Rear double-fork-arm type independent suspension structure and vehicle
By using a rear double wishbone independent suspension structure, the upper and lower control arms absorb Y-direction forces, solving the problems of poor load-bearing capacity and shock absorption performance of existing suspension structures, and achieving better anti-roll performance and handling.
Patent Information
- Application Number
- CN202421847841.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-31
- Publication Date
- 2025-11-04
- Estimated Expiration
- 2034-07-31
AI Technical Summary
Existing rear suspension structures, especially those for low-speed electric vehicles with rear-mounted, rear-wheel-drive configurations, have poor load-bearing and shock absorption performance, weak anti-roll capability, and affect vehicle handling.
It adopts a rear double wishbone independent suspension structure, which absorbs the Y-direction force of the suspension structure through the upper and lower control arms set in the Y direction, reduces the installation height of the shock absorber, and improves the rigidity and anti-roll performance of the suspension structure by absorbing the Y-direction force through the combination of the upper and lower control arms.
It improves the Y-direction stiffness and anti-roll performance of the suspension structure, suppresses braking pitching, and enhances vehicle handling and ride comfort.
Smart Images
Figure CN223508033U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to vehicle body suspension structure, specifically, to a rear double wishbone independent suspension structure and a vehicle. Background Technology
[0002] Currently, existing rear suspension structures, especially those designed for low-speed electric vehicles with a rear-engine, rear-wheel-drive configuration, primarily employ a torsion beam non-independent suspension structure consisting of a trailing arm, coil spring, shock absorber, lateral thrust rod, and torsion beam. The coil spring and shock absorber are connected, shortening their overall length and allowing the vehicle width to meet design requirements while increasing interior space. However, while this type of rear suspension occupies less axial space, it suffers from poor load-bearing capacity and damping performance. Furthermore, the existing suspension structure, with its left and right trailing arms connected by a central torsion beam, resembles an H-shape. The suspension structure connects to the vehicle body via the front of the trailing arm. Due to the high rigidity of the trailing arm, a lateral link is typically not required. When the vehicle tilts, the torsion of the torsion beam axle affects the wheel camber angle, resulting in weak anti-roll capability and impacting overall vehicle handling.
[0003] For the reasons mentioned above, existing technologies cannot effectively guarantee that the rear suspension structure has strong handling performance. Utility Model Content
[0004] One problem this utility model aims to solve is to provide a rear double wishbone independent suspension structure. This rear double wishbone independent suspension structure absorbs the Y-direction force on the suspension structure through the upper and lower control arms set in the Y direction, thereby improving the Y-direction rigidity of the suspension structure and effectively improving anti-roll performance. At the same time, it also lowers the vehicle's center of gravity height, effectively improving the vehicle's handling stability and handling performance.
[0005] Another problem to be solved by this utility model is to provide a vehicle that has better anti-roll performance and better handling.
[0006] To address the aforementioned technical problems, this utility model provides a rear double wishbone independent suspension structure, including a drive half-shaft assembly, a steering knuckle assembly connected to the drive half-shaft assembly, a lower control arm and an upper control arm both connected to the steering knuckle assembly, and a shock absorber connected to the lower control arm. The lower control arm also has a groove structure, the through direction of which is the same as the extension direction of the upper control arm. The shock absorber is connected within the groove structure to reduce its installation height. Both the upper and lower control arms are arranged along the Y-axis to absorb the Y-axis force experienced by the independent suspension structure.
[0007] In some embodiments, the shock absorber includes a spring, an upper support bracket, and a lower spring pad, the spring being sleeved on the shock absorber, and both ends of the spring abutting against the upper support bracket and the lower spring pad, respectively.
[0008] In some embodiments, the upper support bracket has a threaded hole at its end, and the upper support bracket is adapted to be connected to the vehicle frame through the threaded hole.
[0009] In some embodiments, the lower end of the shock absorber is provided with a shock absorber bushing hinge point, which can be connected to the lower control arm.
[0010] In some embodiments, the drive half-shaft assembly includes a fixed-end universal joint and a sliding-end universal joint disposed at both ends, the fixed-end universal joint being connected to the steering knuckle assembly, and the sliding-end universal joint being adapted to be connected to the powertrain.
[0011] In some embodiments, the upper control arm includes an upper control arm body, with two upper control arm hinge points at one end of the upper control arm body away from the steering knuckle assembly and an upper control arm outer ball joint at the other end. The upper control arm is connected to the vehicle frame through the two upper control arm hinge points, and the other end is adapted to be connected to the steering knuckle assembly through the upper control arm outer ball joint.
[0012] In some embodiments, the lower control arm includes two lower control arm hinge points and a lower control arm external mounting point, the two lower control arm hinge points being adapted to be connected to the vehicle frame, and the lower control arm external mounting point being connected to the lower mounting bushing of the steering knuckle assembly.
[0013] In some embodiments, the length of the upper control arm is less than the length of the lower control arm.
[0014] In some embodiments, the rear double wishbone independent suspension structure of the present invention further includes a toe control rod, wherein the two ends of the toe control rod are respectively provided with an inner ball joint point and an outer ball joint point, and an intermediate connecting rod is connected between the inner ball joint point and the outer ball joint point. The inner ball joint point is connected to the steering knuckle assembly, and the outer ball joint point is adapted to be connected to the vehicle frame.
[0015] In another aspect, this utility model provides a vehicle including a rear double wishbone independent suspension structure according to any one of the above technical solutions.
[0016] Through the above technical solution, the rear double wishbone independent suspension structure of this utility model includes a drive half-shaft assembly, a steering knuckle assembly connected to the drive half-shaft assembly, a lower control arm and an upper control arm both connected to the steering knuckle assembly, and a shock absorber connected to the lower control arm. The lower control arm also has a groove structure, the through direction of which is the same as the extension direction of the upper control arm. The shock absorber is connected within the groove structure to reduce its installation height. Both the upper and lower control arms are arranged along the Y-direction to absorb the Y-direction force on the independent suspension structure. By connecting the upper and lower control arms to the upper and lower ends of the steering knuckle assembly respectively, and with both arms arranged along the Y-direction, the rear double wishbone independent suspension structure of this utility model can simultaneously absorb the Y-direction force on the rear double wishbone independent suspension structure. This allows the strut to bear only the weight of the vehicle body, thereby effectively improving lateral rigidity and anti-roll performance, effectively suppressing braking dive, and significantly improving the overall handling performance and comfort of the vehicle.
[0017] Other advantages of this utility model and the technical effects of preferred embodiments will be further described in the following detailed description. Attached Figure Description
[0018] Figure 1 This is one of the structural schematic diagrams of a rear double wishbone independent suspension structure according to an embodiment of this utility model;
[0019] Figure 2 This is the second schematic diagram of the rear double wishbone independent suspension structure according to one embodiment of this utility model;
[0020] Figure 3 This is the third schematic diagram of the rear double wishbone independent suspension structure according to one embodiment of this utility model;
[0021] Figure 4 This is a schematic diagram of the toe control lever according to one embodiment of the present invention;
[0022] Figure 5 This is a schematic diagram of the structure of the steering knuckle lower mounting bushing according to an embodiment of the present invention;
[0023] Figure 6 This is a schematic diagram of the upper control arm according to one embodiment of the present invention;
[0024] Figure 7 This is a schematic diagram of the lower control arm according to one embodiment of the present invention.
[0025] Explanation of reference numerals in the attached figures
[0026] 10-Drive half-shaft assembly; 101-Sliding end universal joint; 102-Fixed end universal joint;
[0027] 20-Upper control arm; 201-Upper control arm hinge point; 202-Upper control arm body; 203-Upper control arm outer ball joint point;
[0028] 30-Spring;
[0029] 40 - Shock absorber; 401 - Upper support bracket; 402 - Lower spring pad; 403 - Shock absorber bushing hinge point;
[0030] 50 - Steering knuckle assembly; 501 - Steering knuckle undermount bushing;
[0031] 60-Toe control lever; 601-Inner ball joint point; 602-Outer ball joint point; 603-Intermediate link;
[0032] 70 - Lower control arm; 701 - Lower control arm hinge point; 702 - Groove structure. Detailed Implementation
[0033] The specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the scope of this utility model.
[0034] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation" and "connection" 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 direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.
[0035] Additionally, it should be noted that some directional terms used in the following description to clearly illustrate the technical solution of this utility model, such as "up" and "down," are all based on the meanings of directions normally referred to during automobile use. Furthermore, for ease of explanation, based on the description of the overall orientation of a vehicle by engineers in the automotive industry, the X direction represents the length direction of the vehicle, the Y direction represents the left-right direction of the vehicle, i.e., the width direction, and the Z direction represents the height direction of the vehicle.
[0036] like Figures 1 to 3As shown, this utility model provides a rear double wishbone independent suspension structure, including a drive half-shaft assembly 10, a steering knuckle assembly 50 connected to the drive half-shaft assembly 10, a lower control arm 70 and an upper control arm 20 both connected to the steering knuckle assembly 50, and a shock absorber 40 connected to the lower control arm 70. The lower control arm 70 is also provided with a groove structure 702, the through direction of the groove structure 702 is the same as the extension direction of the upper control arm 20, and the shock absorber 40 is connected in the groove structure 702 to reduce the installation height of the shock absorber 40. The upper control arm 20 and the lower control arm 70 are both arranged along the Y direction to absorb the Y-direction force on the independent suspension structure.
[0037] In this utility model, the drive half-shaft assembly 10 is arranged along the Y direction, and the upper control arm 20 and the lower control arm 70 are also basically arranged in the Y direction. The drive half-shaft assembly 10, the upper control arm 20 and the lower control arm 70 are all connected to the steering knuckle assembly 50, and from top to bottom they are the upper control arm 20, the drive half-shaft assembly 10 and the lower control arm 70, and the three are basically parallel to each other. As can be seen, because the rear double wishbone independent suspension structure of this utility model is equipped with an upper control arm 20 and a lower control arm 70, which are arranged vertically and extend along the Y direction, the upper control arm 20 and the lower control arm 70 can absorb the Y-direction force simultaneously. Only then can the strut bear the weight of the vehicle body without bearing part of the Y-direction force. This effectively improves the Y-direction rigidity of the rear double wishbone independent suspension structure of this utility model, and also effectively improves the anti-roll performance, thereby suppressing the vehicle's braking dive phenomenon and improving the vehicle's handling and ride comfort.
[0038] Specifically, the rear double wishbone independent suspension structure of this utility model is suitable for unmanned logistics vehicles. In order to achieve a flatter vehicle body while keeping the travel of the shock absorber 40 constant, the upper surface of the lower control arm 70 of this utility model is provided with a groove structure 702. The shock absorber bushing hinge point 403 of the shock absorber 40 is installed in the groove structure 702. On the one hand, it can effectively position the installation position. On the other hand, it can also adjust the height of the shock absorber 40 downward in the vertical direction, so that the installation height of the shock absorber bushing hinge point 403 on the shock absorber 40 is basically the same as the height of the wheel. The center of gravity of the vehicle is controlled to a lower position, thereby effectively improving the handling stability of the vehicle and ensuring a flatter vehicle body.
[0039] In a preferred embodiment of the present invention, the shock absorber 40 includes a spring 30, an upper support bracket 401 and a lower spring pad 402. The spring 30 is sleeved on the shock absorber 40, and the two ends of the spring 30 abut against the upper support bracket 401 and the lower spring pad 402 respectively.
[0040] Specifically, the shock absorber 40 of this utility model is further provided with a mounting rod, and the spring 30 is sleeved on the mounting rod. The two ends of the mounting rod are respectively connected to an upper support bracket 401 and a lower spring pad 402, and the upper support bracket 401 and the lower spring pad 402 abut against the two ends of the spring 30. Preferably, the spring 30 is a helical compression spring. In the initial state, the spring 30 is in a compressed state and also has a certain amount of compression.
[0041] More preferably, the spring 30 is installed between the upper support bracket 401 and the lower spring pad 402 of the shock absorber 40 to form a shock absorber helical spring assembly.
[0042] In a preferred embodiment of the present invention, the upper support bracket 401 is provided with a threaded hole at its end, and the upper support bracket 401 is adapted to be connected to the vehicle frame through the threaded hole.
[0043] Specifically, the upper support bracket 401 is connected to the vehicle frame, and the threaded hole is compatible with the external thread of the bolt.
[0044] In a preferred embodiment of the present invention, the lower end of the shock absorber 40 is provided with a shock absorber bushing hinge point 403, which can be connected to the lower control arm 70.
[0045] In a preferred embodiment of the present invention, the drive half-shaft assembly 10 includes a fixed end universal joint 102 and a sliding end universal joint 101 disposed at both ends. The fixed end universal joint 102 is connected to the steering knuckle assembly 50, and the sliding end universal joint 101 is adapted to be connected to the powertrain.
[0046] As a preferred embodiment of this utility model, such as Figure 6 As shown, the upper control arm 20 includes an upper control arm body 202. The upper control arm body 202 has two upper control arm hinge points 201 at one end away from the steering knuckle assembly 50, and an upper control arm outer ball joint point 203 at the other end. The upper control arm 20 is adapted to be connected to the vehicle frame through the two upper control arm hinge points 201, and the other end is connected to the steering knuckle assembly 50 through the upper control arm outer ball joint point 203.
[0047] Specifically, the upper control arm body 202 is formed from hollow steel tubes with a wall thickness of 2-5mm, which makes the upper control arm 20 simple in structure and light in weight, and also effectively controls production costs. At the same time, the design can ensure that there is sufficient margin for the safe distance between the upper control arm and the tires and shock absorbers 40 when the vehicle is jumping up and down. This can effectively ensure that it is still applicable even if the installation position of the shock absorbers 40 is adjusted slightly.
[0048] As a preferred embodiment of this utility model, such as Figure 7 As shown, the lower control arm 70 includes two lower control arm hinge points 701 and a lower control arm external mounting point. The two lower control arm hinge points 701 are connected to the vehicle frame, and the lower control arm external mounting point is adapted to connect to the steering knuckle lower mounting bushing 501 of the steering knuckle assembly 50.
[0049] like Figure 5 As shown, the lower bushing 501 of the steering knuckle assembly 50 is spherical, which allows the steering knuckle assembly 50 to rotate within a certain angle range.
[0050] In another specific embodiment of this utility model, the toe control lever 60 can also be set as a steering gear. The tie rod ball pin of the steering gear is connected to the steering knuckle assembly 50, which can also realize rear wheel steering within a certain angle range. Combined with front wheel steering, it can improve the mobility of the entire chassis and has high expandability.
[0051] In a preferred embodiment of this utility model, the length of the upper control arm 20 is less than the length of the lower control arm 70.
[0052] Specifically, the upper control arm 20 and the lower control arm 70 are sized to approximately 300mm in the Y direction, resulting in a compact mounting structure. This structure allows the upper control arm 20 and lower control arm 70 to be mounted on vehicle frames with a width of up to 1000mm, offering better expandability.
[0053] As a preferred embodiment of the present invention, the rear double wishbone independent suspension structure of the present invention further includes a toe control rod 60. The two ends of the toe control rod 60 are respectively provided with an inner ball joint point 601 and an outer ball joint point 602. An intermediate connecting rod 603 connects the inner ball joint point 601 and the outer ball joint point 602. The inner ball joint point 601 is connected to the steering knuckle assembly 50, and the outer ball joint point 602 is adapted to be connected to the vehicle frame.
[0054] like Figure 4As shown, the toe control lever 60 includes an inner ball joint 601, an intermediate connecting rod 603, and an outer ball joint 602 connected in sequence. The intermediate connecting rod 603 is formed into a cylindrical structure, with external threads of opposite directions formed on the outer circumferential surfaces at both ends. The ends of the inner ball joint 601 and the intermediate connecting rod 603 are formed with internal threads, and the internal threads of the inner ball joint 601 and the intermediate connecting rod 603 are adapted to the external threads of the intermediate connecting rod 603. It is conceivable that the inner ball joint 601 and the outer ball joint 602 can be formed as common parts, which can be used interchangeably, realize the error prevention function during assembly, and simplify the production process.
[0055] To better understand the technical concept of this utility model, the optimal technical solution of the rear double wishbone independent suspension structure of this utility model will be described below in conjunction with relatively comprehensive technical features.
[0056] like Figures 1 to 7As shown, the preferred embodiment of this utility model provides a rear double wishbone independent suspension structure, including a drive half-shaft assembly 10, an upper control arm 20, a spring 30, a shock absorber 40, a steering knuckle assembly 50, a toe control lever 60, and a lower control arm 70. The upper control arm 20, the drive half-shaft assembly 10, and the lower control arm 70 are connected sequentially to the steering knuckle assembly 50 from top to bottom, and the three are basically parallel to each other. Both the lower control arm 70 and the upper control arm 20 are arranged along the Y-direction, and the length of the upper control arm 20 is less than the length of the lower control arm 70. The dimensions of the upper control arm 20 and the lower control arm 70 in the Y-direction are controlled to be approximately 300mm. The shock absorber 40 includes an upper support bracket 401, a lower spring pad 402, and a mounting rod connecting the upper support bracket 401 and the lower spring pad 402. A spring 30 is sleeved on the mounting rod, with both ends of the spring 30 abutting against the upper support bracket 401 and the lower spring pad 402 respectively. Thus, the spring 30 is installed between the upper support bracket 401 and the lower spring pad 402 of the shock absorber 40, forming a shock absorber coil spring assembly. The upper support bracket 401 is connected to the vehicle frame. The lower end of the shock absorber 40 is provided with a shock absorber bushing hinge point 403, which can be connected to the bracket of the lower control arm 70. The drive half-shaft assembly 10 includes a fixed-end universal joint 102 and a sliding-end universal joint 101 disposed at both ends. The fixed-end universal joint 102 is connected to the steering knuckle assembly 50, and the sliding-end universal joint 101 is connected to the powertrain. The upper control arm 20 includes an upper control arm body 202, which is formed from a hollow steel tube with a wall thickness of 2-5mm. Two upper control arm hinge points 201 are provided at one end of the upper control arm body 202 away from the steering knuckle assembly 50, and an upper control arm outer ball joint point 203 is provided at the other end. The upper control arm 20 is connected to the vehicle frame through the two upper control arm hinge points 201, and the other end is connected to the steering knuckle assembly 50 through the upper control arm outer ball joint point 203. The toe control lever 60 has an inner ball joint point 601 and an outer ball joint point 602 at both ends, respectively. An intermediate connecting rod 603 connects the inner ball joint point 601 and the outer ball joint point 602. The inner ball joint point 601 is connected to the steering knuckle assembly 50, and the outer ball joint point 602 is connected to the vehicle frame. The lower control arm 70 includes two lower control arm hinge points 701 and a lower control arm external mounting point. The two lower control arm hinge points 701 are connected to the vehicle frame, and the lower control arm external mounting point is connected to the steering knuckle lower mounting bushing 501 of the steering knuckle assembly 50. The steering knuckle lower mounting bushing 501 of the steering knuckle assembly 50 is spherical. The upper surface of the lower control arm 70 is provided with a groove structure 702, and the shock absorber bushing hinge point 403 of the shock absorber 40 is installed in the groove structure 702.
[0057] As can be seen from the above description, the rear double wishbone independent suspension structure of this utility model has the following advantages:
[0058] First, the upper control arm 20 and the lower control arm 70 are respectively located on the upper and lower parts of the steering knuckle assembly 50. Both the upper control arm 20 and the lower control arm 70 extend along the Y direction, so that the upper control arm 20 and the lower control arm 70 can absorb the Y-direction force at the same time, so that the strut only bears the weight of the vehicle body and does not bear or bears very little Y-direction force, thereby enhancing the Y-direction rigidity of the entire suspension structure, improving the anti-roll performance, and thus enabling the vehicle to suppress braking dive, improve grip performance, improve handling, and further improve the overall comfort of the vehicle.
[0059] Secondly, the upper control arm 20 and the lower control arm 70 are not of equal length, which makes the upper control arm 20 and the lower control arm 70 smaller in the Y direction, specifically, about 300mm. This makes the overall structure more compact, allowing the suspension structure of this utility model to be mounted on a vehicle frame with a width of less than 1000mm, thus improving its expandability.
[0060] Third, the upper control arm body 202 is formed by hollow steel tube with a wall thickness of 3mm, which has the advantages of simple structure, light weight and low cost. At the same time, the design can ensure that there is enough margin for the safe distance between the vehicle and the tire and shock absorber 40 under the condition of vehicle jumping up and down, so that the installation position of shock absorber 40 can also be finely adjusted.
[0061] Fourth, the lower control arm 70 is provided with a groove structure 702, and the shock absorber bushing hinge point 403 of the shock absorber 40 is installed in the groove structure 702, so that the installation position of the shock absorber 40 can be lowered as a whole, so that the height of the installation point on the shock absorber 40 can be basically level with the height of the wheel, so that the center of gravity of the vehicle is controlled relatively low, thereby improving the handling stability of the vehicle and making the entire body flatter.
[0062] Fifth, the lower bushing 501 of the steering knuckle assembly 50 is spherical, allowing the steering knuckle assembly 50 to rotate within a certain angle range. The toe control lever 60 can also be replaced with a steering gear, whose tie rod ball pin connects to the steering knuckle assembly 50, enabling rear-wheel steering within a certain angle range. Combined with front-wheel steering, this improves the overall chassis maneuverability and provides greater versatility.
[0063] Sixth, the toe control rod 60 includes an inner ball joint 601, an intermediate connecting rod 603, and an outer ball joint 602 connected in sequence. The intermediate connecting rod 603 is formed into a cylindrical structure and is connected between the inner ball joint 601 and the outer ball joint 602. The inner ball joint 601 and the outer ball joint 602 can be formed as common parts and can be used interchangeably. This can achieve error prevention during assembly and simplify the production process.
[0064] In another aspect, this utility model provides a vehicle including a rear double wishbone independent suspension structure according to any one of the above technical solutions.
[0065] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the specific details of the above embodiments. Within the scope of the technical concept of the present invention, various simple modifications can be made to the technical solution of the present invention, and these simple modifications all fall within the protection scope of the present invention.
[0066] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable way without contradiction. In order to avoid unnecessary repetition, this utility model will not describe the various possible combinations separately.
[0067] Furthermore, various different embodiments of this utility model can be combined in any way, as long as they do not violate the spirit of this utility model, they should also be regarded as the content disclosed by this utility model.
Claims
1. A rear double wishbone independent suspension structure, characterized in that, The system includes a drive half-shaft assembly (10), a steering knuckle assembly (50) connected to the drive half-shaft assembly (10), a lower control arm (70) and an upper control arm (20) both connected to the steering knuckle assembly (50), and a shock absorber (40) connected to the lower control arm (70). The lower control arm (70) is provided with a groove structure (702), and the shock absorber (40) is connected in the groove structure (702) to reduce the installation height of the shock absorber (40). The upper control arm (20) and the lower control arm (70) are both arranged along the Y direction to absorb the Y-direction force on the independent suspension structure.
2. The rear double wishbone independent suspension structure according to claim 1, characterized in that, The shock absorber (40) includes a spring (30), an upper support bracket (401) and a lower spring pad (402). The spring (30) is sleeved on the shock absorber (40), and the two ends of the spring (30) abut against the upper support bracket (401) and the lower spring pad (402) respectively.
3. The rear double wishbone independent suspension structure according to claim 2, characterized in that, The upper support bracket (401) has a threaded hole at its end, and the upper support bracket (401) is adapted to be connected to the vehicle frame through the threaded hole.
4. The rear double wishbone independent suspension structure according to claim 2, characterized in that, The lower end of the shock absorber (40) is provided with a shock absorber bushing hinge point (403), which can be connected to the lower control arm (70).
5. The rear double wishbone independent suspension structure according to claim 1, characterized in that, The drive half-shaft assembly (10) includes a fixed end universal joint (102) and a sliding end universal joint (101) disposed at both ends. The fixed end universal joint (102) is connected to the steering knuckle assembly (50), and the sliding end universal joint (101) is adapted to be connected to the powertrain.
6. The rear double wishbone independent suspension structure according to claim 1, characterized in that, The upper control arm (20) includes an upper control arm body (202). The upper control arm body (202) has two upper control arm hinge points (201) at one end away from the steering knuckle assembly (50), and an upper control arm outer ball joint point (203) at the other end. The upper control arm (20) is adapted to be connected to the vehicle frame through the two upper control arm hinge points (201), and the other end is connected to the steering knuckle assembly (50) through the upper control arm outer ball joint point (203).
7. The rear double wishbone independent suspension structure according to claim 1, characterized in that, The lower control arm (70) includes two lower control arm hinge points (701) and a lower control arm external mounting point. The two lower control arm hinge points (701) are adapted to be connected to the vehicle frame. The lower control arm external mounting point is connected to the lower mounting bushing of the steering knuckle assembly (50).
8. The rear double wishbone independent suspension structure according to any one of claims 1 to 7, characterized in that, The length of the upper control arm (20) is less than the length of the lower control arm (70).
9. The rear double wishbone independent suspension structure according to any one of claims 1 to 7, characterized in that, It also includes a toe control lever (60), with an inner ball joint (601) and an outer ball joint (602) at its two ends, and an intermediate connecting rod (603) connecting the inner ball joint (601) and the outer ball joint (602). The inner ball joint (601) is connected to the steering knuckle assembly (50), and the outer ball joint (602) is adapted to be connected to the vehicle frame.
10. A vehicle, characterized in that, Includes a rear double wishbone independent suspension structure according to any one of claims 1 to 9.