Rear suspension assembly and vehicle

Abstract

The application discloses a rear suspension assembly and a vehicle, and the rear suspension assembly comprises a rear lower control arm, the rear lower control arm is located below a wheel center of a wheel in a Z direction of a whole vehicle and rearward of an X direction of the whole vehicle, a first connecting end is connected with a steering knuckle, and a second connecting end is connected with a vehicle body; wherein the first connecting end comprises first and second connecting bushings located on both sides of a rear lower control arm body in a Y direction of the whole vehicle, the first connecting bushing is higher than the second connecting bushing in the Z direction, and in the X direction, the first connecting bushing is arranged adjacent to the wheel center relative to the second connecting bushing. Thus, the rear lower control arm is arranged below the wheel center, and the first and second connecting bushings are arranged high in front of the wheel center and low behind the wheel center, so that a center of mass of the rear suspension assembly located in front of the wheel center can be located above the wheel center, the wheel center of the rear suspension assembly is better in yielding, and the buffering effect of the rear suspension assembly on road impact can be improved, so that the ride comfort of the vehicle is improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a rear suspension assembly and a vehicle. Background Technology

[0002] In related technologies, the rear suspension assembly is used to connect the wheels and the vehicle body, to buffer the excitation transmitted from the road surface to the vehicle body, and to ensure the stability of the vehicle.

[0003] However, when subjected to road surface excitation and the rear suspension assembly bounces, the wheel center yielding is difficult to meet design requirements, resulting in a decrease in vehicle comfort. Utility Model Content

[0004] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one objective of the present invention is to provide a rear suspension assembly with better wheel center yielding, which can achieve a good wheel center yielding amount to improve vehicle comfort.

[0005] This application further proposes a vehicle employing the aforementioned rear suspension assembly.

[0006] In a first aspect, this application provides a rear suspension assembly, including: a rear lower control arm, the rear lower control arm being located below the wheel center in the Z-direction and rearward in the X-direction of the vehicle, the rear lower control arm including: a rear lower control arm body and a first connecting end and a second connecting end located at both ends of the rear lower control arm body, the first connecting end being connected to a steering knuckle, and the second connecting end being connected to the vehicle body; wherein

[0007] The first connection end includes: a first connecting bushing and a second connecting bushing located on both sides of the rear lower control arm body in the Y direction of the whole vehicle. The first connecting bushing is higher than the second connecting bushing in the Z direction, and in the X direction, the first connecting bushing is positioned near the wheel center relative to the second connecting bushing.

[0008] According to the rear suspension assembly of the present application embodiment, the rear lower control arm is arranged below the wheel center, and the first connecting bushing and the second connecting bushing are arranged with the front higher and the rear lower relative to the wheel center, so that the instantaneous center of the rear suspension assembly located in front of the wheel center can be located above the wheel center, so that the wheel center yielding of the rear suspension assembly is better, which can improve the buffering effect of the rear suspension assembly on road impact, thereby improving the ride comfort of the vehicle.

[0009] According to some embodiments of this application, the height difference between the elastic center of the first connecting bushing and the elastic center of the second connecting bushing in the Z direction is greater than or equal to 30 mm.

[0010] In the above technical solution, the height difference between the elastic center of the first connecting bushing and the elastic center of the second connecting bushing in the Z direction is greater than or equal to 30mm. This makes the slope of the line connecting the elastic centers of the two bushings greater. A greater slope makes it easier to control the instantaneous center of the rear suspension assembly to be above the wheel center, making the overall layout of the rear suspension assembly easier and helping to improve the space occupied by the rear suspension assembly.

[0011] According to some embodiments of this application, the second connection end includes a third connection bushing and a fourth connection bushing located on both sides of the rear lower control arm body in the Y direction. The axes of the third connection bushing and the fourth connection bushing are coincident or parallel, and the axes of the third connection bushing and the fourth connection bushing both have a first angle with the Y direction.

[0012] In the above technical solution, the first connecting end includes a first connecting bushing and a second connecting bushing for connecting the steering knuckle, and the second connecting section includes a third connecting bushing and a fourth connecting bushing for connecting the vehicle body, so that the rear lower control arm is formed into an H-shaped arm, which can improve lateral stiffness, suppress lateral displacement of the wheel, maintain good contact between the wheel and the ground, improve the vehicle's handling stability, and at the same time, effectively buffer road impacts, absorb and filter vibrations from the road surface, and improve ride comfort.

[0013] Furthermore, the axial direction of the third connecting bushing and the axis of the fourth connecting bushing (i.e., the straight line where the elastic center is located) are made to coincide or parallel, and the axis of the third connecting bushing and the Y direction are made to have a first angle, and the axis of the fourth connecting bushing and the Y direction are also made to have a first angle, so as to reduce the radial force borne by the third connecting bushing and the fourth connecting bushing and improve the driving stability of the vehicle.

[0014] According to some embodiments of this application, the distance between the elastic center of the third connecting bushing and the elastic center of the fourth connecting bushing is greater than or equal to 150 mm.

[0015] In the above technical solution, the elastic center distance between the third connecting bushing and the fourth connecting bushing is greater than or equal to 150mm, and both axes have an angle with the Y direction. This makes the distance between the third connecting bushing and the fourth connecting bushing more reasonable, which can improve the stiffness of the rear lower control arm, improve the deformation resistance of the rear lower control arm, and reduce the lateral torque borne by the rear lower control arm when the vehicle is braking. This helps the rear suspension assembly to improve torsional stiffness and reduce the caster angle of the rear suspension assembly during braking, thereby improving braking stability.

[0016] Therefore, the rear lower control arm can have higher braking roll stiffness, which can improve braking stability, and stable suspension kinematics can be achieved using the simple structure of the rear lower control arm.

[0017] According to some embodiments of this application, the rear suspension assembly further includes an upper control arm, which includes an upper control arm body and a fifth connecting bushing and a sixth connecting bushing located at both ends of the upper control arm body. The fifth connecting bushing is connected to the steering knuckle, and the sixth connecting bushing is connected to the vehicle body. The upper control arm is located in front of the wheel center in the X direction.

[0018] In the above technical solution, a fifth connecting bushing and a sixth connecting bushing are provided at both ends of the upper control arm body, so that the upper control arm is formed as a two-force bar. The upper control arm is only subjected to force at both ends and can be in a balanced state. That is, the upper control arm body is subjected to force at both ends and the force directions are opposite. This not only avoids the upper control arm from bearing bending, torsional and shear stresses, but also improves the reliability and stability of the upper control arm and improves the lateral stiffness of the rear suspension assembly.

[0019] At the same time, the upper control arm is positioned in front of the wheel center in the X-axis direction, so that in the rear suspension assembly as a whole, the lower rear control arm is located behind and below the wheel center, and the upper control arm is located in front of and above the wheel center. On the one hand, this allows for a more reasonable distribution of the longitudinal and lateral forces borne by the wheel. On the other hand, when the wheel bounces, the upper control arm and the lower rear control arm work together to better suppress wheel bounce, optimize the wheel trajectory, and improve the vehicle's handling stability.

[0020] According to some embodiments of this application, the line connecting the elastic center of the fifth connecting bushing and the elastic center of the sixth connecting bushing in the Y direction has a second included angle, and the second included angle is less than or equal to 5°.

[0021] In the above technical solution, on the one hand, the roll moment of the rear suspension assembly can be reduced, and the roll center height of the rear suspension assembly can be made more reasonable, thereby improving the lateral stiffness of the suspension assembly. On the other hand, the height of the longitudinal beams on the vehicle body can be reduced to optimize the vehicle body space and allow for a larger passenger compartment.

[0022] According to some embodiments of this application, the fifth connecting bushing and the sixth connecting bushing have a height difference in the Z direction, and the height difference is less than or equal to 10 mm.

[0023] In the above technical solution, by making the elastic center of the fifth connecting bushing and the elastic center of the sixth connecting bushing have a height difference, the rear suspension assembly can have a suitable roll center height, thereby improving the vehicle's steering characteristics and enhancing the vehicle's handling stability.

[0024] According to some embodiments of this application, the upper control arm body is an arc that bends downward along the Z direction, and the upper control arm body is tilted forward or backward relative to the wheel along the X direction.

[0025] The above technical solutions can reduce the height of the longitudinal beams, thereby optimizing the vehicle body space and allowing for a larger passenger compartment.

[0026] According to some embodiments of this application, the rear suspension assembly further includes a front lower control arm, which includes a front lower control arm body and a seventh connecting bushing and an eighth connecting bushing located at both ends of the front lower control arm body. The seventh connecting bushing is connected to the steering knuckle, and the eighth connecting bushing is connected to the vehicle body. The seventh connecting bushing is lower than the eighth connecting bushing in the Z direction.

[0027] In the above technical solution, the height of the end of the front lower control arm connected to the steering knuckle can be lower than the height of the end of the front lower control arm connected to the vehicle body. This can reduce the space occupied by the rear suspension assembly in the X and Y directions and increase the space dimension under the rear suspension assembly, which is conducive to the arrangement of the motor module and electronic control module of the new energy vehicle.

[0028] According to some embodiments of this application, the rear suspension assembly further includes: a shock absorber, one Z-direction end of which is connected to the vehicle body and the other Z-direction end is connected to the steering knuckle, and the axial direction of the shock absorber forms a third angle with the longitudinal section of the vehicle, the third angle being in the range of -23° to 23°.

[0029] In the above technical solution, on the one hand, the height of the tower can be reduced to meet the requirements of the low posture scenario of the longitudinal beam. On the other hand, the tilt angle of the vibration damper can be made more reasonable to avoid excessive tilt angle, so as to prevent the oil level in the vibration damper from being too low. This can not only keep the vibration damper efficiency stable, but also reduce the risk of failure caused by the vaporization of the oil inside the vibration damper, and improve the working stability and reliability of the vibration damper.

[0030] Secondly, this application provides a vehicle, including: a body and a rear suspension assembly, the rear suspension assembly being connected to the body.

[0031] According to some embodiments of this application, the rear suspension assembly includes: a rear lower control arm, a front lower control arm, and an upper control arm; the vehicle body includes a longitudinal beam, and the rear lower control arm, the front lower control arm, and the upper control arm are all connected to the longitudinal beam; or the vehicle body includes: a subframe, and the rear lower control arm, the front lower control arm, and the upper control arm are all connected to the subframe.

[0032] 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

[0033] 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:

[0034] Figure 1 This is a schematic diagram of a vehicle according to an embodiment of this application;

[0035] Figure 2 This is a schematic diagram of the fit between the rear suspension assembly and the steering knuckle according to an embodiment of this application;

[0036] Figure 3 This is a schematic diagram of the rear suspension assembly and steering knuckle from another angle according to an embodiment of this application;

[0037] Figure 4 This is a schematic diagram of an angle between the rear suspension assembly and the wheel according to an embodiment of this application;

[0038] Figure 5 This is a schematic diagram of the rear suspension assembly and the wheel at another angle according to an embodiment of this application;

[0039] Figure 6 This is a schematic diagram of an angle of the rear lower control arm according to an embodiment of this application;

[0040] Figure 7 This is a schematic diagram of the rear lower control arm from another angle according to an embodiment of this application;

[0041] Figure 8 This is a schematic diagram of an angle of the upper control arm according to an embodiment of this application;

[0042] Figure 9 This is a schematic diagram of the upper control arm from another angle according to an embodiment of this application;

[0043] Figure 10 This is a schematic diagram of an angle of the front lower control arm according to an embodiment of this application;

[0044] Figure 11 This is a schematic diagram of the front lower control arm from another angle according to an embodiment of this application.

[0045] Figure label:

[0046] 1000 vehicles

[0047] Rear suspension assembly 100, wheels 200, body 300, steering knuckle 400

[0048] Rear lower control arm 10, rear lower control arm body 11, first connecting bushing 12, second connecting bushing 13, third connecting bushing 14, fourth connecting bushing 15.

[0049] Upper control arm 20, upper control arm body 21, fifth connecting bushing 22, sixth connecting bushing 23,

[0050] Front lower control arm 30, front lower control arm body 31, seventh connecting bushing 32, eighth connecting bushing 33

[0051] Shock absorber 40,

[0052] Longitudinal beam 310,

[0053] Instantaneous center a, Chakra center b,

[0054] The height difference L1 between the elastic center of the first connecting bushing and the elastic center of the second connecting bushing

[0055] The distance L2 between the elastic center of the third connecting bushing and the elastic center of the fourth connecting bushing

[0056] The height difference between the elastic center of the fifth connecting bushing and the elastic center of the sixth connecting bushing is L3.

[0057] First included angle α, second included angle β, third included angle γ. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0059] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0060] In this application, the reference to "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment that is mutually exclusive with other embodiments.

[0061] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" 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; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0062] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0063] In the embodiments of this application, the same reference numerals denote the same components, and for the sake of brevity, detailed descriptions of the same components are omitted in different embodiments. It should be understood that the thickness, length, width, and other dimensions of various components in the embodiments of this application shown in the accompanying drawings, as well as the overall thickness, length, width, and other dimensions of the integrated device, are merely illustrative and should not constitute any limitation on this application.

[0064] 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.

[0065] In the description of this utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or it may include the first and second features not being in direct contact but being in contact through another feature between them.

[0066] In the description of this utility model, the terms "above", "over" and "on top" for the first feature and the second feature include the first feature being directly above or diagonally above the second feature, or simply indicate that the first feature is at a higher horizontal level than the second feature.

[0067] In this application, "multiple" means two or more (including two).

[0068] As the connecting structure between the vehicle body and the wheels, the suspension system's performance directly affects the vehicle's stability, handling, ride comfort, and NVH performance.

[0069] The suspension system includes a front suspension assembly and a rear suspension assembly. The rear suspension assembly is used to connect the vehicle body to the rear wheels. The quality of the wheel center yielding performance of the rear suspension assembly determines its ability to mitigate impacts and road surface excitations.

[0070] In other words, good wheel center retreat helps improve vehicle ride comfort. If the wheel center retreat is poor, more road excitation and impact will be transmitted to the vehicle body, resulting in reduced ride comfort. The existing rear suspension assembly has poor wheel center retreat.

[0071] Based on this, this application proposes a rear suspension system with better wheel center yielding, which can improve the ride comfort of the vehicle.

[0072] The following is for reference. Figures 1-11 The present invention describes a rear suspension assembly 100 and a vehicle 1000 according to an embodiment of the present invention.

[0073] like Figure 1 , Figure 2 and Figure 3 As shown, this application provides a rear suspension assembly 100, including: a rear lower control arm 10, the rear lower control arm 10 being located at the wheel center b of the wheel 200, below the vehicle in the Z direction and behind the vehicle in the X direction. The rear lower control arm 10 includes: a rear lower control arm body 11 and a first connecting end and a second connecting end located at both ends of the rear lower control arm body 11. The first connecting end is connected to the steering knuckle 400, and the second connecting end is connected to the vehicle body 300; wherein

[0074] The first connection end includes: a first connecting bushing 12 and a second connecting bushing 13 located on both sides of the rear lower control arm body 11 in the Y direction of the whole vehicle. The first connecting bushing 12 is higher than the second connecting bushing 13 in the Z direction, and in the X direction, the first connecting bushing 12 is positioned relative to the second connecting bushing 13 near the wheel center b.

[0075] It should be noted that the directional limitations in the embodiments of this application, namely the X-direction, Y-direction and Z-direction, are all based on the reference of the vehicle coordinate system. The X-direction represents the front-to-back direction (the length direction of the vehicle body 300), the Y-direction represents the left-to-right direction (the width direction of the vehicle body 300), and the Z-direction represents the up-and-down direction (the height direction of the vehicle body 300).

[0076] Specifically, see Figure 4 and Figure 6As shown, the control arm body has a first connecting end and a second connecting end at both ends. The first connecting end has a first connecting bushing 12 and a second connecting bushing 13. Both the first connecting bushing 12 and the second connecting bushing 13 are used to connect to the steering knuckle 400, which can improve the connection stability and reliability between the rear lower control arm 10 body and the steering knuckle 400. Furthermore, the wheel center b refers to the center of the wheel 200, so that the first connecting bushing 12 and the second connecting bushing 13 have a height difference in the Z direction and a front-to-back distance difference in the X direction, so that the first connecting bushing 12 and the second connecting bushing 13 are constructed with the front higher than the rear relative to the wheel center b.

[0077] It is understandable that when the wheel 200 bounces in the rear suspension assembly 100, the movement of the multiple control arms in the rear suspension assembly 100 can be regarded as rotation around a certain point, which is defined as the instantaneous center a. In this embodiment, the instantaneous center a is located on the "extension line" of the line connecting the elastic center of the first connecting bushing 12 and the elastic center of the second connecting bushing 13. The first connecting bushing 12 and the second connecting bushing 13 are set with the front higher and the rear lower relative to the wheel center b, and the rear lower control arm 10 is located below and behind the wheel center b, so that the "extension line" is inclined towards the wheel center b, and the instantaneous center a, which is located in front of the wheel center b and on the "extension line", can be located above the wheel center b.

[0078] Figure 4 In the diagram, the dashed line shows the line connecting the wheel center c and the instantaneous center a, the "extension line," and the longitudinal section. Figure 5 The dashed line in the middle indicates the Y direction.

[0079] In other words, the rear lower control arm 10, located behind and below wheel center b, is connected to the vehicle body 300 via the second connecting end. The first connecting bushing 12 and the second connecting bushing 13 are connected to the steering knuckle 400, thereby aligning the elastic centers of the first connecting bushing 12 and the second connecting bushing 13 in a front-high-rear-low configuration. This allows the instantaneous center a of the rear suspension assembly 100 to be positioned above wheel center b, ensuring that the yielding performance of the rear suspension assembly 100 during bouncing meets the design objectives and improving the driving comfort of the rear suspension assembly 100.

[0080] Understandably, wheel center b retraction can be measured by the longitudinal displacement gradient of wheel center b, i.e., the rate of change of the X-direction and Z-direction displacement of wheel center b. When wheel 200 moves upward (e.g., over a convex road surface), wheel 200 should tend to move backward to buffer road impacts and excitations. Good wheel center b retraction helps improve the ride comfort of vehicle 1000. If wheel center b retraction is poor, more road impacts on wheel 200 will be transmitted to the vehicle body 300, resulting in a decrease in ride comfort. If wheel center b retraction is good, less road impact on wheel 200 will be transmitted to the vehicle body 300, which can improve ride comfort.

[0081] According to the rear suspension assembly 100 of the present application embodiment, the rear lower control arm 10 is arranged below the wheel center b, and the first connecting bushing 12 and the second connecting bushing 13 are arranged with the front higher and the rear lower relative to the wheel center b, so that the instantaneous center a of the rear suspension assembly 100 located in front of the wheel center b can be located above the wheel center b, so that the wheel center b of the rear suspension assembly 100 has better yielding performance, which can improve the buffering effect of the rear suspension assembly 100 on road impacts, thereby improving the ride comfort of the vehicle 1000.

[0082] Combination Figure 4 and Figure 7 As shown, according to some embodiments of this application, the height difference between the elastic center of the first connecting bushing 12 and the elastic center of the second connecting bushing 13 in the Z direction is greater than or equal to 30 mm.

[0083] Specifically, the first connecting bushing 12 can be located directly below or slightly below the wheel center b, while the second connecting bushing 13 is located slightly below the wheel center b. The first connecting bushing 12 is positioned near the wheel center b relative to the second connecting bushing 13, and the height of the elastic center of the first connecting bushing 12 is higher than the height of the elastic center of the second connecting bushing 13. This allows the line connecting the elastic centers of the first connecting bushing 12 and the second connecting bushing 13 to be inclined relative to each other in the Z direction. The height difference between the elastic centers of the first connecting bushing 12 and the second connecting bushing 13 in the Z direction is greater than or equal to 30mm, which makes the slope of the line connecting their elastic centers greater. A greater slope makes it easier to control the instantaneous center a of the rear suspension assembly 100 to be above the wheel center b, making the overall layout of the rear suspension assembly 100 easier and improving the space occupied by the rear suspension assembly 100.

[0084] It should be noted that 30mm is the lower limit of the Z-direction height difference between the elastic center of the first connecting bushing 12 and the elastic center of the second connecting bushing 13. A height difference between their elastic centers greater than or equal to 30mm can ensure that the instantaneous center a of the rear suspension assembly 100 is located above the wheel center b. Based on the overall layout requirements of the rear suspension assembly 100, under the premise of not affecting the layout of surrounding components and the first connecting bushing 12 and the second connecting bushing 13 not interfering with surrounding components, the greater the height difference between their elastic centers, the better. In this way, not only can the instantaneous center a be located above the wheel center b, but the camber angle and toe angle when the wheel 200 bounces up and down can also be reduced, as well as the roll moment and pitch moment of the vehicle body 300, thereby improving the handling stability of the vehicle 1000.

[0085] like Figure 6 As shown, according to some embodiments of this application, the second connection end includes a third connecting bushing 14 and a fourth connecting bushing 15 located on both sides of the rear lower control arm body 11 in the Y direction. The axes of the third connecting bushing 14 and the fourth connecting bushing 15 coincide or are parallel, and the axes of the third connecting bushing 14 and the fourth connecting bushing 15 both have a first angle α with the Y direction.

[0086] The first connecting end includes a first connecting bushing 12 and a second connecting bushing 13 for connecting the steering knuckle 400, and the second connecting section includes a third connecting bushing 14 and a fourth connecting bushing 15 for connecting the vehicle body 300, so that the rear lower control arm 10 is formed into an H-shaped arm, which can improve lateral stiffness, suppress lateral displacement of the wheel 200, maintain good contact between the wheel 200 and the ground, improve the handling stability of the vehicle 1000, and at the same time, effectively buffer road impacts, absorb and filter vibrations from the road surface, and improve ride comfort.

[0087] Furthermore, the axial direction of the third connecting bushing 14 and the axis of the fourth connecting bushing 15 (i.e., the straight line where the elastic center is located) are made to coincide or parallel, and the axis of the third connecting bushing 14 and the Y direction are made to have a first angle α, and the axis of the fourth connecting bushing 15 and the Y direction are also made to have a first angle α, so as to reduce the radial force borne by the third connecting bushing 14 and the fourth connecting bushing 15 and improve the driving stability of the vehicle 1000.

[0088] exist Figure 6 In the embodiments shown, according to some embodiments of this application, the distance between the elastic center of the third connecting bushing 14 and the elastic center of the fourth connecting bushing 15 is greater than or equal to 150 mm.

[0089] Specifically, the elastic center distance between the third connecting bushing 14 and the fourth connecting bushing 15 is greater than or equal to 150mm, and both axes have an angle with the Y direction. This makes the distance between the third connecting bushing 14 and the fourth connecting bushing 15 more reasonable, which can improve the stiffness of the rear lower control arm 10, improve the deformation resistance of the rear lower control arm 10, and reduce the lateral torque borne by the rear lower control arm 10 when the vehicle 1000 is braking. This helps the rear suspension assembly 100 to improve torsional stiffness and reduce the caster angle of the rear suspension assembly 100 during the braking process, thereby improving braking stability.

[0090] Therefore, the rear lower control arm 10 can have higher braking roll stiffness, which can improve braking stability, and stable suspension kinematics can be achieved by utilizing the simple structure of the rear lower control arm 10.

[0091] It should be noted that 150mm is the lower limit of the elastic center distance between the third connecting bushing 14 and the fourth connecting bushing 15. Based on the overall layout requirements of the rear suspension assembly 100, under the premise of not affecting the layout of surrounding components and ensuring that the third connecting bushing 14 and the fourth connecting bushing 15 do not interfere with surrounding components, the larger the elastic center distance between them, the better, and the higher the braking roll stiffness of the rear lower control arm 10.

[0092] Combination Figure 4 , Figure 8 and Figure 9 As shown, according to some embodiments of this application, the rear suspension assembly 100 further includes an upper control arm 20, which includes an upper control arm body 21 and a fifth connecting bushing 22 and a sixth connecting bushing 23 located at both ends of the upper control arm body 21. The fifth connecting bushing 22 is connected to the steering knuckle 400, and the sixth connecting bushing 23 is connected to the vehicle body 300. The upper control arm 20 is located in front of the wheel center b in the X direction.

[0093] The upper control arm body 21 is provided with a fifth connecting bushing 22 and a sixth connecting bushing 23 at both ends, so that the upper control arm 20 is formed as a two-force bar. The upper control arm 20 is only subjected to force at both ends and can be in a balanced state. That is, the upper control arm body 21 is subjected to force at both ends and the force directions are opposite. This not only avoids the upper control arm 20 from bearing bending, torsional and shear stress, but also improves the reliability and stability of the upper control arm 20 and improves the lateral stiffness of the rear suspension assembly 100.

[0094] At the same time, the upper control arm 20 is positioned in front of the wheel center b in the X direction, so that on the rear suspension assembly 100 as a whole, the lower rear control arm 10 is located behind and below the wheel center b, and the upper control arm 20 is located in front of and above the wheel center b. On the one hand, the longitudinal and lateral forces borne by the wheel 200 can be more rationally distributed. On the other hand, when the wheel 200 bounces, the upper control arm 20 and the lower rear control arm 10 work together to better suppress the bounce of the wheel 200, optimize the movement trajectory of the wheel 200, and improve the handling stability of the vehicle 1000.

[0095] like Figure 5 As shown, according to some embodiments of this application, the line connecting the elastic center of the fifth connecting bushing 22 and the elastic center of the sixth connecting bushing 23 in the Y direction has a second included angle β, and the second included angle β is less than or equal to 5°.

[0096] Specifically, in the top view of the rear suspension assembly 100, the line connecting the elastic centers of the fifth connecting bushing 22 and the sixth connecting bushing 23 forms a second angle β with the Y direction, so that the extension direction of the upper control arm 20 forms a second angle β with the Y direction.

[0097] In this way, on the one hand, the roll moment of the rear suspension assembly 100 can be reduced, and the roll center height of the rear suspension assembly 100 can be made more reasonable, thereby improving the lateral stiffness of the suspension assembly. On the other hand, the height of the upper longitudinal beam 310 of the vehicle body 300 can be reduced to optimize the space of the vehicle body 300, allowing for a larger passenger compartment. According to some embodiments of this application, the elastic center of the fifth connecting bushing 22 and the elastic center of the sixth connecting bushing 23 have a height difference in the Z direction, and the height difference is less than or equal to 10mm.

[0098] Specifically, the elastic center of the fifth connecting bushing 22 and the elastic center of the sixth connecting bushing 23 have a height difference, which means that the elastic center of the fifth connecting bushing 22 is higher than the elastic center of the sixth connecting bushing 23, or the elastic center of the sixth connecting bushing 23 is higher than the elastic center of the fifth connecting bushing 22.

[0099] In this way, by making the elastic center of the fifth connecting bushing 22 and the elastic center of the sixth connecting bushing 23 have a height difference, the rear suspension assembly 100 can have a suitable roll center height, thereby improving the steering characteristics of the vehicle 1000 and enhancing the handling stability of the vehicle 1000.

[0100] Combination Figure 2 , Figure 3 as well as Figure 8 , Figure 9 As shown, according to some embodiments of this application, the upper control arm body 21 is an arc shape that bends downward along the Z direction, and the upper control arm body 21 is tilted forward or backward relative to the wheel 200 along the X direction.

[0101] Specifically, the upper control arm 20 can be tilted forward or backward relative to the wheel 200 in the Z direction according to the arrangement requirements of the rear suspension assembly 100, and the upper control arm body 21 can be constructed as a downward curved arc, thereby reducing the height of the longitudinal beam 310, thereby optimizing the space of the vehicle body 300 and making the passenger compartment space larger.

[0102] like Figure 10 and Figure 11 As shown, according to some embodiments of this application, the rear suspension assembly 100 further includes: a front lower control arm 30, the front lower control arm 30 including: a front lower control arm body 31 and a seventh connecting bushing 32 and an eighth connecting bushing 33 located at both ends of the front lower control arm body 31, the seventh connecting bushing 32 being connected to the steering knuckle 400, the eighth connecting bushing 33 being connected to the vehicle body 300, and the seventh connecting bushing 32 being lower than the eighth connecting bushing 33 in the Z direction (see...). Figure 4 ).

[0103] Specifically, the height of the end of the front lower control arm 30 connected to the steering knuckle 400 can be lower than the height of the end of the front lower control arm 30 connected to the body 300. This can reduce the space occupied by the rear suspension assembly 100 in the X and Y directions and increase the space dimension under the rear suspension assembly 100, so as to facilitate the arrangement of the motor module and electronic control module of the new energy vehicle 1000.

[0104] According to some embodiments of this application, the rear suspension assembly 100 further includes a shock absorber 40, one Z-direction end of the shock absorber 40 being connected to the vehicle body 300 and the other Z-direction end being connected to the steering knuckle 400, and the axial direction of the shock absorber 40 forming a third included angle γ with the longitudinal section of the vehicle, the third included angle γ being in the range of -23° to 23°.

[0105] Specifically, the shock absorber 40 is arranged at an angle. From the side view of the rear suspension assembly 100, the shock absorber 40 can be tilted forward relative to the longitudinal section, but the tilt angle is between 0° and 23°. The shock absorber 40 can also be tilted backward relative to the longitudinal section, but the tilt angle is between 0° and -23°.

[0106] In this way, on the one hand, the height of the tower can be reduced to meet the requirements of the low-posture scenario of the longitudinal beam 310. On the other hand, the tilt angle of the vibration damper 40 is made more reasonable, avoiding an excessively large tilt angle to prevent the oil level inside the vibration damper 40 from being too low. This not only keeps the efficiency of the vibration damper 40 stable, but also reduces the risk of failure caused by the vaporization of the oil inside the vibration damper 40, thereby improving the working stability and reliability of the vibration damper 40.

[0107] It should be noted that the rear suspension assembly 100 of this application can be superimposed with the EDU assembly in other applications to form a driveable rear suspension system.

[0108] like Figure 1 As shown, this application provides a vehicle 1000, including: a body 300 and a rear suspension assembly 100, the rear suspension assembly 100 being connected to the body 300.

[0109] According to the embodiments of this application, the vehicle 1000 adopts the above-described rear suspension assembly 100, which can improve the handling stability and reliability of the vehicle 1000, and at the same time improve the ride comfort of the vehicle 1000.

[0110] See Figure 1 As shown, according to some embodiments of this application, the rear suspension assembly 100 includes: a rear lower control arm 10, a front lower control arm 30, and an upper control arm 20; the vehicle body 300 includes a longitudinal beam 310, and the rear lower control arm 10, the front lower control arm 30, and the upper control arm 20 are all connected to the longitudinal beam 310; or the vehicle body 300 includes: a subframe, and the rear lower control arm 10, the front lower control arm 30, and the upper control arm 20 are all connected to the subframe.

[0111] It should be noted that the rear suspension assembly 100 of this application embodiment, consisting of the rear lower control arm 10, the front lower control arm 30, and the upper control arm 20, forms a three-link suspension structure. This structure has fewer parts and a more compact arrangement, which can reduce unsprung mass, improve comfort, and reduce costs.

[0112] In other words, the rear suspension assembly 100 of this application embodiment can not only achieve a compact layout, but also control the overall cost and meet the dynamic requirements of the vehicle 1000.

[0113] Meanwhile, in this embodiment of the vehicle 1000, the rear suspension assembly 100 can be connected to either the subframe or the body 300. When not connected to the subframe, there is ample space in the middle area between the two longitudinal beams 310 beneath the floor of the body 300, facilitating the compact arrangement of related components of the vehicle 1000 and making efficient use of space. This also allows for a larger passenger compartment. The rear suspension assembly 100 and other components and operations of the vehicle 1000 according to this embodiment are known to those skilled in the art and will not be described further here.

[0114] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., 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, the 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.

[0115] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A rear suspension assembly, characterized in that, include: The rear lower control arm (10) is located at the wheel center (b) of the wheel (200) below the vehicle in the Z direction and behind the vehicle in the X direction. The rear lower control arm (10) includes: a rear lower control arm body (11) and a first connecting end and a second connecting end located at both ends of the rear lower control arm body (11). The first connecting end is connected to the steering knuckle (400), and the second connecting end is connected to the vehicle body (300). The first connection end includes a first connecting bushing (12) and a second connecting bushing (13) located on both sides of the rear lower control arm body (11) in the Y direction of the whole vehicle. The first connecting bushing (12) is higher than the second connecting bushing (13) in the Z direction, and in the X direction, the first connecting bushing (12) is disposed adjacent to the wheel center (b) relative to the second connecting bushing (13).

2. The rear suspension assembly according to claim 1, characterized in that, The height difference between the elastic center of the first connecting bushing (12) and the elastic center of the second connecting bushing (13) in the Z direction is greater than or equal to 30 mm.

3. The rear suspension assembly according to claim 1 or 2, characterized in that, The second connection end includes a third connecting bushing (14) and a fourth connecting bushing (15) located on both sides of the rear lower control arm body (11) in the Y direction. The axes of the third connecting bushing (14) and the fourth connecting bushing (15) coincide or are parallel, and the axes of the third connecting bushing (14) and the fourth connecting bushing (15) both have a first angle (α) with the Y direction.

4. The rear suspension assembly according to claim 3, characterized in that, The distance between the elastic center of the third connecting bushing (14) and the elastic center of the fourth connecting bushing (15) is greater than or equal to 150 mm.

5. The rear suspension assembly according to claim 1, characterized in that, The rear suspension assembly further includes an upper control arm (20), which includes an upper control arm body (21) and a fifth connecting bushing (22) and a sixth connecting bushing (23) located at both ends of the upper control arm body (21). The fifth connecting bushing (22) is connected to the steering knuckle (400), and the sixth connecting bushing (23) is connected to the vehicle body (300). The upper control arm (20) is located in front of the wheel center (b) in the X direction.

6. The rear suspension assembly according to claim 5, characterized in that, The line connecting the Y direction to the elastic center of the fifth connecting bushing (22) and the elastic center of the sixth connecting bushing (23) has a second included angle (β), and the second included angle (β) is less than or equal to 5°.

7. The rear suspension assembly according to claim 5, characterized in that, The fifth connecting bushing (22) and the sixth connecting bushing (23) have a height difference in the Z direction, and the height difference is less than or equal to 10 mm.

8. The rear suspension assembly according to any one of claims 5-7, characterized in that, The upper control arm body (21) is in the shape of an arc that bends downward along the Z direction, and the upper control arm body (21) is tilted forward or backward relative to the wheel (200) along the X direction.

9. The rear suspension assembly according to claim 1, characterized in that, The rear suspension assembly further includes a front lower control arm (30), which includes a front lower control arm body (31) and a seventh connecting bushing (32) and an eighth connecting bushing (33) located at both ends of the front lower control arm body (31). The seventh connecting bushing (32) is connected to the steering knuckle (400), and the eighth connecting bushing (33) is connected to the vehicle body (300). The seventh connecting bushing (32) is lower than the eighth connecting bushing (33) in the Z direction.

10. The rear suspension assembly according to claim 1, characterized in that, The rear suspension assembly further includes a shock absorber (40), one Z-axis end of which is connected to the vehicle body (300), and the other Z-axis end is connected to the steering knuckle (400). The axial direction of the shock absorber (40) forms a third angle (γ) with the longitudinal section of the vehicle, and the third angle (γ) is in the range of -23° to 23°.

11. A vehicle, characterized in that, include: Body (300); The rear suspension assembly according to any one of claims 1-10, wherein the rear suspension assembly is connected to the vehicle body (300).

12. The vehicle according to claim 11, characterized in that, The rear suspension assembly includes a rear lower control arm (10), a front lower control arm (30), and an upper control arm (20). The vehicle body (300) includes a longitudinal beam (310). The rear lower control arm (10), the front lower control arm (30), and the upper control arm (20) are all connected to the longitudinal beam (310). Alternatively, the vehicle body (300) includes a subframe. The rear lower control arm (10), the front lower control arm (30), and the upper control arm (20) are all connected to the subframe.

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