Single trailing arm independent suspension and vehicle
By connecting the triangular trailing arm structure of the single trailing arm independent suspension to the vehicle frame, the complexity and space occupation problems of the double wishbone suspension are solved, achieving lightweighting and improved stability, reducing production and maintenance costs, and improving the vehicle's handling performance and comfort.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- TIANHUI CHUANG POWER TECHNOLOGY (WUXI) CO LTD
- Filing Date
- 2025-06-27
- Publication Date
- 2026-06-26
AI Technical Summary
The existing double wishbone independent suspension has a complex structure, occupies a large space, and is heavy, which makes it difficult to manufacture, install and maintain, and increases the vehicle's running resistance and cost.
It adopts a single trailing arm independent suspension with a triangular trailing arm structure. The trailing arm is fixedly connected to the frame, and the connecting end is connected to the brake caliper bracket and shock absorber, which simplifies the structure, reduces space occupation, and improves stability and load-bearing capacity.
Reduce production and maintenance costs, improve the load-bearing capacity and handling stability of the suspension system, reduce swaying, adapt to complex road conditions and loads, and simplify the structural layout.
Smart Images
Figure CN224408855U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle suspension technology, and in particular to a single trailing arm independent suspension and vehicle. Background Technology
[0002] The automotive suspension system uses elastic elements to buffer road impacts and shock absorbers to dampen vibrations, effectively reducing vehicle body bumps and improving ride comfort. It also maintains the correct wheel positioning through the guiding mechanism, ensuring precise vehicle handling and stable straight-line driving. At the same time, it can also reasonably distribute vehicle load, so that each wheel is evenly stressed, ensuring that the vehicle can drive smoothly under different road conditions and loads, providing a guarantee for driving safety and comfort, and playing a key role in vehicle operation.
[0003] Double wishbone independent suspension is a common automotive suspension structure, typically consisting of an upper wishbone, a lower wishbone, a steering knuckle, a coil spring, and a shock absorber. The upper and lower wishbones have a V-shaped or A-shaped structure, connected to the steering knuckle via ball joints, with the other end fixedly connected to the frame or body to control the wheel's trajectory. Double wishbone suspension offers good handling performance and strong lateral support, but its structure is relatively complex, with many components, requiring a large layout space. This makes the manufacturing, installation, and maintenance of this type of suspension system more difficult, affecting production and maintenance efficiency. Furthermore, its greater weight increases drag during vehicle operation. Utility Model Content
[0004] Therefore, it is necessary to provide an independent suspension that is lightweight, compact, and can reduce production and maintenance costs to address the above problems.
[0005] Firstly, a single trailing arm independent suspension is provided, comprising:
[0006] A shock absorber, the first end of which is connected to the vehicle frame;
[0007] The trailing arm has a triangular structure. The first side of the trailing arm is fixedly connected to the vehicle frame. A connecting end is provided at the first included angle opposite to the first side. The connecting end is used to connect to the vehicle's brake caliper bracket and the second end of the shock absorber.
[0008] In one embodiment, the triangular structure is a right triangle, and the first side is the first right-angled side of the right triangle.
[0009] In one embodiment, the longitudinal arm includes a straight rocker arm and a slanted rocker arm, with the first end of the straight rocker arm and the first end of the slanted rocker arm fixedly connected to form the first included angle.
[0010] In one embodiment, the first included angle has a range of 30°.
[0011] In one embodiment, the surface of the first end of the inclined rocker arm is provided with an inwardly recessed first positioning welding area, and the first end of the straight rocker arm is provided with a second positioning welding area that matches the shape of the first positioning welding area. The straight rocker arm and the inclined rocker arm are welded together through the first positioning welding area and the second positioning welding area.
[0012] In one embodiment, the second end of the straight rocker arm and the second end of the inclined rocker arm are connected by a rocker arm connecting pin. The second end of the straight rocker arm and the second end of the inclined rocker arm are respectively provided with a first pin hole and a second pin hole for the rocker arm connecting pin to pass through. The straight rocker arm and the rocker arm connecting pin are perpendicular to each other.
[0013] In one embodiment, the device further includes a rocker arm connecting bracket, wherein the two ends of the rocker arm connecting pin pass through the first pin hole and the second pin hole respectively and are connected to the rocker arm connecting bracket, and the rocker arm connecting bracket is fixedly connected to the vehicle frame.
[0014] In one embodiment, the connecting end is provided with a first damper connecting frame, which is fixedly connected to the connecting end and connected to the first end of the damper.
[0015] In one embodiment, a second shock absorber connecting frame is provided at the second end of the shock absorber, the second shock absorber connecting frame being used for fixed connection with the vehicle frame.
[0016] In a second aspect, a vehicle is provided, including a single trailing arm independent suspension as described in the first aspect or any embodiment of the first aspect.
[0017] The aforementioned single trailing arm independent suspension and vehicle features a triangular trailing arm structure, which enhances stability and the effectiveness of distributing and transmitting forces under external loads. The first side of the trailing arm is fixedly connected to the vehicle frame, creating a continuous connection area between the trailing arm and the frame. This increases the connection area, making the connection more stable and effectively limiting the rotation and sway of the trailing arm. When the vehicle is in motion, the first side can distribute the forces acting on the suspension system more evenly, resulting in a more uniform force distribution between the frame and the trailing arm, avoiding localized stress concentration. This improves the load-bearing capacity of the suspension system, enabling it to better cope with complex road conditions and loads. The first side of the shock absorber is connected to the vehicle frame, and the connecting end opposite to the first side is connected to the brake caliper bracket and the second end of the shock absorber. This simplifies the overall suspension structure, reduces the space occupied by the suspension system, and results in a compact structure with strong load-bearing capacity, thereby reducing production and maintenance costs. Attached Figure Description
[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the conventional technology, the drawings used in the description of the embodiments or the conventional technology will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0019] Figure 1 This is a schematic diagram of the structure of a single trailing arm independent suspension provided in an embodiment of the present invention;
[0020] Figure 2 A schematic diagram of the installation position of a single trailing arm independent suspension on a vehicle according to an embodiment of the present invention;
[0021] Figure 3 A schematic diagram of the installation position of a single trailing arm independent suspension on a vehicle according to an embodiment of the present invention;
[0022] Figure 4 A schematic diagram of the connection structure between the straight rocker arm and the oblique rocker arm of a single trailing arm independent suspension provided in an embodiment of the present utility model;
[0023] Figure 5 A front view of a single trailing arm independent suspension provided in an embodiment of the present invention;
[0024] Figure 6 A top view of a single trailing arm independent suspension provided in an embodiment of the present utility model;
[0025] Figure 7 This is a side view of a single trailing arm independent suspension provided in an embodiment of the present invention.
[0026] To make the above and other objects, features, advantages and embodiments of this utility model more apparent and understandable, the appended symbols are explained as follows:
[0027] 1. Second damper connecting frame; 2. Damper; 3. Inclined rocker arm; 31. First positioning welding area; 22. First pin hole; 4. First damper connecting frame; 5. Straight rocker arm; 51. Second positioning welding area; 6. Rocker arm connecting pin; 7. Rocker arm connecting bracket. Detailed Implementation
[0028] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a full understanding of this utility model. However, this utility model can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this utility model. Therefore, this utility model is not limited to the specific embodiments disclosed below.
[0029] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.
[0030] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this utility model, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.
[0031] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.
[0032] In this utility model, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.
[0033] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.
[0034] In automotive chassis systems, the common double wishbone independent suspension system consists of two trailing arms, elastic elements, shock absorbers, and a stabilizer bar, among other components. Compared to the trailing arm independent suspension structure, it occupies more space and is heavier, resulting in additional drag during vehicle operation. Its relatively complex structure increases the difficulty of manufacturing, installing, and maintaining the vehicle. To address these issues, this invention, considering factors such as vehicle characteristics, usage requirements, and cost budget, proposes a single trailing arm independent suspension structure suitable for intelligent vehicles. (See reference...) Figure 1 Figure 1 shows a structural schematic diagram of a single trailing arm independent suspension according to an embodiment of the present invention. An embodiment of the present invention provides a single trailing arm independent suspension, comprising:
[0035] Shock absorber 2, the first end of which is connected to the vehicle frame;
[0036] The trailing arm has a triangular structure. The first side of the trailing arm is fixedly connected to the vehicle frame. A connecting end is provided at the first included angle opposite to the first side. The connecting end is used to connect to the vehicle's brake caliper bracket and the second end of the shock absorber 2.
[0037] Among them, the shock absorber 2 can be as follows: Figure 1The coil spring shock absorber 2 shown may include components such as a coil spring, guide sleeve, guide rod, and damper. The guide rod is located at the center of gravity of the shock absorber 2, and the guide sleeve is fitted over the guide rod. Together, they stabilize and guide the spring's trajectory, preventing the spring from shifting or twisting during compression and extension. The spring is typically supported by spring steel and fitted over the guide sleeve, using its elastic deformation to buffer and absorb vibration energy caused by uneven road surfaces. The shock absorber 2 is primarily used to bear the vertical load of the vehicle. One end of the shock absorber 2 can be connected to the vehicle frame via bolts, nuts, or ball joints, or by welding. The trailing arm refers to a link component in the vehicle suspension system arranged longitudinally along the vehicle. It can be connected to the vehicle body structure at one end and to components such as the wheel hub or steering knuckle at the other end. It is used to transmit the forces exerted on the wheels during driving to the vehicle body or chassis, and works in conjunction with other suspension components to limit the wheel's trajectory during driving, as well as to work with the shock absorber 2 to buffer and dampen shocks. A brake caliper bracket is a structure used to support the brake caliper and transmit braking force. It is typically installed near the wheel hub of a vehicle. The connecting end of the trailing arm connects to the brake caliper bracket, allowing braking force to be directly transmitted to the suspension system and body during braking. It also provides additional support and positioning for the brake caliper bracket, improving vehicle handling and stability. The triangular trailing arm is fixedly connected to the frame via its first side, creating multiple connections between the trailing arm and the body structure, enhancing connection stability. The triangular structure itself has high stability, effectively reducing swaying and loosening during driving, providing stable support for the brake caliper bracket and shock absorber 2. The connecting end connects to the second end of the brake caliper bracket and shock absorber 2, making the connection structure between the trailing arm and the vehicle more compact and reducing the space occupied by the suspension system. The single trailing arm independent suspension allows each wheel to move up and down independently of the other wheels. When the wheel bounces up and down, the single trailing arm can rotate around the hinge point with the frame, allowing the wheel to move freely within a certain range without directly transmitting the motion to the other wheel. This enables the vehicle to better adapt to different road conditions during driving, improving driving comfort and handling stability.
[0038] The aforementioned single trailing arm independent suspension and vehicle features a triangular trailing arm structure, which enhances stability and the effectiveness of distributing and transmitting forces under external loads. The first side of the trailing arm is fixedly connected to the vehicle frame, creating a continuous connection area between the trailing arm and the frame. This increases the connection area, making the connection more stable and effectively limiting the rotation and sway of the trailing arm. When the vehicle is in motion, the first side can distribute the forces acting on the suspension system more evenly, resulting in a more uniform force distribution between the frame and the trailing arm. This avoids localized stress concentration and improves the load-bearing capacity of the suspension system, enabling it to better cope with complex road conditions and loads. The first side of the shock absorber 2 is connected to the vehicle frame, and the connecting end opposite to the first side is connected to the brake caliper bracket and the second end of the shock absorber 2. The compact structural layout simplifies the overall suspension structure, reduces the space occupied by the suspension system, and lowers production and maintenance costs.
[0039] In one embodiment, the triangular structure is a right triangle, with the first side being the first right-angled side of the right triangle. Since the connection angle between the right triangle and the vehicle frame is relatively fixed, force loss and dispersion during transmission can be reduced. Furthermore, the relationship between the angles and side lengths of the right triangle is clear, facilitating precise analysis of the stress on each component in the suspension system. This allows for more effective optimization of the structure based on the stress on each component, improving the strength and durability of the suspension structure. By adjusting the side length ratios of the right triangle, the stiffness, damping, and travel characteristics of the suspension can be precisely adjusted. For example, changing the length of the variable connecting to the shock absorber 2 can adjust the installation angle and lever ratio of the shock absorber 2, thereby optimizing the working efficiency of the shock absorber 2. Moreover, the right-angled triangular structure is easier to realize through mold forming or machining, improving production efficiency and reducing manufacturing costs.
[0040] In one embodiment, the longitudinal arm includes a straight rocker arm 5 and a slanted rocker arm 3, with the first ends of the straight rocker arm 5 and the slanted rocker arm 3 fixedly connected to form the first included angle. The straight rocker arm 5 and the slanted rocker arm 3 can be steel pipes of different lengths, and they can be fixedly connected by welding or other methods. The straight rocker arm 5 forms the second right-angled side of the longitudinal arm, and the slanted rocker arm 3 forms the hypotenuse of the longitudinal arm. The combination of the straight rocker arm 5 and the slanted rocker arm 3 provides stable support for the shock absorber 2. Simultaneously, the included angle between the two can be conveniently adjusted by adjusting the lengths of the straight rocker arm 5 and the slanted rocker arm 3. When the radial dimensions of the straight rocker arm 5 and the slanted rocker arm 3 are the same, during the manufacturing process, rocker arms of the same specifications can be cut to obtain straight rocker arms 5 and slanted rocker arms 3 of different lengths, thereby simplifying the manufacturing process and improving production efficiency.
[0041] In one embodiment, the first included angle is within a range of 30°. When the first included angle is within this range, space utilization can be improved, while ensuring the stability of the longitudinal arm during force transmission. The specific angle of the first included angle can be set according to actual space requirements, such as component connection requirements or avoidance requirements. For ease of manufacturing, the angle of the first included angle can be 30°, 45°, or 60°, etc.
[0042] In one embodiment, the surface of the first end of the inclined rocker arm 3 is provided with an inwardly recessed first positioning welding area 31, and the first end of the straight rocker arm 5 is provided with a second positioning welding area 51 that matches the shape of the first positioning welding area 31. The straight rocker arm 5 and the inclined rocker arm 3 are welded together through the first positioning welding area 31 and the second positioning welding area 51. As shown in the figure, the upper surface and side surface of the first end of the inclined rocker arm 3 are recessed inward to form the first positioning welding area 31, and the end of the straight rocker arm 5 is formed by cutting or other means to form the second positioning welding area 51. The shapes of the first positioning welding area 31 and the second welding area match, so that when the straight rocker arm 5 and the inclined rocker arm 3 are connected, the second positioning welding area 51 can be located in the recess of the first positioning welding area 31. The first positioning welding area 31 and the second positioning welding area 51 can facilitate positioning during welding and improve production efficiency. On the other hand, they can increase the contact area between the straight rocker arm 5 and the inclined rocker arm 3, making the welding area larger and more stable. The first positioning welding area 31 and the second positioning welding area 51 can be polygonal in shape, and the included angle between two adjacent sides can be obtuse or right. This can reduce stress concentration and improve the structural strength of the longitudinal arm.
[0043] In one embodiment, the second end of the straight rocker arm 5 and the second end of the inclined rocker arm 3 are connected by a rocker arm connecting pin 6. The second ends of the straight rocker arm 5 and the inclined rocker arm 3 are respectively provided with a first pin hole 22 and a second pin hole for the rocker arm connecting pin 6 to pass through. The straight rocker arm 5 and the rocker arm connecting pin 6 are perpendicular to each other. As shown in the figure, the two ends of the rocker arm connecting pin 6 pass through the first pin hole 22 and the second pin hole respectively and connect to the straight rocker arm 5 and the inclined rocker arm 3, forming the first right-angle side of the longitudinal arm. The rocker arm connecting pin 6 is parallel to the connection surface of the frame, which effectively restricts the horizontal displacement of the straight rocker arm 5 and the inclined rocker arm 3, allowing them to only swing according to road conditions and vehicle movement, thereby realizing the vertical movement and steering of the wheels, enabling the suspension system to perform its buffering, vibration reduction, and guiding functions. Furthermore, the pin connection is easier to position and assemble during installation, reducing installation difficulty and improving installation efficiency.
[0044] In one embodiment, a rocker arm connecting bracket 7 is also included. The two ends of the rocker arm connecting pin 6 pass through the first pin hole 22 and the second pin hole, respectively, and are connected to the rocker arm connecting bracket 7. The rocker arm connecting bracket 7 is fixedly connected to the vehicle frame. As shown in the figure, the rocker arm connecting bracket 7 may include a connecting plate and bent portions at both ends of the connecting plate. The connecting plate is a flat plate structure used for connecting to the vehicle frame. It can fit tightly against the plane of the vehicle frame to improve the reliability of the connection. Bolt holes are provided on the connecting plate for fixing to the vehicle frame with bolts. The bent portions on both sides are bent towards the longitudinal arm. Connecting holes are provided on the bent portions for connecting to the rocker arm connecting pin 6. The two ends of the rocker arm connecting pin 6 can be fixed through the bent portions, so that the rocker arm connecting pin 6 is kept parallel to the vehicle frame. This allows the first side of the longitudinal arm to form a multi-point connection with the vehicle frame, enabling the longitudinal arm to rotate stably around the connecting pin, reducing its sway in the horizontal plane, and improving the vibration damping effect of the shock absorber 2.
[0045] In one embodiment, the connecting end is provided with a first shock absorber connecting frame 4, which is fixedly connected to the connecting end and connected to the first end of the shock absorber 2. The first shock absorber connecting frame 4 and the connecting end can be fixedly connected by welding or other methods. The first end of the shock absorber 2 is the end connected to the trailing arm and can be fixed to the first shock absorber connecting frame 4 by bolts, steering knuckles, or ball joints, thereby allowing the trailing arm to move within a certain range and transmitting the force of the shock absorber 2 to the suspension system, improving damping and stability.
[0046] In one embodiment, a second shock absorber connecting frame 1 is provided at the second end of the shock absorber 2, and the second shock absorber connecting frame 1 is used for fixed connection with the vehicle frame. The second end of the shock absorber 2 is the end connected to the vehicle frame, and the second shock absorber connecting frame 1 can be connected to the shock absorber 2 via bolts or nuts or other connecting components.
[0047] In one exemplary embodiment, a single trailing arm independent suspension structure is provided, which is elastically connected to the vehicle frame by a triangular trailing arm, an elastic element, and a shock absorber 2. The trailing arm is formed by welding two steel pipes at a 30° angle to form a triangle to ensure lateral stability. Half the thickness of each steel pipe is cut between them for positioning welding. The elastic element and shock absorber 2 connecting brackets are positioned and welded through drilling. During installation, it is kept horizontal to the ground and perpendicular to the axle, ensuring that the wheels can move freely in the longitudinal plane and that the track width is not affected by bumps. Compared to the previously used double wishbone independent suspension, it occupies less space, reduces the overall chassis weight, stabilizes the track width, and has a relatively simple structure, thus reducing the overall vehicle cost. The entire trailing arm structure of this single trailing arm independent suspension is welded to the vehicle frame via a rocker arm connecting bracket 7. The oblique rocker arm 3 and the straight rocker arm 5 are positioned and welded at 30°. The straight rocker arm 5 and the oblique rocker arm 3 form a trailing arm assembly with a direction perpendicular to the axle direction. The rear end of the trailing arm and the rocker arm connecting pin 6 assembly are mounted on the rocker arm connecting bracket 7 to form a pin positioning. The top of the oblique rocker arm 3 is connected to a bracket for placing the wheel and caliper. The upper part of the straight rocker arm 5 is positioned and welded to the first shock absorber connecting bracket 4. The shock absorber assembly 2 is connected to the first shock absorber connecting bracket 4 at the bottom and to the second shock absorber connecting bracket 1 at the top. Then the second shock absorber connecting bracket 1 is connected to the vehicle frame. Since the wheels are not rigidly connected through a solid axle, they are all connected to the vehicle frame through the suspension components of the wheels, thus forming a single trailing arm independent suspension structure.
[0048] In one exemplary embodiment, a vehicle is provided, including the single trailing arm independent suspension described in any of the possible implementations of the above embodiments. The vehicle may be a small car, a compact car, a city SUV, or a smart vehicle. This application does not limit the specific type of vehicle; the single trailing arm independent suspension provided by this utility model can be applied according to the actual comfort, handling, and spatial layout requirements of the vehicle.
[0049] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0050] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.
Claims
1. A single trailing arm independent suspension, characterized in that, include: A shock absorber, the first end of which is connected to the vehicle frame; The trailing arm has a triangular structure. The first side of the trailing arm is fixedly connected to the vehicle frame. A connecting end is provided at the first included angle opposite to the first side. The connecting end is used to connect to the vehicle's brake caliper bracket and the second end of the shock absorber.
2. The single trailing arm independent suspension according to claim 1, characterized in that, The triangle structure is a right triangle, and the first side is the first right-angled side of the right triangle.
3. The single trailing arm independent suspension according to claim 1, characterized in that, The longitudinal arm includes a straight rocker arm and a slanted rocker arm, with the first end of the straight rocker arm and the first end of the slanted rocker arm fixedly connected to form the first included angle.
4. The single trailing arm independent suspension according to claim 1, characterized in that, The first included angle has a range of 30°.
5. The single trailing arm independent suspension according to claim 3, characterized in that, The surface of the first end of the inclined rocker arm is provided with an inwardly recessed first positioning welding area, and the first end of the straight rocker arm is provided with a second positioning welding area that matches the shape of the first positioning welding area. The straight rocker arm and the inclined rocker arm are welded together through the first positioning welding area and the second positioning welding area.
6. The single trailing arm independent suspension according to claim 3, characterized in that, The second end of the straight rocker arm and the second end of the inclined rocker arm are connected by a rocker arm connecting pin. The second end of the straight rocker arm and the second end of the inclined rocker arm are respectively provided with a first pin hole and a second pin hole for the rocker arm connecting pin to pass through. The straight rocker arm and the rocker arm connecting pin are perpendicular to each other.
7. The single trailing arm independent suspension according to claim 6, characterized in that, It also includes a rocker arm connecting bracket, wherein the two ends of the rocker arm connecting pin pass through the first pin hole and the second pin hole respectively and are connected to the rocker arm connecting bracket, and the rocker arm connecting bracket is fixedly connected to the vehicle frame.
8. The single trailing arm independent suspension according to claim 1, characterized in that, The connecting end is provided with a first shock absorber connecting frame, which is fixedly connected to the connecting end and connected to the first end of the shock absorber.
9. The single trailing arm independent suspension according to claim 1, characterized in that, The second end of the shock absorber is provided with a second shock absorber connecting frame, which is used to fix it to the vehicle frame.
10. A vehicle, characterized in that, Including the single trailing arm independent suspension as described in any one of claims 1-9.