Control arm, rear suspension structure and vehicle

Abstract

This application relates to the field of chassis technology, and provides a control arm, a rear suspension structure, and a vehicle. The control arm is bent and has a connecting ball pin for connecting to the stabilizer bar connecting rod. The center of the connecting ball pin is located on the line connecting the mounting points at both ends of the control arm. By bending the control arm and locating the center of the connecting ball pin on the line connecting the mounting points at both ends of the control arm, the function of the control arm is expanded, enabling the fixation of the stabilizer bar connecting rod. Simultaneously, when the control arm is subjected to the force transmitted by the stabilizer bar connecting rod, no torque is generated around the line connecting the mounting points at both ends of the control arm, thus preventing the stabilizer bar connecting rod from tipping over and extending its service life. Furthermore, the ball pins or bushings at both ends of the control arm are not subjected to the tipping moment of the stabilizer bar connecting rod, further extending their service life.

Description

Technical Field

[0001] This application relates to the field of chassis technology, and more particularly to a control arm, a rear suspension structure, and a vehicle. Background Technology

[0002] The control arm is one of the main components of a car chassis suspension, and it constantly bears the forces and torques transmitted from the wheels during driving. The control arm is mainly used to connect the subframe and the steering knuckle, ensuring that the wheels move along the designed trajectory.

[0003] In addition, to ensure a balance between the comfort and handling performance of the suspension, a stabilizer bar structure is usually designed into the suspension. The common method is to connect the stabilizer bar to the shock absorber, steering knuckle, etc. with a connecting rod. However, for multi-link suspensions, space is compact and the arrangement of connecting rods is limited. Therefore, expanding the function of the control arm to fix the stabilizer bar connecting rod is a problem that needs to be considered. Utility Model Content

[0004] To solve the above-mentioned technical problems, or at least partially solve them, this application provides a control arm, a rear suspension structure, and a vehicle, so as to ensure the function of the control arm by connecting the stabilizer bar connecting rod to the control arm through a connecting ball pin, and the control arm does not generate torque in the direction of the line connecting the two ends of the control arm when subjected to the force of the stabilizer bar connecting rod.

[0005] The first aspect of this application provides a control arm, which is bent and has a connecting ball pin for connecting a stabilizing bar connecting rod, wherein the center of the connecting ball pin is located on the line connecting the mounting points at both ends of the control arm.

[0006] The control arm provided in this embodiment is bent, and by placing the center point of the connecting ball pin on the line connecting the mounting points at both ends of the control arm, the function of the control arm is expanded, achieving the fixation of the stabilizer bar connecting rod and simplifying operation. Simultaneously, when the control arm is subjected to the force transmitted by the stabilizer bar connecting rod, no torque is generated around the line connecting the mounting points at both ends of the control arm, thus preventing the stabilizer bar connecting rod from tipping over and extending its service life. Furthermore, the ball pins or bushings at both ends of the control arm are not subjected to the tipping moment of the stabilizer bar connecting rod, further extending their service life.

[0007] In some embodiments, both ends of the control arm are provided with mounting holes for mounting connectors, wherein the connectors are bushings or ball pins; The center point of the connecting ball pin and the axis of the mounting hole are located on the same horizontal plane, and this horizontal plane is the mid-plane of the control arm in the vertical direction.

[0008] Since the center point of the connecting ball pin and the axis of the mounting hole are located on the same horizontal plane, and this horizontal plane is the middle plane of the control arm in the vertical direction, the control arm remains relatively straight in the height direction of the vehicle, that is, in the vertical direction. This allows the control arm to provide higher rigidity, which in turn helps to improve the overall vehicle's operational stability.

[0009] In some embodiments, the geometric center point of the mounting hole is the mounting point.

[0010] This makes it easier to define the position of the connecting ball pin, avoiding the stabilizer bar connecting rod from generating torque on the control arm in the direction of the line connecting its ends through the connecting ball pin.

[0011] In some embodiments, the control arm is bent to avoid the vehicle's shock absorber, and the gap between the shock absorber and the control arm is greater than or equal to 10 mm.

[0012] The control arm itself bends to avoid the shock absorber, and the connecting ball joint is positioned so that its center point is on the line connecting the mounting points at both ends of the front control arm, thus preventing torque around this line. Furthermore, to avoid interference between the control arm and the shock absorber, the gap between them is set to be greater than or equal to 10mm, ensuring effective avoidance of the shock absorber by the control arm during vehicle movement.

[0013] In some embodiments, both ends of the control arm are provided with mounting holes and connectors installed in the mounting holes. The connectors are bushings or ball pins, and the axial end face of the inner tube of the bushing or ball pin is provided with a hobbing tooth.

[0014] Understandably, the setting of the hobbing gear allows the hobbing gear to embed into the mating structure when the control arm is connected, thereby increasing the coefficient of friction between the control arm and the mating structure, making it less likely for the control arm and the mating structure to misalign.

[0015] In some embodiments, in the radial direction of the inner tube, the ends of the hobbing teeth have a predetermined gap with the inner and outer circumferential surfaces of the inner tube, respectively.

[0016] Understandably, the aforementioned hobbing teeth are not through teeth in the radial direction of the inner tube. That is to say, in the radial direction of the inner tube, the length of the hobbing teeth is less than the thickness of the inner tube. Thus, when the control arm is fitted with the mating structure, the space on the outer sides of both ends of the hobbing teeth is sealed, which makes the control arm and the mating structure fit tightly. This avoids the problem of moisture easily entering and causing rust due to the loose fit between the control arm and the mating structure caused by the hobbing teeth.

[0017] The second aspect of this application provides a rear suspension structure, including a subframe, a steering knuckle, and a control arm provided in the first aspect above, wherein one end of the control arm is connected to the steering knuckle and the other end is connected to the subframe.

[0018] The rear suspension structure provided in this application, because it includes the control arm described in any of the above claims, has the beneficial effects of the control arm described in any of the above claims.

[0019] In some embodiments, a shock absorber is also included, the shock absorber being connected to the steering knuckle, and the control arm bends rearward in the longitudinal direction of the vehicle to avoid the shock absorber.

[0020] By setting the control arm to bend backward to avoid the shock absorber, and by setting the connecting ball pin so that the center point of the connecting ball pin is located on the line connecting the mounting points at both ends of the control arm, no torque will be generated around the line connecting the mounting points at both ends of the control arm.

[0021] In some embodiments, a lower rear control arm and a spring are also included, the lower rear control arm being connected to the steering knuckle and the subframe, and the spring being disposed on the lower rear control arm and located at the rear of the control arm.

[0022] The spring is used to connect the lower rear control arm and the vehicle body, and the spring and the shock absorber are located on the front and rear sides of the control arm. In this way, the shock absorber and the spring are misaligned in the front and rear directions of the vehicle, so that the mounting point of the spring on the lower rear control arm is as close to the wheel as possible. This allows the spring's leverage ratio to reach 0.65, which is higher than the 0.5 in current related technologies.

[0023] A third aspect of this application provides a vehicle including the rear suspension structure provided in the second aspect.

[0024] The vehicle provided in this application has the beneficial effects of the aforementioned rear suspension structure because it includes any of the aforementioned rear suspension structures. Attached Figure Description

[0025] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0026] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the control arm provided in an embodiment of this application; Figure 2 This is a top view of the control arm on the vehicle provided in an embodiment of this application; Figure 3 This is a front view schematic diagram of the control arm on a vehicle provided in an embodiment of this application; Figure 4 A top view of the connector of the control arm provided in an embodiment of this application; Figure 5 This is a schematic diagram of the rear overhang structure provided in an embodiment of this application; Figure 6 for Figure 5 A partial structural diagram of the rear overhang structure.

[0028] Among them, 1 is the control arm; 1a is the ball pin mounting hole; 11 is the connecting ball pin; 12 is the connector; 121 is the inner tube; and 121a is the gear hobbing. 2. Subframe; 3. Steering knuckle; 4. Vibration dampers; 5. Lower rear control arm; 6. Spring; 7. Lower front control arm; 8. Upper rear control arm; 9. Stabilizer bar connecting rod. Detailed Implementation

[0029] To better understand the above-mentioned objectives, features, and advantages of this application, the solution of this application will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0030] Many specific details are set forth in the following description in order to provide a full understanding of this application, but this application may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some embodiments of this application, and not all embodiments.

[0031] The control arm is one of the main components of a car chassis suspension, and it constantly bears the forces and torques transmitted from the wheels during driving. The control arm is mainly used to connect the subframe and the steering knuckle, ensuring that the wheels move along the designed trajectory, but it has virtually no other functions.

[0032] To ensure a balance between comfort and handling performance in the suspension, a stabilizer bar structure is typically designed into the suspension. A common approach is to connect the stabilizer bar to the steering knuckle and shock absorber using a connecting rod. However, for multi-link suspensions, space is limited, and the placement of the connecting rod is restricted. A possible direction for improvement is to rationally arrange the stabilizer bar, expand the function of the control arm, and not affect the function of the control arm. In other words, the function of connecting the stabilizer bar connecting rod can be integrated into the control arm, while the stabilizer bar connecting rod does not affect the function of the control arm connecting the steering knuckle and the subframe.

[0033] Based on this, embodiments of this application provide a control arm, a rear suspension structure, and a vehicle, so as to extend and ensure the function of the control arm by connecting the stabilizer bar connecting rod to the control arm through a connecting ball pin, and the control arm will not generate torque in the direction of the line connecting the two ends of the control arm when it is subjected to the force of the stabilizer bar connecting rod.

[0034] Reference Figures 1 to 4 As shown, some embodiments of this application provide a control arm 1, which is bent and has a connecting ball pin 11 for connecting the stabilizing rod connecting rod 9. The center point of the connecting ball pin 11 is located on the line connecting the mounting points at both ends of the control arm 1.

[0035] It should be noted that the vehicle's forward and backward directions are as follows: Figure 2 The X direction shown represents the vehicle's height direction, as indicated by... Figure 3 The Z direction in the equation.

[0036] The control arm 1 provided in this embodiment is bent, and by setting the center point of the connecting ball pin 11 on the line connecting the mounting points at both ends of the control arm 1, the function of the control arm 1 is expanded, achieving the fixation of the stabilizer bar connecting rod and simplifying operation. Simultaneously, when the control arm 1 is subjected to the force transmitted by the stabilizer bar connecting rod 9, no torque is generated around the line connecting the mounting points at both ends of the control arm 1, thus preventing the stabilizer bar connecting rod 9 from tipping over and improving its service life. Furthermore, the ball pins or bushings at both ends of the control arm 1 are not subjected to the tipping moment of the stabilizer bar connecting rod 9, further improving their service life.

[0037] It should be noted that, viewed from the vehicle's height, the center point of the connecting ball pin 11 is located on the line connecting the mounting points at both ends of the control arm 1, as shown below. Figure 2 The diagram shows a top view of the control arm 1. Viewed in the longitudinal direction of the vehicle, the center point of the connecting ball joint 11 is located on the line connecting the mounting points at both ends of the control arm 1, as shown. Figure 3 The front view of control arm 1 shown.

[0038] In some embodiments, refer to Figures 1 to 3Both ends of the control arm 1 are provided with mounting holes for mounting connectors 12, which are bushings or ball pins. The center point of the ball pin 11 and the axis of the mounting hole are located on the same horizontal plane, and this plane is the middle plane of the control arm 1 in the vertical direction.

[0039] Understandably, the intermediate plane can be interpreted as the plane of symmetry of control arm 1 in the vertical direction. Since the central axis of the ball pin mounting hole 1a and the axis of the mounting hole are located on this plane of symmetry, control arm 1 remains generally straight in the height direction of the vehicle, that is, in the vertical direction. This allows control arm 1 to provide higher rigidity, thereby improving the overall vehicle's operational stability. Of course, the aforementioned intermediate plane can also be understood as not being the plane of symmetry of control arm 1. In this case, control arm 1 has an asymmetrical structure, but the upper and lower parts of control arm 1 divided by the dividing plane are roughly equivalent.

[0040] Alternatively, it can be said that control arm 1 is bent in the longitudinal direction of the vehicle, while its projection on the vertical plane in the lateral direction of the vehicle is straight. In other words, the projection of control arm 1 on the vertical plane is a linear structure (e.g., Figure 3 As shown, the control arm 1 has no bending or minimal bending in the vertical direction, thus providing higher rigidity. Preferably, the control arm 1 has no bending in the vertical direction, and it can be a symmetrical or asymmetrical structure.

[0041] The geometric center of the aforementioned mounting hole is the mounting point of the control arm 1. This facilitates defining the position of the connecting ball pin 11 and prevents the stabilizer bar connecting rod 9 from generating torque on the control arm 1 in the direction of its end connection line through the connecting ball pin 11. The control arm 1 is provided with a ball pin mounting hole 1a for mounting the connecting ball pin 11, and the connecting ball pin 11 is fixed to the control arm 1 through the ball pin mounting hole 1a.

[0042] In some embodiments, refer to Figure 1 and Figure 2 The aforementioned control arm 1 is bent to avoid the vehicle's shock absorber 4, and the gap between the shock absorber 4 and the control arm 1 is greater than or equal to 10mm.

[0043] Understandably, the control arm 1 bends to avoid the shock absorber 4, and the connecting ball pin 11 is positioned such that its center point is on the line connecting the mounting points at both ends of the control arm 1, thus preventing torque from being generated around this line. Furthermore, to avoid interference between the control arm 1 and the shock absorber 4, the gap between the shock absorber 4 and the control arm 1 is set to be greater than or equal to 10mm, ensuring that the control arm 1 effectively avoids the shock absorber 4 during vehicle operation.

[0044] The control arm 1 is bent backward in the longitudinal direction of the vehicle. This is to avoid the shock absorber 4, meaning that the portion of the shock absorber 1 corresponding to the control arm 1 is located in front of the control arm 1 in the longitudinal direction of the vehicle.

[0045] In some embodiments, refer to Figure 3 and Figure 4 Both ends of the control arm 1 are provided with mounting holes and connectors 12 installed in the mounting holes. The connectors 12 are bushings or ball pins, and the axial end face of the inner tube 121 of the bushing or ball pin is provided with a hobbing gear 121a.

[0046] Understandably, the hobbing gear 121a is designed so that when the control arm 1 is connected to the mating structure, the hobbing gear 121a can be embedded in the mating structure, thereby increasing the coefficient of friction between the control arm 1 and the mating structure, making it less likely for the control arm 1 and the mating structure to misalign. The mating structure is either the steering knuckle 3 or the rear subframe 2.

[0047] Furthermore, in the radial direction of the inner tube 121, the ends of the hobbing teeth 121a have a preset gap with the inner circumferential surface and the outer circumferential surface of the inner tube 121, respectively.

[0048] Understandably, the aforementioned hobbing teeth 121a are not through teeth in the radial direction of the inner tube 121. That is to say, in the radial direction of the inner tube 121, the length of the hobbing teeth 121a is less than the thickness of the inner tube 121. Thus, when the control arm 1 is fitted with the mating structure, the space outside the two ends of the length of the hobbing teeth 121a is sealed, which makes the control arm 1 and the mating structure fit tightly. This avoids the problem of moisture easily entering and causing rust due to the loose fit between the control arm 1 and the mating structure caused by the hobbing teeth 121a.

[0049] It should be noted that multiple hobbing teeth 121a are provided, and the multiple hobbing teeth 121a are arranged at intervals along the circumference of the inner tube 121. Preferably, the multiple hobbing teeth 121a are arranged at equal intervals along the circumference of the inner tube 121 to ensure the uniformity of the slip friction coefficient between the axial end face of the entire inner tube 121 and the mating structure.

[0050] Furthermore, the height of the aforementioned hobbing gear 121a can be selected from 0.3mm to 1mm. When the height of the hobbing gear 121a is too small, the effect is limited and it cannot effectively prevent misalignment. When the height of the hobbing gear 121a is too large, it will affect the fit between the control arm 1 and the mating structure, and it is easy for the fit to be loose.

[0051] Reference Figure 5 and Figure 6Some embodiments of this application provide a rear suspension structure, including a subframe 2, a steering knuckle 3, and a control arm 1 as described in the above embodiments. One end of the control arm 1 is connected to the steering knuckle 3, and the other end is connected to the subframe 2. The control arm 1 may be an upper front control arm.

[0052] In some embodiments, the aforementioned rear suspension structure further includes a shock absorber 4, which is connected to the steering knuckle 3. The control arm 1 is bent backward in the longitudinal direction of the vehicle to avoid the shock absorber 4. By setting the control arm 1 to bend backward, it avoids the shock absorber 4. At the same time, the ball joint 11 is configured such that the center point of the ball joint 11 is located on the line connecting the mounting points at both ends of the control arm 1, thus preventing the generation of torque around the line connecting the mounting points at both ends of the control arm 1.

[0053] Furthermore, the shock absorber 4 is mounted on the steering knuckle 3, making the mounting point of the shock absorber 4 as close as possible to the wheel hub in the left-right direction of the rear suspension structure of the vehicle. As a result, the travel change value of the shock absorber 4 is close when the wheel bounces up and down, so the shock absorber 4 can change with the wheel. This allows the lever ratio of the shock absorber 4 to be greater than 0.9, making the handling of the rear suspension structure more sensitive.

[0054] Furthermore, the aforementioned rear suspension structure also includes a lower rear control arm 5 and a spring 6. The lower rear control arm 5 is connected to the steering knuckle 3 and the subframe 2, and the spring 6 is arranged on the lower rear control arm 5 and located on the rear side of the control arm 1.

[0055] Understandably, spring 6 is used to connect the lower rear control arm 5 and the vehicle body, and spring 6 and shock absorber 4 are located on the front and rear sides of control arm 1. Thus, shock absorber 4 and spring 6 are misaligned in the front and rear directions of the vehicle, so that the mounting point of spring 6 on the lower rear control arm 5 is as close to the wheel as possible. This allows the leverage ratio of spring 6 to reach 0.65, which is higher than 0.5 in the current related technology.

[0056] Furthermore, the aforementioned rear suspension structure also includes a lower front control arm 7 and an upper rear control arm 8, with the aforementioned control arm 1 being the upper front control arm. In the vehicle's longitudinal direction, the upper front control arm and upper rear control arm 8 are positioned one after the other, and the lower front control arm 7 and lower rear control arm 5 are positioned one after the other. In the vertical direction, the upper front control arm is located above the lower front control arm 7, and the upper rear control arm 8 is located above the lower rear control arm 5. The upper front control arm, upper rear control arm 8, lower front control arm 7, and lower rear control arm 5 are all used to connect the steering knuckle 3 and the subframe 2.

[0057] The upper rear control arm 8 is bent backward in the longitudinal direction of the vehicle to avoid the aforementioned spring 6. The vehicle's front and rear... Figure 5 The X direction shown represents the left and right directions of the vehicle, as indicated by the diagram. Figure 5 As shown, the Y-direction represents the vehicle's height direction. Figure 5 The Z direction is shown in the diagram.

[0058] It should be noted that there are two steering knuckles 3, located on opposite sides of the subframe 2 in the left-right direction. Each steering knuckle 3 is connected to the subframe 2 via an upper front control arm, an upper rear control arm 8, a lower front control arm 7, and a lower rear control arm 5. Each steering knuckle 3 is equipped with a shock absorber 4, and each lower rear control arm 5 is equipped with a spring 6.

[0059] Other embodiments of this application provide a vehicle including a rear suspension structure as described in any of the above embodiments.

[0060] The vehicle provided in this application embodiment has the beneficial effects of the rear suspension structure of any of the above embodiments because it includes the rear suspension structure of any of the above embodiments, which will not be repeated here.

[0061] For example, refer to Figures 1 to 6 The present invention provides a rear suspension structure for a vehicle, which includes a subframe 2, a steering knuckle 3 and the aforementioned control arm 1. One end of the control arm 1 is connected to the steering knuckle 3, and the other end is connected to the subframe 2.

[0062] The aforementioned rear suspension structure also includes a shock absorber 4, which is connected to a steering knuckle 3. The control arm 1 is bent backward in the longitudinal direction of the vehicle to avoid the shock absorber 4.

[0063] The aforementioned rear suspension structure also includes a lower rear control arm 5 and a spring 6. The lower rear control arm 5 is connected to the steering knuckle 3 and the subframe 2, and the spring 6 is arranged on the lower rear control arm 5 and located on the rear side of the control arm 1.

[0064] The aforementioned rear suspension structure also includes a lower front control arm 7 and an upper rear control arm 8, with the aforementioned control arm 1 being the upper front control arm. The upper front control arm and the upper rear control arm 8 are arranged one after the other, and the lower front control arm 7 and the lower rear control arm 5 are arranged one after the other. The upper front control arm is located above the lower front control arm 7, and the upper rear control arm 8 is located above the lower rear control arm 5. The upper front control arm, the upper rear control arm 8, the lower front control arm 7, and the lower rear control arm 5 are all used to connect the steering knuckle 3 and the subframe 2.

[0065] The upper rear control arm 8 is bent backward in the longitudinal direction of the vehicle to avoid the aforementioned spring 6.

[0066] The aforementioned control arm 1 is bent and has a connecting ball pin 11 for connecting the stabilizer bar connecting rod 9. The center point of the connecting ball pin 11 is located on the line connecting the mounting points at both ends of the upper front control arm. Both ends of the control arm 1 have mounting holes for mounting connectors 12, which are either bushings or ball pins. In the vertical direction, the center point of the connecting ball pin 11 and the axis of the mounting hole are on the same horizontal plane, which is the mid-plane of the control arm 1 in the vertical direction. The geometric center point of the mounting hole is the mounting point of the control arm 1.

[0067] In terms of the vehicle's height, the center point of the connecting ball pin 11 is located on the line connecting the mounting points at both ends of the control arm 1, as shown below. Figure 2 The diagram shows a top view of the control arm 1. Viewed in the longitudinal direction of the vehicle, the center point of the connecting ball joint 11 is located on the line connecting the mounting points at both ends of the control arm 1, as shown. Figure 3 The front view of control arm 1 shown.

[0068] Among them, the inner tube 121 of the bushing or ball pin is provided with a hobbing tooth 121a on the axial end face. In the radial direction of the inner tube 121, the ends of the hobbing tooth 121a have a preset gap with the inner circumferential surface and the outer circumferential surface of the inner tube 121, respectively.

[0069] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0070] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control arm, characterized in that, The control arm (1) is bent and is provided with a connecting ball pin (11) for connecting the stabilizing rod (9). The center of the ball pin (11) is located on the line connecting the mounting points at both ends of the control arm (1).

2. The control arm according to claim 1, characterized in that, Both ends of the control arm (1) are provided with mounting holes for mounting connectors (12), and the connectors (12) are bushings or ball pins; The center point of the connecting ball pin (11) and the axis of the mounting hole are located on the same horizontal plane, and the horizontal plane is the middle plane of the control arm in the vertical direction.

3. The control arm according to claim 2, characterized in that, The geometric center point of the mounting hole is the mounting point.

4. The control arm according to claim 1, characterized in that, The control arm (1) is bent to avoid the vehicle's shock absorber (4), and the gap between the shock absorber (4) and the control arm (1) is greater than or equal to 10 mm.

5. The control arm according to claim 1, characterized in that, Both ends of the control arm (1) are provided with mounting holes and connectors (12) installed in the mounting holes. The connectors (12) are bushings or ball pins. The axial end face of the inner tube (121) of the bushing or ball pin is provided with a hobbing tooth (121a).

6. The control arm according to claim 5, characterized in that, In the radial direction of the inner tube (121), the ends of the hobbing teeth (121a) have a preset gap with the inner and outer circumferential surfaces of the inner tube (121), respectively.

7. A rear overhang structure, characterized in that, It includes a subframe (2), a steering knuckle (3) and a control arm (1) as described in any one of claims 1-6, wherein one end of the control arm (1) is connected to the steering knuckle (3) and the other end is connected to the subframe (2).

8. The rear overhang structure according to claim 7, characterized in that, It also includes a shock absorber (4) connected to the steering knuckle (3), and the control arm (1) bends backward in the longitudinal direction of the vehicle to avoid the shock absorber (4).

9. The rear overhang structure according to claim 8, characterized in that, It also includes a lower rear control arm (5) and a spring (6), the lower rear control arm (5) being connected to the steering knuckle (3) and the subframe (2), and the spring (6) being arranged on the lower rear control arm (5) and located on the rear side of the control arm (1).

10. A vehicle, characterized in that, Includes the rear overhang structure as described in any one of claims 7-9.

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