting portion 10, a main body portion 20 and a second connecting portion 30, the first connecting portion 10 is used to connect the subframe assembly 4; the main body portion 20 is located at the end of the first connecting portion 10 away from the subframe assembly 4; the second connecting portion 30 is located at the end of the main body portion 20 away from the first connecting portion 10, and is used to connect the steering knuckle assembly 5; wherein, the main body portion 20 includes at least a first main body segment 21, the first main body segment 21 is arranged close to the first connecting portion 10, and in the width direction x2 perpendicular to the extension direction x1 of the main body portion 20, the two sides of the first main body segment 21 are raised relative to the middle part of the first main body segment 21. Through the above embodiment, the first main body section 21 is arranged close to the first connecting portion 10, and in the width direction x2 perpendicular to the extension direction x1 of the main body section 20, both sides of the first main body section 21 are raised relative to the middle part of the first main body section 21, thereby improving the stiffness performance of the main body section 20 at one end close to the first connecting portion 10 through the first main body section 21, and at the same time reducing the prestress of the first main body section 21, further improving the connection reliability between the rear lower control arm 3 of the vehicle front suspension and the subframe assembly 4.

[0052] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application, and they should all be included in the scope of the claims and specification of the present application. In particular, as long as there is no structural conflict, the various technical features mentioned in the various embodiments can be combined in any way. The present application is not limited to the specific embodiments disclosed herein, but includes all technical solutions that fall within the scope of the claims.

Claims

1. A vehicle front suspension rear lower control arm, characterized in that: The vehicle front suspension rear lower control arm includes: A first connecting portion, used for connecting to a subframe assembly; a main body portion, located at an end of the first connecting portion away from the sub-frame assembly; a second connecting portion, located at an end of the main body away from the first connecting portion and used for connecting to the steering knuckle assembly; The main body portion includes at least a first main body segment, which is arranged close to the first connecting portion. In the width direction perpendicular to the extension direction of the main body portion, both sides of the first main body segment are raised relative to the middle of the first main body segment.

2. The rear lower control arm of the vehicle front suspension according to claim 1, characterized in that: The main body portion further includes a second main body section, which is arranged close to the second connecting portion. In the width direction, the cross-section of the second main body section is a square.

3. The rear lower control arm of the vehicle front suspension according to claim 2, characterized in that: In the width direction, the thickness of at least a portion of the second main body section remains constant.

4. The rear lower control arm of the vehicle front suspension according to claim 2, characterized in that: The main body portion further includes a third main body segment, the third main body segment is located between the first main body segment and the second main body segment, and one side of the third main body segment is raised relative to the other side in the width direction.

5. The rear lower control arm of the vehicle front suspension according to claim 4, characterized in that: In the width direction, the cross-section of the third main body segment is T-shaped.

6. The rear lower control arm of the vehicle front suspension according to claim 1, characterized in that: In the width direction, the cross-section of the first main body segment is an I-shape.

7. The rear lower control arm of the vehicle front suspension according to claim 1, characterized in that: The first connecting portion is formed with a first mounting hole, and the first connecting portion further includes a first connecting component, which is disposed in the first mounting hole so that the first connecting portion is connected to the sub-frame assembly through the first connecting component.

8. The rear lower control arm of the vehicle front suspension according to claim 7, characterized in that: The second connecting portion is formed with a second mounting hole, and the second connecting portion also includes a second connecting component, which is arranged in the second mounting hole so that the second connecting portion is connected to the steering knuckle assembly through the second connecting component, and the angle formed by the central axis of the first mounting hole and the central axis of the second mounting hole is greater than or equal to 80° and less than or equal to 100°.

9. A vehicle front suspension system, characterized in that: The vehicle front suspension system includes the vehicle front suspension rear lower control arm according to any one of claims 1 to 8.

10. A vehicle, characterized in that: The vehicle comprises a steering knuckle assembly, a subframe assembly and the vehicle front suspension system according to claim 9, wherein the vehicle front suspension system is respectively connected to the steering knuckle assembly and the subframe assembly.

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