A motor vehicle rear suspension and a motor vehicle

Abstract

This utility model discloses a rear suspension for automobiles and an automobile, including: a subframe; a steering knuckle; and a linkage including a front upper control arm, a front lower control arm, a rear upper control arm, a rear lower control arm, and a toe-in tie rod. The front upper control arm, front lower control arm, rear upper control arm, rear lower control arm, and toe-in tie rod are respectively connected to the steering knuckle and the subframe through hard points at both ends. The projection axis of the line connecting the two hard points at the ends of the front upper control arm along the longitudinal direction is L1, the projection axis of the line connecting the two hard points at the ends of the rear upper control arm along the longitudinal direction is L2, and the projection axis of the line connecting the two hard points at the ends of the rear lower control arm along the longitudinal direction is L3. The length of L3 is greater than the length of L1, and the angle between L1 and L3 is 1° to 3°. With this setting, when the wheel bounces up and down, the tire camber angle exhibits a negative camber change. The negative camber during upward bounce can increase lateral force, improve roll stiffness and steering stability, and enhance the overall vehicle handling performance.

Description

Technical Field

[0001] This utility model is applicable to the automotive field, and in particular relates to a rear suspension for automobiles and automobiles. Background Technology

[0002] As a key component affecting the overall vehicle's handling and NVH performance, and also a crucial part of vehicle platform development, the design and performance of the chassis suspension system are of paramount importance. Traditional rear suspensions vary widely, but many independent rear suspensions struggle to balance space, lightweight design, and performance, resulting in trade-offs. For example, in pursuit of maximum weight reduction, the extensive use of aluminum alloys often leads to uncontrolled costs, and overly thick castings can exacerbate space constraints. Furthermore, due to a lack of platform-based thinking, some rear suspensions cannot accommodate both front-wheel drive and rear-wheel drive; others suffer from poor handling performance due to unreasonable link arrangements. All of these factors limit vehicle development and negatively impact user experience.

[0003] In summary, the problems existing in the relevant technologies urgently need to be solved. Utility Model Content

[0004] The purpose of this utility model is to at least solve one of the technical problems existing in the prior art, and to provide a car rear suspension and a car.

[0005] The technical solution adopted by this utility model to solve its technical problem is:

[0006] Firstly, a rear suspension for automobiles includes:

[0007] Subframe;

[0008] Steering knuckle;

[0009] The linkage includes a front upper control arm, a front lower control arm, a rear upper control arm, a rear lower control arm, and a toe-in tie rod. The front upper control arm, the front lower control arm, the rear upper control arm, the rear lower control arm, and the toe-in tie rod are respectively connected to the steering knuckle and the subframe through hard points at both ends. The projection axis of the line connecting the hard points at both ends of the front upper control arm along the front-rear direction is L1. The projection axis of the line connecting the hard points at both ends of the rear upper control arm along the front-rear direction is L2. The projection axis of the line connecting the hard points at both ends of the rear lower control arm along the front-rear direction is L3. The length of L3 is greater than the length of L1. The angle between L1 and L3 is 1° to 3°. The length of L3 is greater than the length of L2. The angle between L2 and L3 is 1° to 3°.

[0010] In conjunction with the first aspect, in some implementations of the first aspect, the projection axis of the line connecting the hard points at both ends of the toe-in tie rod along the front-rear direction is L4, and L4 is parallel to L3.

[0011] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the projection axis of the line connecting the two hard points of the front upper control arm along the vertical direction is L5, the projection axis of the line connecting the two hard points of the front lower control arm along the vertical direction is L6, the projection axis of the line connecting the two hard points of the rear upper control arm along the vertical direction is L7, and the projection axis of the line connecting the two hard points of the rear lower control arm along the vertical direction is L8. L5, L6, L7, and L8 are arranged in a divergent manner from the steering knuckle. The angle between L5 and the steering knuckle axis is α1, the angle between L6 and the steering knuckle axis is α2, the angle between L7 and the steering knuckle axis is α3, and the angle between L8 and the steering knuckle axis is α4. 15°≤α1≤25°, 30°≤α2≤40°, 20°≤α3≤30°, and 5°≤α4≤15°.

[0012] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the steering knuckle includes a cast steering knuckle body, the steering knuckle body having a bearing mounting hole extending from the outer side to the back side, a first mounting seat being provided at the bottom of the steering knuckle body, the first mounting seat having a rear suspension front lower arm mounting hole and a rear suspension rear lower arm mounting hole, a second mounting seat being provided at the top of the steering knuckle body, the second mounting seat having a rear suspension front upper arm mounting bracket and a rear suspension rear upper arm mounting hole, and the left side of the steering knuckle body... A third mounting base is provided on the side, and the third mounting base has a brake caliper bolt mounting hole. A fourth mounting base is provided on the right side of the steering knuckle body, and the fourth mounting base has a rear suspension toe-in rod mounting hole. The toe-in rod is connected to the rear suspension toe-in rod mounting hole. The front lower control arm is connected to the rear suspension front lower arm mounting hole. The front upper control arm is connected to the rear suspension front upper arm mounting bracket. The rear upper control arm is connected to the rear suspension rear upper arm mounting hole. The rear lower control arm is connected to the rear suspension rear lower arm mounting hole.

[0013] In combination with the first aspect and the above-described implementations, in some implementations of the first aspect, the first mounting base extends downward from the bottom of the steering knuckle body, and the outer side of the first mounting base is provided with a first recessed cavity that is recessed to the back side, the cavity wall of the first recessed cavity forming a circumferential reinforcing rib, and the back side of the steering knuckle body is provided with a second recessed cavity that is recessed to the outside at the position corresponding to the bearing mounting hole, the cavity wall of the second recessed cavity forming a circumferential reinforcing rib.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the mounting holes of the rear suspension front lower arm, the rear suspension rear upper arm, and the rear suspension front toe-in rod are all one-way bolt holes, and the opening of the one-way bolt hole is provided with a conical concave surface.

[0015] In combination with the first aspect and the above-described implementations, in some implementations of the first aspect, the front upper swing arm, the rear upper swing arm, and the toe rod all include a swing arm body. The swing arm body includes a first steel plate and a second steel plate. The first steel plate and the second steel plate extend along the length direction of the swing arm body. At least one of the edges of the first steel plate and the second steel plate is provided with a first folded edge. The first folded edge extends along the length direction of the swing arm body. The first steel plate and the second steel plate are welded together through the first folded edge to form a hollow box-shaped structure.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the middle part of the swing arm body is bent downward, the swing arm body forms an avoidance space above the bent position, and the swing arm body is provided with a drainage hole at the bottom position of the bent position.

[0017] In combination with the first aspect and the above-mentioned implementations, in some implementations of the first aspect, the front upper control arm is provided with a stabilizer bar bracket, the stabilizer bar bracket is provided with a stabilizer bar mounting point, the hard points at both ends of the front upper control arm and the stabilizer bar mounting point are located on the same straight line, the rear suspension of the vehicle includes a stabilizer bar, the stabilizer bar is mounted on the subframe, and the end of the stabilizer bar is connected to the stabilizer bar mounting point through a stabilizer bar connecting rod.

[0018] In combination with the first aspect and the above-mentioned implementations, in some implementations of the first aspect, the subframe includes a main frame, which includes a front crossbeam, a rear crossbeam, a left longitudinal beam, a right longitudinal beam, and a concave crossbeam. The front crossbeam, rear crossbeam, left longitudinal beam, right longitudinal beam, and concave crossbeam are all made of hollow tubing. The main frame forms a rear drive motor mounting space between the front crossbeam and the concave crossbeam. The middle parts of the left and right longitudinal beams are bent upwards, and the main frame forms a drive shaft arrangement space below the bent positions of the left and right longitudinal beams.

[0019] In conjunction with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the main frame is provided with a rear suspension mounting bracket, the rear suspension mounting bracket including a rear suspension front lower control arm mounting bracket, a rear suspension front upper control arm mounting bracket, a rear suspension rear lower control arm mounting bracket, a rear suspension rear upper control arm mounting bracket and a rear suspension front toe-in tie rod mounting bracket, the rear suspension rear lower control arm mounting bracket being located at the overlap position of the concave crossbeam with the left longitudinal beam and the right longitudinal beam, the rear suspension front lower control arm mounting bracket being located at the overlap position of the front crossbeam with the left longitudinal beam and the right longitudinal beam, and the rear suspension rear upper control arm mounting bracket being located at the overlap position of the rear crossbeam with the left longitudinal beam and the right longitudinal beam.

[0020] In conjunction with the first aspect and the above-described implementations, in some implementations of the first aspect, the rear lower control arm mounting bracket includes a first bracket plate and a second bracket plate. Both the first and second bracket plates include a longitudinal beam welded portion welded to the longitudinal beam of the main frame and a transverse beam welded to the concave transverse beam. At least one of the first and second bracket plates has a second folded edge. The first and second bracket plates overlap below the concave transverse beam via the second folded edge. A first bracket cavity is formed between the first and second bracket plates. The first bracket cavity has a first mounting interface with an outward opening. The rear lower control arm is mounted on the first mounting interface. The rear toe-in rod mounting bracket includes a third bracket plate. The third bracket plate is disposed on the back side of the second bracket plate. A second bracket cavity is formed between the third bracket plate and the second bracket plate. The second bracket cavity has a second mounting interface with an outward opening. The toe-in rod is mounted on the second mounting interface.

[0021] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the rear suspension lower control arm mounting bracket is provided with a first waist-shaped adjustment hole, the rear suspension lower control arm mounting bracket is provided with a first outwardly protruding stop wall on both sides of the first waist-shaped adjustment hole, the rear lower control arm is mounted to the rear suspension lower control arm mounting bracket by a first eccentric bolt, and the first eccentric bolt is provided with a first eccentric washer that cooperates with the first stop wall.

[0022] In combination with the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the rear suspension toe-in rod mounting bracket is provided with a second waist-shaped adjustment hole, the rear suspension toe-in rod mounting bracket is provided with outwardly protruding second stop walls on both sides of the second waist-shaped adjustment hole, the toe-in rod is mounted to the rear suspension toe-in rod mounting bracket by a second eccentric bolt, and the second eccentric bolt is provided with a second eccentric washer that cooperates with the second stop wall.

[0023] Second, an automobile, including the rear suspension of an automobile as described in any implementation of the first aspect.

[0024] One of the above technical solutions has at least one of the following advantages or beneficial effects: In the technical solution of this utility model, the front upper control arm, front lower control arm, rear upper control arm, rear lower control arm, and toe-in tie rod are connected between the subframe and the steering knuckle to form a five-link rear suspension structure. The front upper control arm, rear upper control arm, and rear lower control arm, as the core load-bearing components of the rear suspension, are set with specific length and angle relationships, causing the gap between them to gradually increase from the inside towards the wheel. With this setting, when the wheel bounces up and down, because the lengths of L1 and L2 are less than the length of L3 and form a small angle, the tire camber angle exhibits a negative camber change. This negative camber during upward bounce increases lateral force, improves roll stiffness and steering stability, and enhances the overall vehicle's motion performance and NVH performance.

[0025] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0026] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0027] Figure 1 This is a top view of an embodiment of the automobile rear suspension of this utility model;

[0028] Figure 2 This is an isometric view of an embodiment of the rear suspension of an automobile according to this utility model;

[0029] Figure 3 This is a schematic diagram of the projection axes of the front upper control arm, front lower control arm, rear upper control arm, rear lower control arm and front toe rod along the front-rear direction in one embodiment of the automobile rear suspension of this utility model.

[0030] Figure 4 This is a schematic diagram of the projection axes of the front upper control arm, front lower control arm, rear upper control arm, rear lower control arm and front toe rod along the vertical direction in one embodiment of the automobile rear suspension of this utility model.

[0031] Figure 5 This is a schematic diagram of the outer view structure of an embodiment of the steering knuckle of this utility model;

[0032] Figure 6 This is a schematic diagram of the rear-side view of one embodiment of the steering knuckle of this utility model;

[0033] Figure 7 This is a schematic diagram of a one-way bolt hole structure of an embodiment of the steering knuckle of this utility model;

[0034] Figure 8 This is a schematic diagram of an embodiment of the front upper swing arm of this utility model;

[0035] Figure 9 This is a schematic diagram of an embodiment of the rear lower control arm of this utility model;

[0036] Figure 10 This is an axonometric drawing of one embodiment of the subframe of this utility model;

[0037] Figure 11 This is a side view of one embodiment of the subframe of this utility model;

[0038] Figure 12 This is a schematic diagram of the first eccentric bolt and the second eccentric bolt before installation, representing an embodiment of the subframe of this utility model.

[0039] Figure 13 This is a schematic diagram of the first eccentric bolt and the second eccentric bolt after installation, according to an embodiment of the subframe of this utility model. Detailed Implementation

[0040] This section will describe in detail the specific embodiments of the present utility model. The preferred embodiments of the present utility model are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present utility model, but they should not be construed as limiting the scope of protection of the present utility model.

[0041] In this utility model, when directions (up, down, left, right, front, and back) are described, it is only for the convenience of describing the technical solution of this utility model, and does not indicate or imply that the technical features referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this utility model.

[0042] In this utility model, "several" means one or more, "multiple" means two or more, "greater than," "less than," "exceeding," etc. are understood to exclude the stated number; "above," "below," "within," etc. are understood to include the stated number. In the description of this utility model, if "first" or "second" is used, it is only for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the order of the indicated technical features.

[0043] In this utility model, unless otherwise explicitly defined, terms such as "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a direct connection or an indirect connection through an intermediate medium; a fixed connection, a detachable connection, or an integrally formed connection; a mechanical connection, an electrical connection, or a connection capable of mutual communication; or the internal connection of two components or the interaction between two components. Those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model based on the specific content of the technical solution.

[0044] in, Figure 2 The reference direction coordinate system of this utility model embodiment is given below, in conjunction with Figure 2 The embodiments of this utility model will be described in the directions shown.

[0045] See Figure 1 , Figure 2 This utility model provides a rear suspension for automobiles, including a subframe 100, a steering knuckle 200, and a connecting rod. The connecting rod includes a front upper control arm 300, a front lower control arm 400, a rear upper control arm 500, a rear lower control arm 600, and a toe-in tie rod 700. The front upper control arm 300, the front lower control arm 400, the rear upper control arm 500, the rear lower control arm 600, and the toe-in tie rod 700 are respectively connected to the steering knuckle 200 and the subframe 100 through hard points at both ends. The hard points at both ends of the front upper control arm 300, the front lower control arm 400, the rear upper control arm 500, the rear lower control arm 600, and the toe-in tie rod 700 are the connecting joints at both ends of the connecting rod.

[0046] Among them, see Figure 3 The projection axis of the line connecting the two hard points of the front upper swing arm 300 along the front-rear direction is L1. The projection axis of the line connecting the two hard points of the rear upper swing arm 500 along the front-rear direction is L2. The projection axis of the line connecting the two hard points of the front upper swing arm 300 along the front-rear direction L1 and the projection axis of the line connecting the two hard points of the rear upper swing arm 500 along the front-rear direction L2 approximately overlap. The projection axis of the line connecting the two hard points of the rear lower swing arm 600 along the front-rear direction is L3. The length of L3 is greater than the length of L1. The angle between L1 and L3 is 1° to 3°. The length of L3 is greater than the length of L2. The angle between L2 and L3 is 1° to 3°.

[0047] Combination Figures 1-3In the technical solution of this utility model, the front upper control arm 300, the front lower control arm 400, the rear upper control arm 500, the rear lower control arm 600, and the toe-in tie rod 700 are connected between the subframe 100 and the steering knuckle 200 to form a five-link rear suspension structure. The front upper control arm 300, the rear upper control arm 500, and the rear lower control arm 600, as the core load-bearing components of the rear suspension, are configured with specific length and angle relationships, causing the gap between them to gradually increase from the inside towards the wheel. With this configuration, when the wheel bounces up and down, because the lengths of L1 and L2 are less than the length of L3 and form a slight angle, the tire camber angle exhibits a negative camber change. This negative camber during upward bounce increases lateral force, improves roll stiffness and steering stability, and enhances the overall vehicle's motion performance and NVH performance.

[0048] In some embodiments, see Figure 3 The projection axis of the line connecting the two hard points of the front toe-in tie rod 700 along the front-rear direction is L4, and L4 is parallel to L3. In other words, the angle between L4 and L3 is approximately 0°, resulting in good consistency in the movement of the two rods during vertical movement. This further improves the lateral stiffness of the wheel center and the yaw response of the entire vehicle, ensuring the vertical consistency of the rear suspension system.

[0049] In some embodiments, see Figure 4 The projection axis of the line connecting the two hard points of the front upper control arm 300 along the vertical direction is L5; the projection axis of the line connecting the two hard points of the front lower control arm 400 along the vertical direction is L6; the projection axis of the line connecting the two hard points of the rear upper control arm 500 along the vertical direction is L7; and the projection axis of the line connecting the two hard points of the rear lower control arm 600 along the vertical direction is L8. L5, L6, L7, and L8 are arranged in a divergent pattern from the steering knuckle 200. The linkages of the front upper control arm 300, rear upper control arm 500, front lower control arm 400, and front lower control arm 400 form a spatial force-bearing body. It can be seen that L5 and L7 form the upper force-bearing body, and L6 and L8 form the lower force-bearing body. When the wheel is subjected to lateral force during cornering, the wheel center force is transmitted and supported through the above linkages, thereby increasing lateral rigidity, which in turn improves the suspension handling limits and response, and enhances stability performance. Similarly, when the vehicle accelerates or decelerates, and the wheel center is subjected to longitudinal force, the radially arranged rods L5, L6, L7, and L8 can provide longitudinal support and improve driving stability.

[0050] See Figure 4The angles between L5 and the steering knuckle 200 axis are α1, α2, α3, and α4, respectively, where 15°≤α1≤25°, 30°≤α2≤40°, 20°≤α3≤30°, and 5°≤α4≤15°. When the wheel is subjected to a lateral force from the wheel center, because α2>α4 and α3>α1, based on force decomposition, the force transmitted by the front upper control arm 300 and front lower control arm 400 will be greater than the force transmitted by the rear upper control arm 500 and rear lower control arm 600. The stress on the control arm hardpoint bushings will cause deformation. Based on this, the suspension will exhibit a toe-in tendency, causing the vehicle to exhibit understeer and improving driving stability.

[0051] In some embodiments, see Figure 1 , Figure 2 , Figure 3 , Figure 5 , Figure 6 The steering knuckle 200 includes a cast steering knuckle body, which can be made of materials such as aluminum alloy or cast iron. The steering knuckle body has a bearing mounting hole 201 extending from the outer side to the back side. A first mounting seat 202 is provided at the bottom of the steering knuckle body, with mounting holes 203 and 204 for the rear suspension front lower arm and rear suspension rear lower arm, respectively. A second mounting seat 205 is provided at the top of the steering knuckle body, with mounting brackets 206 and 207 for the rear suspension front upper arm and rear suspension rear upper arm, respectively. A third... Mounting base 208, the third mounting base 208 is provided with brake caliper bolt mounting holes, the right side of the steering knuckle body is provided with a fourth mounting base 209, the fourth mounting base 209 is provided with a rear suspension toe-in rod mounting hole 214, the toe-in rod 700 is connected to the rear suspension toe-in rod mounting hole 214, the front lower control arm 400 is connected to the rear suspension front lower arm mounting hole 203, the front upper control arm 300 is connected to the rear suspension front upper arm mounting bracket 206, the rear upper control arm 500 is connected to the rear suspension rear upper arm mounting hole 207, and the rear lower control arm 600 is connected to the rear suspension rear lower arm mounting hole 204.

[0052] In this embodiment, the mounting points of suspension mounting components such as bearing assembly, front lower control arm 400, rear lower control arm 600, front upper control arm 300, rear upper control arm 500, and toe-in tie rod 700 are all set on the steering knuckle body. One part supports most or all of the rear suspension components, or in other words, the rear suspension is basically mounted on this steering knuckle body without the need for additional parts for connection. It has advantages such as high integration, low cost, miniaturization, and high utilization of surrounding space.

[0053] Further, see Figure 6The first mounting base 202 extends downward from the bottom of the steering knuckle body. A first recessed cavity 210, recessed towards the rear, is provided on the outer side of the first mounting base 202. The cavity wall of the first recessed cavity 210 forms a surrounding reinforcing rib. A second recessed cavity 211, recessed outward at the position corresponding to the bearing mounting hole 201, is provided on the rear side of the steering knuckle body. The cavity wall of the second recessed cavity 211 also forms a surrounding reinforcing rib. This embodiment improves strength and durability by implementing large-area hole-cutting for weight reduction, while simultaneously employing a concave design and a full-circle slender surrounding reinforcing rib, achieving a balance between lightweight and performance.

[0054] In some embodiments, see Figure 7 The rear suspension front lower arm mounting hole 203, rear suspension rear upper arm mounting hole 207, and rear suspension toe-in rod mounting hole 213 are all one-way bolt holes 212, with a tapered concave surface 213 at the opening of the one-way bolt hole 212. In this embodiment, the front lower control arm 400, rear upper control arm 500, and toe-in rod 700 are subjected to relatively small forces and are directly fixed to the one-way bolt holes 212 of the steering knuckle 200 by bolts and washers, without brackets or sleeves, resulting in lighter weight. Simultaneously, the tapered concave surface 213 at the opening of the one-way bolt hole 212, i.e., by setting a unique inclined structure, increases the contact area, prevents parts from loosening, and the inclined surfaces on both sides can also distribute more force. Typically, the angle of the inclined surfaces on both sides can be set to about 120°, and this structure can reduce durability and loosening defects by 50%. This embodiment, by adopting a unique control arm mounting structure, prevents parts from loosening, improves strength and durability, and facilitates maintenance.

[0055] In some embodiments, see Figure 1 , Figure 2 , Figure 3 , Figure 8 The front upper control arm 300, the rear upper control arm 500, and the toe-in rod 700 all include a control arm body. The control arm body includes a first steel plate 301 and a second steel plate 302. The first steel plate 301 and the second steel plate 302 extend along the length direction of the control arm body. At least one of the edges of the first steel plate 301 and the second steel plate 302 is provided with a first folded edge 303. The first folded edge 303 extends along the length direction of the control arm body. The first steel plate 301 and the second steel plate 302 are welded together through the first folded edge 303 to form a hollow box-shaped structure. A cavity extending along the length direction is formed between the first steel plate 301 and the second steel plate 302.

[0056] In this embodiment, the control arm body is formed by welding together a first steel plate 301 and a second steel plate 302, which are low-cost, to create a hollow box-like structure. This structure provides mounting support for various suspension components and transmits vertical, longitudinal, and lateral forces from the road surface. Compared to existing aluminum alloy castings or straight steel rods, this structure offers better strength and performance, maximizing strength, rigidity, and buckling performance. This effectively improves the vehicle's handling stability, NVH performance, and durability. Furthermore, by using steel plates to form the upper control arm of the rear suspension, optimal cost can be achieved.

[0057] See Figure 3 , Figure 8 The middle part of the control arm body is bent downwards, and the control arm body forms an avoidance space above the bending position, which can avoid interference with the longitudinal beam of the vehicle body, maximize the vertical jump of the suspension and improve performance.

[0058] The swing arm body has a drainage hole 304 at the bottom of the bent position. The drainage hole 304 is connected to the hollow inner cavity of the swing arm body to improve the drainage performance of the swing arm and enhance its corrosion resistance.

[0059] In some embodiments, see Figure 1 , Figure 2 , Figure 4 and Figure 8 The front upper control arm 300 is equipped with a stabilizer bar bracket 305, which can be connected to the control arm body by bolts, welding, or other means. The stabilizer bar bracket 305 has stabilizer bar mounting points. The hard points at both ends of the front upper control arm 300 and the stabilizer bar mounting points are located on the same straight line. The rear suspension of the vehicle includes a stabilizer bar 800, which is mounted on the subframe 100. The end of the stabilizer bar 800 is connected to the stabilizer bar mounting points through a stabilizer bar connecting rod 801. By setting the hard points at both ends of the front upper control arm 300 and the stabilizer bar mounting points on the same straight line, when the rear suspension bounces in the opposite direction, the stabilizer bar twists, and the force F on the stabilizer bar mounting points is the smallest compared to the lever arm of the hard points at both ends of the front upper control arm 300, thereby minimizing the torque and improving strength and durability.

[0060] In some embodiments, see Figure 9 The rear lower control arm 600 is structurally reinforced through a U-shaped groove design, improving performance while ensuring weight balance. The spring 901 is supported on the rear lower control arm 600 by the spring pad 601, and the lower end of the shock absorber 902 is bolted into the U-shaped groove of the rear lower control arm 600.

[0061] In some embodiments, Figure 1 , Figure 2 , Figure 10The subframe 100 includes a main frame, which includes a front crossbeam 101, a rear crossbeam 102, a left longitudinal beam 103, a right longitudinal beam 104, and a concave crossbeam 105. The front crossbeam 101, rear crossbeam 102, left longitudinal beam 103, right longitudinal beam 104, and concave crossbeam 105 are all made of hollow tubing. The main frame forms a rear drive motor mounting space between the front crossbeam 101 and the concave crossbeam 105. The middle of the left longitudinal beam 103 and the right longitudinal beam 104 bends upward, and the main frame forms a drive shaft arrangement space below the bending position of the left longitudinal beam 103 and the right longitudinal beam 104.

[0062] In this embodiment, the front crossbeam 101, rear crossbeam 102, left longitudinal beam 103, right longitudinal beam 104, and concave crossbeam 105 are all made of hollow tubing. Based on CAE analysis results, different cross-sectional shapes and thicknesses can be processed to maximize lightweighting while meeting strength and other requirements, and to achieve complex shape forming. Compared with the stamped and welded subframe 100, it has a lower cost advantage.

[0063] Meanwhile, a mounting point for the rear drive motor is reserved on the main frame, forming a space for the rear drive motor between the front crossbeam 101 and the concave crossbeam 105. Furthermore, the right longitudinal beam 104 and left longitudinal beam 103 are designed with curved structures to reserve space for the drive shaft. This provides space and mounting points for the rear drive assembly of the electric vehicle, allowing for complete development of the rear-wheel-drive version of the electric vehicle on the same rear subframe 100, maximizing the versatility of the rear subframe 100 for both front-wheel-drive and rear-wheel-drive models. This reduces the work required for setting suspension hardpoints on the rear subframe 100 for rear-wheel-drive models, improving development efficiency, reducing development costs, and shortening the development cycle.

[0064] In some embodiments, see Figure 1 , Figure 2 , Figure 10 , Figure 11 The main frame is equipped with a rear suspension mounting bracket, which includes a rear suspension front lower control arm mounting bracket 106, a rear suspension front upper control arm mounting bracket 107, a rear suspension rear lower control arm mounting bracket 108, a rear suspension rear upper control arm mounting bracket 109, and a rear suspension toe-in rod mounting bracket 110. The rear suspension rear lower control arm mounting bracket 108 is located at the overlap position between the concave crossbeam 105 and the left longitudinal beam 103 and the right longitudinal beam 104. The rear suspension front lower control arm mounting bracket 106 is located at the overlap position between the front crossbeam 101 and the left longitudinal beam 103 and the right longitudinal beam 104. The rear suspension rear upper control arm mounting bracket 109 is located at the overlap position between the rear crossbeam 102 and the left longitudinal beam 103 and the right longitudinal beam 104. The arrangement scheme of this embodiment can increase the connection strength of the main frame and improve the strength and rigidity of the main structure of the rear subframe 100.

[0065] Combination Figure 1 , Figure 2In the horizontal direction, the five-link suspension is rationally arranged, with the front upper control arm 300, front lower control arm 400, rear upper control arm 500, rear lower control arm 600, and toe-in linkage 700 distributed on the main frame. The horizontal arrangement does not exceed the front-rear length of the subframe 100, thus avoiding encroachment on front-rear space and limiting battery pack placement, allowing for a neat battery pack arrangement and maximizing capacity. In the vertical direction, the front upper control arm 300, front lower control arm 400, rear upper control arm 500, rear lower control arm 600, and toe-in linkage 700 are distributed on the main frame of the subframe 100, and the vertical arrangement does not exceed the vertical height of the subframe 100, thereby reducing the need for space constraints on the vehicle body.

[0066] The front upper control arm (300), front lower control arm (400), rear upper control arm (500), rear lower control arm (600), and toe bar (700) are spatially effectively distributed. The control arms are flat in shape, and the gap between them can reach 250-550mm, giving users more options and enhancing competitiveness. Space can be reserved for the installation of air suspension, allowing this suspension to be configured for different heights.

[0067] In some embodiments, see Figure 11 The rear lower control arm mounting bracket 108 includes a first bracket plate 111 and a second bracket plate 112. Both the first bracket plate 111 and the second bracket plate 112 include a longitudinal beam welded part welded to the longitudinal beam of the main frame and a transverse beam welded to the concave transverse beam. At least one of the first bracket plate 111 and the second bracket plate 112 is provided with a second folded edge 113. The first bracket plate 111 and the second bracket plate 112 overlap below the concave transverse beam 105 through the second folded edge 113. A first bracket cavity is formed between the first bracket plate 111 and the second bracket plate 112. The first bracket cavity is provided with a first mounting interface with an outward opening. The rear lower control arm 600 is mounted on the first mounting interface. In use, the rear lower control arm 600 can be mounted on the first mounting interface and mounted on the first bracket plate 111 and the second bracket plate 112 through bolts in bolt holes provided on both sides of the first mounting interface. In this embodiment, the rear lower control arm mounting bracket 108 adopts a box-shaped structure formed by the first bracket plate 111 and the second bracket plate 112, which effectively improves the structural strength of the rear lower control arm mounting bracket 108.

[0068] Further, see Figure 11The rear suspension toe-in mounting bracket 110 includes a third bracket plate 114, which is disposed on the back side of the second bracket plate 112. A second bracket cavity is formed between the third bracket plate 114 and the second bracket plate 112. The second bracket cavity has a second mounting interface with an outward opening, and the toe-in rod 700 is mounted to the second mounting interface. In this embodiment, the rear suspension toe-in mounting bracket 110 and the rear suspension lower control arm mounting bracket 108 share the second bracket plate 112, resulting in a simpler structure, lower cost, and reduced relative displacement between the rear suspension toe-in rod 700 and the rear suspension lower control arm 600, thereby improving handling stability.

[0069] In some embodiments, see Figure 12 , Figure 13 The rear lower control arm mounting bracket 108 is provided with a first waist-shaped adjustment hole 115. The rear lower control arm mounting bracket 108 has outwardly protruding first stop walls 116 on both sides of the first waist-shaped adjustment hole 115. The rear lower control arm 600 is mounted to the first waist-shaped adjustment hole 115 of the rear lower control arm mounting bracket 108 via a first eccentric bolt 117. The first eccentric bolt 117 is provided with a first eccentric washer 118 that mates with the first stop walls 116. The first eccentric bolt 117 is adapted to pass through the first waist-shaped adjustment hole 115 and can move laterally within the first waist-shaped adjustment hole 115. During movement, the first eccentric washer 118 is positioned and engaged with the two first stop walls 116. Meanwhile, the first eccentric bolt 117 is connected to the rear lower control arm 600, the rear lower control arm 600 is connected to the steering knuckle 200, and the wheel (not shown in the figure) is also connected to the steering knuckle 200. Thus, as the first eccentric bolt 117 moves laterally along the first waist-shaped adjustment hole 115, it drives the steering knuckle 200 to move, thereby changing the camber direction of the wheel and adjusting the wheel positioning parameters. This makes the suspension camber adjustable, and the wheel movement trajectory precise and reasonable, improving after-sales maintenance performance and user playability, and enhancing the product's appeal.

[0070] In some embodiments, see Figure 12 , Figure 13The rear suspension toe-in bracket 110 is provided with a second waist-shaped adjustment hole 119. The rear suspension toe-in bracket 110 has outwardly protruding second stop walls 120 on both sides of the second waist-shaped adjustment hole 119. The toe-in rod 700 is mounted to the rear suspension toe-in bracket 110 via a second eccentric bolt 121. The second eccentric bolt 121 has a second eccentric washer 122 that mates with the second stop wall 120. The second eccentric bolt 121 is adapted to pass through the second waist-shaped adjustment hole 119 and can move laterally within the second waist-shaped adjustment hole 119. During movement, the second eccentric washer 122 is positioned and engaged by the two second stop walls 120. Simultaneously, the second eccentric bolt 121 is connected to the toe-in tie rod 700, which is connected to the steering knuckle 200. The wheel (not shown in the figure) is also connected to the steering knuckle 200. Thus, as the second eccentric bolt 121 moves laterally along the second waist-shaped adjustment hole 119, it drives the steering knuckle 200 to move, thereby changing the wheel toe-in and adjusting the wheel positioning parameters. This makes the suspension toe-in adjustable, ensuring precise and reasonable wheel movement trajectory, improving after-sales maintenance performance and user experience, and enhancing product appeal.

[0071] An embodiment of this utility model also provides a car, including the rear suspension of the car in any of the above embodiments.

[0072] In the description of this specification, references to terms such as "example," "embodiment," or "some embodiments" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0073] Of course, the present invention is not limited to the above-described embodiments. Those skilled in the art can make equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A rear suspension for automobiles, characterized in that, include: Subframe; Steering knuckle; The linkage includes a front upper control arm, a front lower control arm, a rear upper control arm, a rear lower control arm, and a toe-in tie rod. The front upper control arm, the front lower control arm, the rear upper control arm, the rear lower control arm, and the toe-in tie rod are respectively connected to the steering knuckle and the subframe through hard points at both ends. The projection axis of the line connecting the hard points at both ends of the front upper control arm along the front-rear direction is L1. The projection axis of the line connecting the hard points at both ends of the rear upper control arm along the front-rear direction is L2. The projection axis of the line connecting the hard points at both ends of the rear lower control arm along the front-rear direction is L3. The length of L3 is greater than the length of L1. The angle between L1 and L3 is 1° to 3°. The length of L3 is greater than the length of L2. The angle between L2 and L3 is 1° to 3°.

2. The automotive rear suspension according to claim 1, characterized in that, The projection axis of the line connecting the hard points at both ends of the toe-in tie rod along the front-rear direction is L4, and L4 is parallel to L3.

3. The automotive rear suspension according to claim 1, characterized in that, The projection axis of the line connecting the two hard points of the front upper control arm along the vertical direction is L5; the projection axis of the line connecting the two hard points of the front lower control arm along the vertical direction is L6; the projection axis of the line connecting the two hard points of the rear upper control arm along the vertical direction is L7; and the projection axis of the line connecting the two hard points of the rear lower control arm along the vertical direction is L8. L5, L6, L7, and L8 are arranged in a divergent pattern from the steering knuckle. The angle between L5 and the steering knuckle axis is α1; the angle between L6 and the steering knuckle axis is α2; the angle between L7 and the steering knuckle axis is α3; and the angle between L8 and the steering knuckle axis is α4. 15°≤α1≤25°, 30°≤α2≤40°, 20°≤α3≤30°, and 5°≤α4≤15°.

4. The automotive rear suspension according to claim 1, characterized in that, The steering knuckle includes a cast steering knuckle body with a bearing mounting hole extending from the outer side to the back side. A first mounting seat is located at the bottom of the steering knuckle body, providing mounting holes for the front lower arm and rear lower arm of the rear suspension. A second mounting seat is located at the top of the steering knuckle body, providing a mounting bracket for the front upper arm and mounting holes for the rear upper arm of the rear suspension. A third mounting seat is located on the left side of the steering knuckle body, providing brake caliper bolt mounting holes. A fourth mounting seat is located on the right side of the steering knuckle body, providing mounting holes for the rear toe-in linkage. The toe-in linkage is connected to the rear toe-in linkage mounting hole. The front lower control arm is connected to the rear lower arm mounting hole. The front upper control arm is connected to the rear upper arm mounting bracket. The rear upper control arm is connected to the rear upper arm mounting hole. The rear lower control arm is connected to the rear lower arm mounting hole.

5. The automotive rear suspension according to claim 4, characterized in that, The first mounting base extends downward from the bottom of the steering knuckle body. The outer side of the first mounting base is provided with a first recessed cavity that is recessed to the back side. The cavity wall of the first recessed cavity forms a circumferential reinforcing rib. The back side of the steering knuckle body is provided with a second recessed cavity that is recessed to the outside at the position corresponding to the bearing mounting hole. The cavity wall of the second recessed cavity forms a circumferential reinforcing rib.

6. The automotive rear suspension according to claim 4, characterized in that, The mounting holes for the rear suspension front lower arm, the rear suspension rear upper arm, and the rear suspension front toe-in rod are all one-way bolt holes, and the opening of the one-way bolt hole is provided with a conical concave surface.

7. The rear suspension of an automobile according to claim 1, characterized in that, The front upper control arm, rear upper control arm, and toe rod all include a control arm body. The control arm body includes a first steel plate and a second steel plate. The first steel plate and the second steel plate extend along the length direction of the control arm body. At least one of the first steel plate and the second steel plate has a first folded edge on its edge. The first folded edge extends along the length direction of the control arm body. The first steel plate and the second steel plate are welded together through the first folded edge to form a hollow box-shaped structure.

8. The rear suspension of an automobile according to claim 7, characterized in that, The middle part of the swing arm body is bent downward, and the swing arm body forms a clearance space above the bent position. The swing arm body is provided with a drainage hole at the bottom position of the bent position.

9. The rear suspension of an automobile according to claim 7, characterized in that, The front upper control arm is provided with a stabilizer bar bracket, the stabilizer bar bracket is provided with a stabilizer bar mounting point, the hard points at both ends of the front upper control arm and the stabilizer bar mounting point are located on the same straight line, the rear suspension of the vehicle includes a stabilizer bar, the stabilizer bar is mounted on the subframe, and the end of the stabilizer bar is connected to the stabilizer bar mounting point through a stabilizer bar connecting rod.

10. The rear suspension of an automobile according to claim 1, characterized in that, The subframe includes a main frame, which includes a front crossbeam, a rear crossbeam, a left longitudinal beam, a right longitudinal beam, and a concave crossbeam. The front crossbeam, rear crossbeam, left longitudinal beam, right longitudinal beam, and concave crossbeam are all made of hollow tubing. The main frame forms a rear drive motor mounting space between the front crossbeam and the concave crossbeam. The middle of the left and right longitudinal beams bends upward, and the main frame forms a drive shaft arrangement space below the bending position of the left and right longitudinal beams.

11. The rear suspension of an automobile according to claim 10, characterized in that, The main frame is provided with a rear suspension mounting bracket, which includes a rear suspension front lower control arm mounting bracket, a rear suspension front upper control arm mounting bracket, a rear suspension rear lower control arm mounting bracket, a rear suspension rear upper control arm mounting bracket, and a rear suspension front toe-up tie rod mounting bracket. The rear suspension rear lower control arm mounting bracket is located at the overlap position of the concave crossbeam with the left longitudinal beam and the right longitudinal beam. The rear suspension front lower control arm mounting bracket is located at the overlap position of the front crossbeam with the left longitudinal beam and the right longitudinal beam. The rear suspension rear upper control arm mounting bracket is located at the overlap position of the rear crossbeam with the left longitudinal beam and the right longitudinal beam.

12. The automotive rear suspension according to claim 11, characterized in that, The rear lower control arm mounting bracket includes a first bracket plate and a second bracket plate. Both the first and second bracket plates include a longitudinal beam welded portion welded to the longitudinal beam of the main frame and a transverse beam welded to the concave transverse beam. At least one of the first and second bracket plates has a second folded edge. The first and second bracket plates overlap below the concave transverse beam through the second folded edge. A first bracket cavity is formed between the first and second bracket plates. The first bracket cavity has a first mounting interface with an outward opening. The rear lower control arm is mounted on the first mounting interface. The rear toe-in rod mounting bracket includes a third bracket plate. The third bracket plate is disposed on the back side of the second bracket plate. A second bracket cavity is formed between the third bracket plate and the second bracket plate. The second bracket cavity has a second mounting interface with an outward opening. The toe-in rod is mounted on the second mounting interface.

13. The rear suspension of an automobile according to claim 11, characterized in that, The rear lower control arm mounting bracket is provided with a first waist-shaped adjustment hole. The rear lower control arm mounting bracket is provided with a first stop wall protruding outward on both sides of the first waist-shaped adjustment hole. The rear lower control arm is mounted on the rear lower control arm mounting bracket by a first eccentric bolt. The first eccentric bolt is provided with a first eccentric washer that cooperates with the first stop wall.

14. The rear suspension of an automobile according to claim 11, characterized in that, The rear suspension toe-in bracket is provided with a second waist-shaped adjustment hole. The rear suspension toe-in bracket is provided with outwardly protruding second stop walls on both sides of the second waist-shaped adjustment hole. The toe-in is installed on the rear suspension toe-in bracket by a second eccentric bolt. The second eccentric bolt is provided with a second eccentric washer that cooperates with the second stop wall.

15. A car, characterized in that, The rear suspension of an automobile includes any one of claims 1 to 14.

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