Rear suspension structure and vehicle

Abstract

This application relates to the field of vehicle chassis technology, and provides a rear suspension structure and a vehicle. The rear suspension structure includes a rear subframe; rear steering knuckles, with rear steering knuckles located on both the left and right sides of the rear subframe; and a rear steering gear mounted on the rear subframe. The rear steering gear connects to the two rear steering knuckles via two steering tie rods to pull the rear steering knuckles for steering. The axis of the steering tie rods forms a first preset angle with the left-right direction of the vehicle, and a second preset angle with the horizontal plane. The rear steering gear drives the rear steering knuckles to steer via the steering tie rods, thereby reducing the turning radius. Furthermore, the angle settings of the steering tie rods with the left-right direction of the vehicle and the horizontal plane ensure that the displacement pushed by the steering tie rods to the rear wheels is more fully applied to rear wheel steering, which is beneficial for increasing the rear wheel steering angle and achieving large-angle rear wheel steering function.

Description

Technical Field

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

[0002] Currently, the steering mechanism of a vehicle is generally located on the front axle. The steering wheel is turned to drive the steering mechanism, which makes the front wheels of the vehicle turn left or right, thereby causing the vehicle body to turn as a whole. In other words, when the vehicle turns, the front wheels are the driving wheels and the rear wheels are the driven wheels. However, the overall turning radius of the vehicle is relatively large, and the turning is not flexible enough. Utility Model Content

[0003] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this application provides a rear suspension structure and vehicle, which reduces the turning radius and improves the turning flexibility of the vehicle by installing a rear steering gear on the rear subframe and driving the rear steering knuckle to turn through the steering tie rod.

[0004] The first aspect of this application provides a rear overhang structure, including: Rear subframe; The rear steering knuckle is provided on both the left and right sides of the rear subframe; The rear steering gear is mounted on the rear subframe. The rear steering gear is connected to the two rear steering knuckles by two steering tie rods to pull the rear steering knuckles to steer. The axis of the steering tie rod forms a first preset angle with the left and right direction of the vehicle, and the axis of the steering tie rod forms a second preset angle with the horizontal plane.

[0005] The rear suspension structure provided in this application embodiment, by installing a rear steering gear on the rear subframe, allows the rear steering gear to drive the rear steering knuckle through a steering tie rod, achieving active steering of the rear wheels. This reduces the turning radius and improves the vehicle's turning agility by involving the rear wheels. Furthermore, because the axis of the steering tie rod is set at an angle relative to the vehicle's left-right direction and to the horizontal plane, this ensures that the displacement of the steering tie rod pushing the rear steering knuckle is fully utilized to change the Y-direction displacement of the rear wheels. This ensures that the displacement of the steering tie rod pushing the rear wheels is more fully applied to rear wheel steering, which is beneficial for improving the rear wheel steering angle.

[0006] In some embodiments, the first preset angle is less than or equal to 10°, and the second preset angle is less than or equal to 5°.

[0007] Because the angle between the axis of the steering tie rod and the left-right direction of the vehicle is less than or equal to 10°, and the angle between the axis of the steering tie rod and the horizontal plane is less than or equal to 5°, the displacement of the rear wheel pushed by the steering tie rod is more fully applied to the rear wheel steering, which is conducive to improving the steering angle of the rear wheel and realizing a large angle (around 10°, but greater than 6°) rear wheel steering function.

[0008] In some embodiments, the rear suspension structure further includes two sets of control arm assemblies, the control arm assemblies including an upper control arm assembly and a lower control arm assembly located vertically below the upper control arm assembly; The upper control arm assembly includes an upper front control arm and an upper rear control arm, which are arranged front to rear and are both connected to the steering knuckle and the rear subframe. The lower control arm assembly includes a lower front control arm and a lower rear control arm, which are arranged front to rear and are both connected to the steering knuckle and the rear subframe.

[0009] Each control arm assembly consists of an upper front control arm, an upper rear control arm, a lower front control arm, and a lower rear control arm, all used to connect the rear subframe and the rear steering knuckle. In this way, the vibration of the vehicle's rear wheels is transmitted to the rear subframe through the four control arms, which helps to improve the vehicle's handling performance.

[0010] In some embodiments, it also includes: Vehicle height sensor, the vehicle height sensor is provided between each of the upper rear control arms and the rear subframe; Each of the lower rear control arms is provided with a spring, and the spring is configured as an air spring.

[0011] By setting up vehicle height sensors and air springs, the vehicle height sensors collect information on the bounce of the left and right rear wheels of the vehicle and transmit it to the vehicle controller. The vehicle controller then controls the height adjustment of the air springs on both sides, thereby keeping the vehicle's left and right posture within a controllable range and improving the vehicle's stability.

[0012] In some embodiments, a spring is also included, the spring being disposed on the lower rear control arm, and the mounting point of the spring on the lower rear control arm is relatively close to the end of the lower rear control arm that connects to the steering knuckle.

[0013] The spring is mounted on the lower rear control arm, and the lower mounting point of the spring is relatively close to the mounting points of the lower rear control arm and the rear steering knuckle. This allows the spring lever ratio (the ratio of the change in spring length to the change in wheel bounce) to be greater than 0.5, thereby improving the efficiency of the spring and enhancing comfort.

[0014] In some embodiments, a shock absorber is also included, the shock absorber being connected to the rear steering knuckle and located on the front side of the upper front control arm, and the spring being located between the upper front control arm and the upper rear control arm.

[0015] The shock absorber is mounted on the rear steering knuckle. This makes the lower point of the shock absorber (where the lower point of the shock absorber is connected to the rear steering knuckle and the upper point is connected to the vehicle body) closer to the rear wheel. The change in the shock absorber's travel is closer to the wheel bounce of the rear wheel. This allows the shock absorber's leverage ratio to be greater than 0.9. The shock absorber changes basically with the changes of the rear wheel, making the vehicle's handling more responsive.

[0016] Furthermore, because the shock absorber and spring are misaligned in the longitudinal direction of the vehicle, the mounting point of the spring on the lower rear control arm is as close to the wheel as possible, which allows the spring leverage ratio to reach 0.65, higher than the 0.5 in current related technologies.

[0017] In some embodiments, the upper front control arm is bent in the longitudinal direction of the vehicle and is provided with a connecting ball pin for connecting the stabilizer bar connecting rod, the center of the connecting ball pin being located on the line connecting the mounting points at both ends of the upper front control arm.

[0018] The upper front control arm 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 upper front control arm, the upper front control arm will not generate torque around the line connecting the mounting points when subjected to the force transmitted by the stabilizer bar connecting rod. This prevents the stabilizer bar connecting rod from tipping over, thus extending its service life. Simultaneously, the ball pins or bushings at both ends of the upper front control arm will not be subjected to the tipping moment of the stabilizer bar connecting rod, further extending their service life.

[0019] In some embodiments, the spatial intersection of the line connecting the mounting points at both ends of the upper front control arm and the line connecting the mounting points at both ends of the upper rear control arm of each control arm assembly is the first intersection point, and the spatial intersection of the line connecting the mounting points at both ends of the lower front control arm and the line connecting the mounting points at both ends of the lower rear control arm is the second intersection point. The line connecting the first intersection point and the second intersection point constitutes the master pin line, and the angle between the extension direction of the master pin line and the vertical direction is less than or equal to 5°.

[0020] By using the mounting points at both ends of the upper front control arm, upper rear control arm, lower front control arm, and lower rear control arm to determine the kingpin line, and setting the kingpin line to have an angle of less than or equal to 5° with the vertical, that is, the caster angle of the kingpin line is less than or equal to 5°, so that when the rear wheels of the vehicle rotate, almost only the toe angle changes, without changing the camber angle. This makes the camber change of the rear wheels smaller when subjected to lateral forces, which can improve the problem of rear wheel wear.

[0021] In some embodiments, the rear subframe includes a front crossbeam and a rear crossbeam arranged front to rear, and a left longitudinal beam and a right longitudinal beam arranged left to right. It also includes two longitudinal beams, which are spaced apart from each other on the left and right, and the longitudinal beams connect the front crossbeam and the rear crossbeam; It also includes a crossbeam that connects the left longitudinal beam and the right longitudinal beam; The upper front control arm is connected to the longitudinal support beam, the upper rear control arm is connected to the rear crossbeam, the lower front control arm is connected to the front crossbeam, and the lower rear control arm is connected to the crossbeam.

[0022] The upper front control arm is connected to the longitudinal support beam, the upper rear control arm is connected to the rear crossbeam, the lower front control arm is connected to the front crossbeam, and the lower rear control arm is connected to the longitudinal support beam. This disperses the connection points of the upper front control arm, upper rear control arm, lower front control arm, and lower rear control arm to the rear subframe as much as possible, and also helps to extend the length of each control arm. As a result, the intersection of the inner and outer lines of each control arm with the sidewall of the tire is as close as possible to the wheel center of the rear wheel on the same Y-axis extending in the left-right direction of the vehicle. This, in turn, helps to minimize the angle between the kingpin line and the vertical direction, for example, less than or equal to 5°.

[0023] Furthermore, by setting longitudinal and transverse support beams, the structural strength of the rear subframe can be improved, thereby enhancing its stability.

[0024] In some embodiments, the rear steering knuckle includes a body and a tie rod mounting portion for connecting the steering tie rod. The tie rod mounting portion is connected to the body via a first connecting rib and a second connecting rib, and the first connecting rib and the second connecting rib form a triangular perforation between themselves and the body.

[0025] The first and second connecting ribs form a triangle with the main body, thereby improving the rigidity of the tie rod mounting part, while the hollow hole helps to reduce the weight of the rear steering knuckle.

[0026] A second aspect of this application provides a vehicle including a front suspension structure and a rear suspension structure as described in any of the preceding claims. The front suspension structure includes a front steering mechanism for steering the front wheels of the vehicle. The front steering mechanism and the rear steering mechanism are communicatively connected. When the front steering knuckle steers the front wheels, the rear steering mechanism causes the rear wheels of the vehicle to rotate in the same or opposite direction to the front wheels.

[0027] Both the front and rear steering gears are controlled by the vehicle's infotainment system. This allows the vehicle's infotainment system to control the rear steering gear to turn the rear wheels synchronously when the front wheels are turning, and the rear steering gear to turn the rear wheels in the opposite direction when the front steering gear turns the front wheels. This effectively reduces the vehicle's turning radius. Attached Figure Description

[0028] 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.

[0029] 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.

[0030] Figure 1 This is a structural schematic diagram of the rear overhang structure from a first-view perspective, provided in an embodiment of this application. Figure 2 This is a structural schematic diagram of the rear overhang structure from a second perspective, provided in an embodiment of this application. Figure 3 for Figure 2 A magnified view of a portion of the image; Figure 4 This is a structural schematic diagram of the rear overhang structure from a third-view perspective, provided in an embodiment of this application. Figure 5 This is a top view of the rear overhang structure provided in an embodiment of this application; Figure 6 for Figure 5 A magnified view of a portion of the image; Figure 7 This is a side view of the rear overhang structure provided in an embodiment of this application; Figure 8 This is a structural schematic diagram of the rear subframe from a first-view perspective, provided as an embodiment of this application. Figure 9 This is a structural schematic diagram of the rear subframe from a second perspective, provided in an embodiment of this application. Figure 10 This is a structural schematic diagram of the rear overhang structure from a fourth perspective, provided in an embodiment of this application. Figure 11 This is a partial structural diagram of the rear overhang structure provided in an embodiment of this application; Figure 12 This is a schematic diagram of the structure of the upper front control arm provided in an embodiment of this application; Figure 13 A plan view of the upper front control arm provided in an embodiment of this application; Figure 14 This is a structural schematic diagram of the rear steering knuckle from a first-view perspective, provided in an embodiment of this application. Figure 15 This is a structural schematic diagram of the rear steering knuckle from a second perspective, provided in an embodiment of this application. Figure 16 This is a structural schematic diagram of the rear steering knuckle from a third-view perspective, provided in an embodiment of this application.

[0031] Among them, 1. Rear subframe; 11. Front crossbeam; 111. Hydraulic bushing; 12. Rear crossbeam; 13. Left longitudinal beam; 14. Right longitudinal beam; 15. Support longitudinal beam; 16. Support crossbeam; 2. Rear steering knuckle; 2a. Main body; 21. First control arm mounting part; 211. Mounting arm; 2111. Mounting hole; 22. Second control arm mounting part; 221. Connecting piece; 23. Third control arm mounting part; 24. Fourth control arm mounting part; 25. Tie rod mounting part; 26. First connecting rib; 27. Second connecting rib; 28. Shock absorber mounting part; 281. Shock absorber mounting hole; 29. ​​Caliper mounting part; 291. Caliper mounting platform; 2911. Caliper mounting hole; 292. Reinforcing rib; 3. Rear steering gear; 31. Steering tie rod; 4. Control arm assembly; 41. Upper control arm assembly; 411. Upper front control arm; 4111. Ball pin mounting hole; 411a. Connecting ball pin; 412. Upper rear control arm; 42. Lower control arm assembly; 421. Lower front control arm; 422. Lower rear control arm; 5. Vehicle height sensor; 6. Spring; 7. Vibration damper. Detailed Implementation

[0032] 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.

[0033] 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.

[0034] Currently, the steering mechanism of a vehicle is generally located on the front axle. The steering wheel drives the steering mechanism to turn the front wheels to the left or right, which in turn causes the vehicle body and rear wheels to turn in the same direction as a whole. In other words, when the vehicle turns, the front wheels are the driving wheels and the rear wheels are the driven wheels. However, the overall turning radius of the vehicle is relatively large, and the turning is not flexible enough.

[0035] Based on this, the present application provides a rear suspension structure and vehicle, which, by installing a rear steering gear on the rear subframe, drives the rear steering knuckle to turn via a steering tie rod, thereby enabling the rear wheels to actively steer when the vehicle is turning, in coordination with the steering of the front wheels, thereby reducing the turning radius and improving the vehicle's turning agility.

[0036] Rear-wheel steering allows the rear wheels to steer like the front wheels, improving vehicle agility and stability. The aforementioned rear steering mechanism uses a steering tie rod to drive the rear steering knuckle. The steering tie rod is connected to the steering knuckle, while the control arm of the rear suspension connects the steering knuckle to the rear subframe. The placement of the shock absorbers and springs is influenced by the position of the control arm. Therefore, the optimal layout of the connection points between the steering tie rod and the rear steering knuckle, the control arm and the rear steering knuckle, and the shock absorbers and springs is a crucial consideration.

[0037] Furthermore, in order to improve the smoothness of vehicle driving and enhance ride comfort, the aforementioned springs can be selected as air springs. However, air springs have a larger diameter, which requires more space for arrangement. The rear wheel steering arrangement increases the range of motion of the rear wheels, which also brings greater difficulties to the arrangement of various structures in the rear suspension.

[0038] Reference Figures 1 to 11 As shown, some embodiments of this application provide a rear suspension structure, including a rear subframe 1, a rear steering knuckle 2, and a rear steering gear 3.

[0039] The rear subframe 1 is used to connect to the vehicle body. The rear subframe 1 is connected to the vehicle body via bushings positioned at the front and rear. Two bushings are located at the front end of the rear subframe 1, arranged laterally. Two bushings are also located at the rear end, arranged laterally. To reduce the impact of wheel vibration on vehicle comfort, the two bushings at the front end of the rear subframe 1 can be hydraulic bushings 111. Hydraulic bushings 111 provide greater damping to attenuate vibrations, thereby improving overall vehicle comfort.

[0040] The rear subframe 1 has two rear steering knuckles 2 on its left and right sides. The rear steering knuckles 2 connect to the rear wheels of the vehicle and are connected to the rear subframe 1 via control arms. Vibrations from the rear wheels are transmitted to the rear subframe 1 via the control arms, and then to the vehicle body via the rear subframe 1.

[0041] The rear steering gear 3 is mounted on the rear subframe 1. The rear steering gear 3 is connected to two rear steering knuckles 2 via two steering tie rods 31, thereby actuating the rear steering knuckles 2 for steering. The rear steering knuckle is a mature technology and will not be described in detail here. The extension direction of the steering tie rods 31 forms a first preset angle γ with the left-right direction of the vehicle (see...). Figure 6 The extension direction of the steering tie rod 31 forms a second preset angle δ with the horizontal plane (see...). Figure 3 ).

[0042] In this context, the left-right direction of the rear subframe 1 corresponds to the left-right direction of the vehicle, the front-rear direction of the rear subframe 1 corresponds to the front-rear direction of the vehicle, and the height direction of the vehicle corresponds to the vertical direction. The left-right direction of the vehicle is as follows: Figure 2 As shown in the diagram, the Y-direction represents the vehicle's forward and backward direction. Figure 2 The X direction shown represents the vehicle's height direction, as indicated by... Figure 2 The Z direction in the equation.

[0043] It should be noted that the aforementioned rear steering mechanism 3 communicates with the front steering mechanism of the vehicle's front wheels via electrical signals. The movement of the steering tie rod 31 is achieved through a motor, and the steering of the rear wheels is either the same as or opposite to that of the front wheels. Specifically, when the vehicle speed is ≤10km / h, the rear wheels can achieve a maximum turning angle of ±10°. When the vehicle turns, the rear wheels steer in the opposite direction to the front wheels, thus reducing the turning radius. When the vehicle speed is >10km / h and ≤60km / h, the rear wheels can achieve a maximum turning angle of ±3°. When the vehicle turns, the rear wheels steer in the opposite direction to the front wheels, again reducing the turning radius. When the vehicle speed is above 60km / h, the rear wheels can achieve a turning angle of approximately 1°. When the vehicle turns, the rear wheels steer in the same direction as the front wheels, increasing the turning radius, providing understeer, and improving driving safety.

[0044] The rear suspension structure provided in this application embodiment, by installing a rear steering gear 3 on the rear subframe 1, allows the rear steering gear 3 to drive the rear steering knuckle 2 via a steering tie rod 31, thereby achieving active steering of the rear wheels. This reduces the turning radius and improves the vehicle's turning agility by involving the rear wheels. Furthermore, the angle between the axis of the steering tie rod 31 and the horizontal plane of the vehicle's left and right steering mechanisms ensures that the displacement of the steering tie rod 31 pushing the rear steering knuckle 2 is fully utilized to change the Y-direction displacement of the rear wheels, ensuring that the displacement of the steering tie rod 31 pushing the rear wheels is more fully applied to rear wheel steering, which is beneficial for improving the steering angle of the rear wheels.

[0045] In some embodiments, refer to Figures 2 to 6 The angle between the extension direction of the steering tie rod 31 and the left-right direction of the vehicle, i.e., the first preset angle γ, is less than or equal to 10°, and the angle between the extension direction of the steering tie rod 31 and the horizontal plane, i.e., the second preset angle δ, is less than or equal to 5°.

[0046] With this configuration, since the angle between the axis of the steering tie rod 31 and the left-right direction of the vehicle is less than or equal to 10°, and the angle between the axis of the steering tie rod 31 and the horizontal plane is less than or equal to 5°, this ensures that the displacement of the steering knuckle 2 pushed by the steering tie rod 31 is fully used to change the Y-direction displacement of the rear wheel. This ensures that the displacement of the rear wheel pushed by the steering tie rod 31 is more fully applied to the rear wheel steering, which is beneficial to improving the steering angle of the rear wheel and realizing a large-angle (around 10°, but greater than 6°) rear wheel steering function.

[0047] In some embodiments, refer to Figures 1 to 7The aforementioned rear suspension structure also includes two sets of control arm assemblies 4, each including an upper control arm assembly 41 and a lower control arm assembly 42 located vertically below the upper control arm assembly 41.

[0048] The upper control arm assembly 41 includes an upper front control arm 411 and an upper rear control arm 412, which are arranged at the front and rear and are both connected to the rear steering knuckle 2 and the rear subframe 1. The lower control arm assembly 42 includes a lower front control arm 421 and a lower rear control arm 422, which are arranged at the front and rear and are both connected to the rear steering knuckle 2 and the rear subframe 1.

[0049] The aforementioned upper front control arm 411, upper rear control arm 412, lower front control arm 421, and lower rear control arm 422 are all used to connect the rear subframe 1 and the rear steering knuckle 2. In this way, the vibration of the vehicle's rear wheels is transmitted to the rear subframe 1 through the four control arms, which helps to improve the vehicle's handling performance.

[0050] Among them, reference Figure 7 The first intersection point is the spatial intersection of the line a1 connecting the mounting points at both ends of the upper front control arm 411 and the line a2 connecting the mounting points at both ends of the upper rear control arm 412. The second intersection point is the spatial intersection of the line b1 connecting the mounting points at both ends of the lower front control arm 421 and the line b2 connecting the mounting points at both ends of the lower rear control arm 422. The line connecting the first intersection point and the second intersection point forms the main pin line c1. The angle α between the extension direction of the main pin line c1 and the vertical direction is less than or equal to 5°.

[0051] In this context, the spatial intersection point can be understood as the point where two lines, when extended in their respective directions, intersect. The mounting points of the aforementioned control arms can be understood as the connection points between the control arms and the rear steering knuckle 2 and the rear subframe 1, or the geometric center points of the mounting holes at both ends of each control arm used to mount bushings or ball joints.

[0052] Understandably, by using the mounting points at both ends of the upper front control arm 411, upper rear control arm 412, lower front control arm 421, and lower rear control arm 422 to determine the kingpin line c1, and setting the kingpin line c1 to have an angle of less than or equal to 5° with the vertical, that is, the caster angle of the kingpin line c1 is less than or equal to 5°, so that when the rear wheels of the vehicle rotate, almost only the toe angle changes, without changing the camber angle. This makes the camber change smaller when the rear wheels of the vehicle are subjected to lateral forces, which can improve the problem of rear wheel wear.

[0053] Caster angle refers to the angle between the kingpin line (the axis of rotation for wheel steering) and the vertical line to the ground when viewed from the side of the vehicle. Toe angle is a core parameter for vehicle chassis alignment, defined as the angle between the tire centerline and the longitudinal axis when viewed from directly above the vehicle. Camber angle refers to the angle between the wheel's end face tilting outwards after installation, i.e., the angle between the plane where the wheel is located and the longitudinal vertical plane.

[0054] It's important to note that in vehicles with rear-wheel steering, the rear wheels rotate around the kingpin line when steering. If the angle between the kingpin line and the vertical axis is large, the rear wheel toe-in changes during steering to alter the turning direction, and the rear wheel camber also changes. This sudden change in camber accelerates rear wheel wear, causing uneven wear. Furthermore, the smaller the camber angle of the kingpin line, the more efficient the rear wheel rotation in providing toe-in adjustment.

[0055] In some embodiments, refer to Figure 7 and Figure 8 The rear suspension structure includes two sets of control arm assemblies 4. Each set of control arm assemblies 4 includes an upper rear control arm 412 and a lower rear control arm 422. Both the upper and lower rear control arms 412 are connected to the rear steering knuckle 2 at one end and to the rear subframe 1 at the other end. The upper rear control arm 412 is located above the lower rear control arm 422 in the vertical direction. The lower rear control arm 422 is used to house the spring 6, while the upper rear control arm 412 bends towards the rear of the vehicle to avoid the spring 6.

[0056] It is understood that there are two upper rear control arms 412 and two lower rear control arms 422. The two upper rear control arms 412 are connected to the two rear steering knuckles 2 respectively, and the two lower rear control arms 422 are connected to the two rear steering knuckles 2 respectively.

[0057] In addition, the rear suspension structure also includes a vehicle height sensor 5, with a vehicle height sensor 5 installed between each upper rear control arm 412 and the rear subframe 1. That is, there may be two vehicle height sensors 5, and the two vehicle height sensors 5 are symmetrically arranged. The vehicle height sensor can also be called a vehicle attitude height sensor.

[0058] The rear suspension structure also includes springs 6, with each lower rear control arm 422 equipped with a spring 6, and the springs 6 are configured as air springs.

[0059] Understandably, by setting up vehicle height sensor 5 and air springs, vehicle height sensor 5 collects the bounce information of the left and right rear wheels of the vehicle and transmits it to the vehicle controller. The vehicle controller then controls the height adjustment of the air springs on the left and right sides, thereby keeping the left and right vehicle posture within a controllable range and improving the vehicle's stability.

[0060] The vehicle height sensor 5 is positioned between the rear subframe 1 and the upper rear control arm 412. For example, the vehicle height sensor 5 is fixed to a bracket, which in turn connects the upper rear control arm 412 and the rear subframe 1. Alternatively, the vehicle height sensor 5 can be fixed to the threaded hole of the upper rear control arm 412 by a screw, and the bracket can be fixed to the rear subframe 1 by bolts, thus enabling the vehicle height sensor 5 to be detachably fixed.

[0061] It should be noted that since the spring 6 is arranged on the lower rear control arm 422, the upper rear control arm 412 is set to bend backward to avoid the spring 6, ensuring that the gap between the upper rear control arm 412 and the air spring 6 is greater than or equal to 10mm.

[0062] In some embodiments, refer to Figure 8 and Figure 9 The aforementioned rear subframe 1 includes a front crossbeam 11 and a rear crossbeam 12 arranged front to back, and a left longitudinal beam 13 and a right longitudinal beam 14 arranged left to right. The front crossbeam 11 and the rear crossbeam 12 extend in the left-right direction of the vehicle, while the left longitudinal beam 13 and the right longitudinal beam 14 extend in the front-rear direction of the vehicle.

[0063] The rear subframe 1 also includes two longitudinal beams 15, which are arranged on the left and right sides and connect the front crossbeam 11 and the rear crossbeam 12.

[0064] The rear subframe 1 also includes a crossbeam 16, which connects the left longitudinal beam 13 and the right longitudinal beam 14.

[0065] The upper front control arm 411 is connected to the longitudinal support beam 15, the upper rear control arm 412 is connected to the rear crossbeam 12, the lower front control arm 421 is connected to the front crossbeam 11, and the lower rear control arm 422 is connected to the longitudinal support beam 16. This makes the connection points of the upper front control arm 411, upper rear control arm 412, lower front control arm 421, and lower rear control arm 422 with the rear subframe 1 as dispersed as possible, and is conducive to extending the length of each control arm. As a result, the intersection of the inner and outer lines of each control arm with the side of the tire is as close as possible to the wheel center of the rear wheel on the same Y-axis extending in the left and right direction of the vehicle. This is conducive to making the angle between the kingpin line c1 and the vertical direction as small as possible, for example, less than or equal to 5°.

[0066] Furthermore, by setting the longitudinal support beam 15 and the transverse support beam 16, the structural strength of the rear subframe 1 can be improved, thereby improving the stability of the rear subframe 1.

[0067] In some embodiments, refer to Figure 10 and Figure 11 The rear suspension structure includes two sets of control arm assemblies 4. Each set of control arm assemblies 4 includes a lower rear control arm 422. One end of the lower rear control arm 422 is connected to the rear steering knuckle 2, and the other end is connected to the rear subframe 1.

[0068] The rear suspension structure also includes a spring 6, which is mounted on the lower rear control arm 422, and the mounting point of the spring 6 on the lower rear control arm 422 is relatively close to one end of the lower rear control arm 422 that connects to the rear steering knuckle 2.

[0069] Understandably, the spring 6 is arranged on the lower rear control arm 422, and the lower mounting point of the spring 6 is relatively close to the mounting points of the lower rear control arm 422 and the rear steering knuckle 2. This allows the lever ratio of the spring 6 (the ratio of the change in the length of the spring 6 to the change in wheel bounce is the spring lever ratio) to be greater than 0.5, thereby improving the efficiency of the spring 6 and enhancing comfort.

[0070] Furthermore, the aforementioned control arm assembly 4 also includes an upper front control arm 411 and an upper rear control arm 412, both of which are connected at one end to the rear steering knuckle 2 and at the other end to the rear subframe 1. In the vehicle's longitudinal direction, the upper front control arm 411 is located in front of the upper rear control arm 412. In the vehicle's height direction, the upper rear control arm 412 is located above the lower rear control arm 422.

[0071] The rear suspension structure also includes a shock absorber 7, which is connected to the rear steering knuckle 2 and is located on the front side of the upper front control arm 411. The spring 6 is located between the upper front control arm 411 and the upper rear control arm 412.

[0072] Understandably, the shock absorber 7 is positioned on the rear steering knuckle 2, so that the lower point of the shock absorber 7 (where the lower point of the shock absorber 7 is connected to the rear steering knuckle 2 and the upper point is connected to the vehicle body) is closer to the rear wheel, and the travel change of the shock absorber 7 is closer to the wheel bounce of the rear wheel. This allows the shock absorber leverage ratio to be greater than 0.9, and the shock absorber 7 changes basically with the changes of the rear wheel, making the vehicle handling more responsive.

[0073] Furthermore, because the shock absorber 7 and the spring 6 are misaligned in the longitudinal direction of the vehicle, the mounting point of the spring 6 on the lower rear control arm 422 is as close to the wheel as possible, thus enabling the lever ratio of the spring 6 to reach 0.65, which is higher than the 0.5 in the current related technology.

[0074] Specifically, refer to Figure 11 The distance between the lower point of the shock absorber 7 and the wheel is L1, and the distance between the lower point of the spring 6 and the wheel is L2. It can be seen that because the shock absorber 7 and the spring 6 are offset in the front-rear direction of the vehicle, L1 and L2 are relatively small.

[0075] In some embodiments, the rear suspension structure includes two sets of control arm assemblies 4, each set of control arm assemblies 4 including an upper front control arm 411, one end of which is connected to the rear steering knuckle 2 and the other end is connected to the rear subframe 1.

[0076] Reference Figure 12 The upper front control arm 411 is bent in the longitudinal direction of the vehicle and is provided with a connecting ball pin 411a for connecting the stabilizer bar connecting rod. The center point of the connecting ball pin 411a is located on the line connecting the mounting points at both ends of the upper front control arm 411.

[0077] Understandably, the upper front control arm 411 is bent, and by setting the center point of the connecting ball pin 411a on the line connecting the mounting points at both ends of the upper front control arm 411, the upper front control arm 411 will not generate torque around the line connecting the mounting points at both ends of the upper front control arm 411 when subjected to the force transmitted by the stabilizer bar connecting rod. This prevents the stabilizer bar connecting rod from tipping over, thus increasing its service life. Simultaneously, the ball pins or bushings at both ends of the upper front control arm 411 will not be subjected to the tipping moment of the stabilizer bar connecting rod, further increasing their service life.

[0078] It should be noted that, viewed from the vehicle's height, the center point of the connecting ball pin 411a is located on the line connecting the mounting points at both ends of the upper front control arm 411, as shown below. Figure 13 (b) is a top view of the upper front control arm 411. Viewed in the longitudinal direction of the vehicle, the center point of the connecting ball joint 411a is located on the line connecting the mounting points at both ends of the upper front control arm 411, as shown. Figure 13 (a) is a front view of the upper front control arm 411.

[0079] Furthermore, referring to Figure 13 Both ends of the upper front control arm 411 are provided with mounting holes for mounting connectors 221, which are ball pins or bushings. The center point of the ball pin 411a and the axis of the mounting hole are located on the same horizontal plane, and this plane is the middle plane of the upper front control arm 411 in the vertical direction.

[0080] Understandably, the intermediate plane can be interpreted as the plane of symmetry of the upper front control arm 411 in the vertical direction. Since the center point of the ball connecting the ball pin 411a and the axis of the mounting hole are located on this plane of symmetry, the upper front control arm 411 remains generally straight in the height direction of the vehicle, that is, in the vertical direction. This allows the upper front control arm 411 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 the upper front control arm 411. In this case, the upper front control arm 411 has an asymmetrical structure, but the upper and lower parts of the upper front control arm 411 divided by the dividing plane are roughly equivalent.

[0081] Alternatively, it can be said that the upper front control arm 411 is curved 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 the upper front control arm 411 on the vertical plane is a linear structure (e.g., Figure 13 As shown in (a), the upper front control arm 411 has no bending or minimal bending in the vertical direction, thus providing higher rigidity. Preferably, the upper front control arm 411 has no bending in the vertical direction, but it can be a symmetrical or asymmetrical structure.

[0082] The geometric center point of the aforementioned mounting hole is the mounting point of the upper front control arm 411. This facilitates defining the position of the connecting ball pin 411a and prevents the stabilizer bar connecting rod 9 from generating torque on the upper front control arm 411 in the direction of its end connection line through the connecting ball pin 411a. The upper front control arm 411 is provided with a ball pin mounting hole 1a for mounting the connecting ball pin 411a, and the connecting ball pin 411a is fixed to the upper front control arm 411 through the ball pin mounting hole 1a.

[0083] Furthermore, the aforementioned rear suspension structure also includes a shock absorber 7, which is connected to the rear steering knuckle 2. The upper front control arm 411 is bent backward to avoid the shock absorber 7. By bending the upper front control arm 411 backward, the shock absorber 7 is avoided, while space is provided for the connecting ball joint 411a. The center point of the connecting ball joint 411a is located on the line connecting the mounting points at both ends of the upper front control arm 411, thus preventing torque from being generated around the line connecting the mounting points at both ends of the upper front control arm 411.

[0084] The gap between the upper front control arm 411 and the shock absorber 7 can be set to be greater than or equal to 10mm.

[0085] In some embodiments, refer to Figures 14 to 16 The rear steering knuckle 2 includes a main body 2a and a tie rod mounting part 25 that connects to the steering tie rod 31. The tie rod mounting part 25 is connected to the main body 2a through a first connecting rib 26 and a second connecting rib 27. The first connecting rib 26 and the second connecting rib 27 form a triangular hollow hole with the main body 2a.

[0086] Understandably, the rigidity of the tie rod mounting part 25 is improved by forming a triangle with the main body 2a through the first connecting rib 26 and the second connecting rib 27, while the hollow hole helps to reduce the weight of the rear steering knuckle 2.

[0087] Reference Figure 14 The main body 2a has an upper control arm mounting part and a lower control arm mounting part arranged at intervals in the vertical direction. The upper control arm mounting part includes a first control arm mounting part 21 and a second control arm mounting part 22 arranged sequentially from front to back in the front-rear direction of the vehicle. The lower control arm mounting part includes a third control arm mounting part 23 and a fourth control arm mounting part 24 arranged sequentially from front to back in the front-rear direction of the vehicle. The first control arm mounting part 21 is used to mount the upper front control arm 411, the second control arm mounting part 22 is used to mount the upper rear control arm 412, the third control arm mounting part 23 is used to mount the lower front control arm 421, and the fourth control arm mounting part 24 is used to mount the lower rear control arm 422.

[0088] Both the first control arm mounting part 21 and the third control arm mounting part 23 mentioned above include two mounting arms 211 that are spaced apart in the front-rear direction of the vehicle. The mounting arms 211 are provided with mounting holes 2111. The upper front control arm 411 and the lower front control arm 421 are mounted on the two mounting arms 211 through the two mounting holes 2111.

[0089] The aforementioned mounting arm 211 and main body 2a are integrally molded, resulting in high integration, structural stability, and high strength.

[0090] The aforementioned second control arm mounting portion 22 and fourth control arm mounting portion 24 both include a connector mounting hole and a connector 221 disposed in the connector mounting hole. The connector 221 is a bushing or a ball pin. The upper rear control arm 412 and the lower rear control arm 422 are fixed to the rear steering knuckle 2 by bushings or ball pins.

[0091] Reference Figure 14 and Figure 15 The aforementioned main body 2a is provided with a caliper mounting portion 29, which is vertically positioned between the second control arm mounting portion 22 and the fourth control arm mounting portion 24. Thus, the rear suspension steering knuckle provides a caliper mounting portion 29 for mounting the caliper.

[0092] In related technologies, insufficient rigidity of the caliper mounting point causes the caliper to wobble during emergency braking, resulting in uneven application of braking force to the brake disc and thus easily causing abnormal braking noise.

[0093] To address the aforementioned issues, the caliper mounting section 29 includes a reinforcing rib 292 and a caliper mounting platform 291 connected together. The caliper mounting platform 291 has a caliper mounting hole 2911, and the reinforcing rib 292 connects the caliper mounting platform 291 and the main body 2a. The caliper is mounted via the caliper mounting platform 291, while the reinforcing rib 292 improves the structural strength of the caliper mounting section 29.

[0094] The aforementioned reinforcing ribs 292 are provided in two configurations, arranged in a triangular formation with the main body 2a, and the included angle β between the two reinforcing ribs 292 is greater than or equal to 50°. By providing two reinforcing ribs 292, the triangular arrangement between them and the main body 2a ensures high stability. Furthermore, setting the included angle between the two reinforcing ribs 292 to be greater than or equal to 50° makes the arrangement of the caliper mounting platform 291 and the reinforcing ribs 292 more rational, which helps to reduce the distance between the caliper mounting platform 291 and the main body 2a, thereby reducing the length of the reinforcing ribs 292 and improving the rigidity of the caliper installation.

[0095] Specifically, the maximum vertical distance between the caliper mounting platform 291 and the main body 2a is less than or equal to 10mm, so that the length of the reinforcing rib 292 is also as small as possible, ensuring the rigidity of the caliper installation.

[0096] Furthermore, the thickness of the caliper mounting platform 291 in the axial direction of the caliper mounting hole 2911 is preferably 20 mm. By increasing the thickness of the caliper mounting platform 291, the axial length of the caliper mounting hole 2911 is also increased, which makes the caliper installation more stable and improves the rigidity of the caliper installation. Of course, the thickness of the caliper mounting platform 291 in the circumferential direction of the caliper mounting hole 2911 can also be set to be greater than 20 mm or less than 20 mm according to actual needs.

[0097] In addition, there are two caliper mounting parts 29, both of which are vertically positioned between the second control arm mounting part 22 and the fourth control arm mounting part 24.

[0098] Reference Figures 14 to 16 The main body 2a is provided with a shock absorber mounting part 28 for mounting the shock absorber 7.

[0099] In other words, the rear steering knuckle 2 provides a shock absorber mounting part 28 for mounting the shock absorber 7, so that the shock absorber 7 can be mounted on the rear steering knuckle 2, and the mounting point of the shock absorber 7 is infinitely close to the wheel center in the left and right direction of the vehicle. Thus, when the wheel bounces up and down, the travel change value of the shock absorber 7 is close, so the shock absorber 7 can change with the wheel changes, making the vehicle handling more sensitive.

[0100] The damper mounting section 28 has a damper mounting hole 281, so that the damper 7 can be installed through the damper mounting section 28.

[0101] It should be noted that the aforementioned steering tie rod 31 is located in front of the shock absorber 7 in the longitudinal direction of the vehicle.

[0102] For example, refer to Figures 1 to 16 A rear suspension structure is presented, which includes a rear subframe 1, a rear steering knuckle 2, a rear steering gear 3, and a control arm assembly 4.

[0103] The rear subframe 1 is used to connect to the vehicle body. The rear subframe 1 includes a front crossbeam 11 and a rear crossbeam 12 arranged front to rear, and a left longitudinal beam 13 and a right longitudinal beam 14 arranged left to right. The front crossbeam 11 and rear crossbeam 12 extend in the left-right direction of the vehicle, while the left longitudinal beam 13 and right longitudinal beam 14 extend in the front-rear direction of the vehicle. The rear subframe 1 also includes two support longitudinal beams 15, arranged left to right, connecting the front crossbeam 11 and the rear crossbeam 12. The rear subframe also includes a support crossbeam 16, which connects the left longitudinal beam 13 and the right longitudinal beam 14.

[0104] There are two rear steering knuckles 2, which are respectively located on the left and right sides of the rear subframe 1. The rear steering gear 3 is mounted on the front crossbeam 11 of the rear subframe 1. The rear steering gear 3 is connected to the two rear steering knuckles 2 via two steering tie rods 31 to pull the rear steering knuckles for steering. The angle between the extension direction of the steering tie rod 31 and the left-right direction of the vehicle is less than or equal to 10°, and the angle between the extension direction of the steering tie rod and the horizontal plane is less than or equal to 5°.

[0105] The control arm assembly 4 includes an upper control arm assembly 41 and a lower control arm assembly 42 located vertically below the upper control arm assembly 41. The upper control arm assembly 41 includes an upper front control arm 411 and an upper rear control arm 412, which are arranged front to rear and are both connected to the rear steering knuckle 2 and the rear subframe 1. The lower control arm assembly includes a lower front control arm 421 and a lower rear control arm 422, which are arranged front to rear and are both connected to the rear steering knuckle 2 and the rear subframe 1.

[0106] In each control arm assembly 4, the upper front control arm 411 is connected to the longitudinal support beam 15, the upper rear control arm 412 is connected to the rear crossbeam 12, the lower front control arm 421 is connected to the front crossbeam 11, and the lower rear control arm 422 is connected to the crossbeam 16.

[0107] The first intersection point is the spatial intersection of the line connecting the mounting points at both ends of the upper front control arm 411 and the line connecting the mounting points at both ends of the upper rear control arm 412 in each control arm assembly 4. The second intersection point is the spatial intersection of the line connecting the mounting points at both ends of the lower front control arm 421 and the line connecting the mounting points at both ends of the lower rear control arm 422. The line connecting the first and second intersection points forms the main pin line, and the angle between the extension direction of the main pin line and the vertical direction is less than or equal to 5°.

[0108] The rear suspension structure also includes a spring 6, which is mounted on the lower rear control arm 422, and the mounting point of the spring 6 on the lower rear control arm 422 is relatively close to one end of the lower rear control arm 422 that connects to the rear steering knuckle 2.

[0109] Among them, the spring 6 mentioned above can be set as an air spring. In this case, the rear suspension structure also includes a vehicle height sensor 5. There are two vehicle height sensors 5, which are symmetrically arranged and located between the upper rear control arm 412 and the rear subframe 1.

[0110] The aforementioned upper front control arm 411 is provided with a connecting ball pin 411a for connecting the stabilizer bar connecting rod. The center point of the connecting ball pin 411a is located on the line connecting the mounting points at both ends of the upper front control arm 411. The mounting points at both ends of the upper front control arm 411 are mounting points for bushings or ball pins. Mounting holes are provided at both ends of the upper front control arm 411 for mounting ball pins or bushings, with the mounting point being the geometric center of the mounting hole. Furthermore, the upper front control arm 411 is provided with ball pin mounting holes 4111 for mounting the connecting ball pin 411a. Mounting holes for bushings or ball pins are provided at both ends of the upper front control arm 411. The central axis of the ball pin mounting hole 4111 and the axis of the mounting hole are located on the same horizontal plane.

[0111] The aforementioned rear suspension structure also includes a shock absorber 7, which is connected to the rear steering knuckle 2 and is located on the front side of the upper front control arm 411. An air spring is located between the upper front control arm 411 and the upper rear control arm 412. Furthermore, the upper front control arm 411 is bent rearward to avoid the shock absorber 7.

[0112] It should be noted that, in the vehicle's longitudinal direction, the steering tie rod 31 is located in front of the shock absorber 7, while the upper front control arm 411 is located behind the shock absorber 7. Furthermore, the upper front control arm 411 is bent backward to avoid the shock absorber 7, thus achieving a compact arrangement of the steering tie rod 31, the upper front control arm 411, and the shock absorber 7, saving space. In addition, the aforementioned upper rear control arm 412 is located behind the spring 6 and is bent backward to avoid the spring 6. Thus, in the vehicle's longitudinal direction, the steering tie rod 31, shock absorber 7, upper front control arm 411, spring 6, and upper rear control arm 412 are arranged sequentially. In the vehicle's longitudinal direction, the lower front control arm is located in front of the lower rear control arm. In the vehicle's height direction, the steering tie rod 31 is located above the lower front control arm 421. This makes the layout of the four control arms of the rear suspension structure, the shock absorber 7, the spring 6, and the steering tie rod 31 reasonable and space-saving.

[0113] The aforementioned rear steering knuckle 2 includes a main body 2a and a tie rod mounting part 25 that connects to the steering tie rod 31. The tie rod mounting part 25 is connected to the main body 2a through a first connecting rib 26 and a second connecting rib 27. The first connecting rib 26 and the second connecting rib 27 form a triangular hollow hole with the main body 2a.

[0114] The main body 2a has an upper control arm mounting part and a lower control arm mounting part arranged at intervals in the vertical direction. The upper control arm mounting part includes a first control arm mounting part 21 and a second control arm mounting part 22 arranged sequentially from front to back in the front-rear direction of the vehicle. The lower control arm mounting part includes a third control arm mounting part 23 and a fourth control arm mounting part 24 arranged sequentially from front to back in the front-rear direction of the vehicle. The first control arm mounting part 21 is used to mount the upper front control arm 411, the second control arm mounting part 22 is used to mount the upper rear control arm 412, the third control arm mounting part 23 is used to mount the lower front control arm 421, and the fourth control arm mounting part 24 is used to mount the lower rear control arm 422.

[0115] Both the first control arm mounting part 21 and the third control arm mounting part 23 mentioned above include two mounting arms 211 that are spaced apart in the front-rear direction of the vehicle. The mounting arms 211 are provided with mounting holes 2111. The upper front control arm 411 and the lower front control arm 421 are mounted on the two mounting arms 211 through the two mounting holes 2111.

[0116] The aforementioned second control arm mounting portion 22 and fourth control arm mounting portion 24 both include a connector mounting hole and a connector 221 disposed in the connector mounting hole. The connector 221 is a bushing or a ball pin. The upper rear control arm 412 and the lower rear control arm 422 are fixed to the rear steering knuckle 2 by bushings or ball pins.

[0117] The main body 2a is provided with a caliper mounting part 29, which is vertically positioned between the second control arm mounting part 22 and the fourth control arm mounting part 24.

[0118] The main body 2a is provided with a shock absorber mounting part 28 for mounting the shock absorber 7.

[0119] Other embodiments of this application provide a vehicle including a rear suspension structure as described in any of the above embodiments.

[0120] 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.

[0121] In addition, the vehicle includes a front suspension structure, which includes a front steering gear for steering the front wheels of the vehicle. The front steering gear and the rear steering gear 3 are communicatively connected. When the front steering gear steers the front wheels, the rear steering gear 3 causes the rear wheels of the vehicle to rotate in the same or opposite direction as the front wheels. This effectively reduces the turning radius.

[0122] Both the front steering gear and the rear steering gear 3 are controlled by the vehicle's domain control system, which enables the vehicle system to control the rear steering gear 3 to drive the rear wheels to turn synchronously when the front wheels are turning.

[0123] Specifically, after receiving a turning command from the steering wheel, the vehicle's domain control system, based on the vehicle speed, issues three commands to the rear steering system. Specifically, when the vehicle speed is ≤10km / h, the rear wheels can achieve a maximum turning angle of ±10°, with the rear wheels steer in the opposite direction to the front wheels, thus reducing the turning radius. When the vehicle speed is >10km / h and ≤60km / h, the rear wheels can achieve a maximum turning angle of ±3°, with the rear wheels steer in the opposite direction to the front wheels, again reducing the turning radius. When the vehicle speed is above 60km / h, the rear wheels can achieve a turning angle of approximately 1°, with the rear wheels steer in the same direction as the front wheels, increasing the turning radius, providing understeer, and improving driving safety.

[0124] 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.

[0125] 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 rear overhang structure, characterized in that, include: Rear subframe (1); The rear steering knuckle (2) is provided on both the left and right sides of the rear subframe (1). The rear steering gear (3) is mounted on the rear subframe (1). The rear steering gear (3) is connected to the two rear steering knuckles (2) respectively through two steering tie rods (31) to pull the rear steering knuckles (2) to turn. The axis of the steering tie rod (31) forms a first preset angle with the left and right direction of the vehicle, and the axis of the steering tie rod (31) forms a second preset angle with the horizontal plane.

2. The rear overhang structure according to claim 1, characterized in that, The first preset included angle is less than or equal to 10°, and the second preset included angle is less than or equal to 5°.

3. The rear overhang structure according to claim 1, characterized in that, The rear suspension structure also includes two sets of control arm assemblies (4), the control arm assembly (4) including an upper control arm assembly (41) and a lower control arm assembly (42) located vertically below the upper control arm assembly (41). The upper control arm assembly (41) includes an upper front control arm (411) and an upper rear control arm (412) that are arranged front to back and connected to the rear steering knuckle (2) and the rear subframe (1). The lower control arm assembly (42) includes a lower front control arm (421) and a lower rear control arm (422) that are arranged front to back and connected to the rear steering knuckle (2) and the rear subframe (1).

4. The rear overhang structure according to claim 3, characterized in that, Also includes: A vehicle height sensor (5) is provided between each of the upper rear control arms (412) and the rear subframe (1). Spring (6), each of the lower rear control arms (422) is provided with spring (6), and spring (6) is configured as an air spring.

5. The rear overhang structure according to claim 3, characterized in that, It also includes a spring (6) disposed on the lower rear control arm (422), and the mounting point of the spring (6) on the lower rear control arm (422) is relatively close to one end of the lower rear control arm (422) that is connected to the rear steering knuckle (2).

6. The rear overhang structure according to claim 5, characterized in that, It also includes a shock absorber (7) connected to the rear steering knuckle (2) and located on the front side of the upper front control arm (411), and the spring (6) is located between the upper front control arm (411) and the upper rear control arm (412).

7. The rear overhang structure according to claim 3, characterized in that, The upper front control arm (411) is bent in the longitudinal direction of the vehicle and is provided with a connecting ball pin (411a) for connecting the stabilizer bar connecting rod. The center of the ball pin (411a) is located on the line connecting the mounting points at both ends of the upper front control arm (411).

8. The rear overhang structure according to claim 3, characterized in that, The first intersection point is the spatial intersection of the line connecting the mounting points at both ends of the upper front control arm (411) and the line connecting the mounting points at both ends of the upper rear control arm (412) of each control arm assembly (4). The second intersection point is the spatial intersection of the line connecting the mounting points at both ends of the lower front control arm (421) and the line connecting the mounting points at both ends of the lower rear control arm (422). The line connecting the first intersection point and the second intersection point constitutes the master pin line. The angle between the extension direction of the master pin line and the vertical direction is less than or equal to 5°.

9. The rear overhang structure according to claim 3, characterized in that, The rear subframe (1) includes a front crossbeam (11) and a rear crossbeam (12) arranged in front and rear, and a left longitudinal beam (13) and a right longitudinal beam (14) arranged on the left and right sides. It also includes two longitudinal beams (15), which are spaced apart on the left and right sides, and the longitudinal beams (15) connect the front crossbeam (11) and the rear crossbeam (12). It also includes a crossbeam (16) that connects the left longitudinal beam (13) and the right longitudinal beam (14). The upper front control arm (411) is connected to the support beam (15), the upper rear control arm (412) is connected to the rear crossbeam (12), the lower front control arm (421) is connected to the front crossbeam (11), and the lower rear control arm (422) is connected to the support beam (16).

10. The rear overhang structure according to claim 1, characterized in that, The rear steering knuckle (2) includes a main body (2a) and a tie rod mounting part (25) that connects to the steering tie rod (31). The tie rod mounting part (25) is connected to the main body (2a) through a first connecting rib (26) and a second connecting rib (27). The first connecting rib (26) and the second connecting rib (27) form a triangular hollow hole with the main body (2a).

11. A vehicle, characterized in that, The vehicle includes a front suspension structure and a rear suspension structure as described in any one of claims 1 to 9. The front suspension structure includes a front steering mechanism for steering the front wheels of the vehicle. The front steering mechanism and the rear steering mechanism (3) are communicatively connected. When the front steering mechanism steering the front wheels, the rear steering mechanism (3) drives the rear wheels of the vehicle to rotate in the same or opposite direction as the front wheels.

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