A vehicle suspension and a vehicle having the same

Abstract

The embodiment of the present application provides a kind of vehicle suspension and the vehicle with it, vehicle suspension includes: rear axle joint, subframe, shock absorber, upper front swing arm, upper rear swing arm, lower front swing arm, lower rear swing arm, toe bar, stabilizer bar and hanger rod, the upper front swing arm, the upper rear swing arm, the lower front swing arm, the lower rear swing arm and the toe bar are connected with the rear axle joint and the subframe, the stabilizer bar is connected with the lower rear swing arm by the hanger rod, wherein the shock absorber is connected with the hanger rod and the lower rear swing arm by the same fastener.The vehicle suspension according to the present application can reduce the number of parts and simplify assembly, make the overall structure of lower rear swing arm, shock absorber and hanger rod more compact, and the length of lower rear swing arm can be reduced, so that the overall structure of vehicle suspension is more compact, and the space occupied is smaller, thereby effectively reducing the influence of vehicle suspension on the man-machine arrangement of rear row of vehicle, and reducing the cost of vehicle suspension.

Description

Technical Field

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

[0002] During vehicle operation, road noise and tire noise are transmitted to the vehicle body through the suspension, and finally to the ears of the driver and passengers. The suspension is an assembly of all transmission connection devices between the vehicle body system and the wheel system, and is a key system to ensure a good flexible connection between the wheels, frame and body.

[0003] In related technologies, the rear suspension adopts a multi-link design, which occupies a large space in the vehicle, making the ergonomic arrangement of the rear seats inconvenient. Utility Model Content

[0004] This application aims to at least solve one of the technical problems existing in the prior art. To this end, this application proposes a vehicle suspension that can effectively reduce space occupation and minimize the impact on the ergonomic arrangement of the rear seats of the vehicle.

[0005] This application also proposes a vehicle having the aforementioned vehicle suspension.

[0006] The vehicle suspension according to the first aspect of this application includes: a rear axle joint, a subframe, a shock absorber, an upper front control arm, an upper rear control arm, a lower front control arm, a lower rear control arm, a toe bar, a stabilizer bar, and a hanger. The upper front control arm, the upper rear control arm, the lower front control arm, the lower rear control arm, and the toe bar are all connected to the rear axle joint and the subframe. The stabilizer bar is connected to the lower rear control arm via the hanger. The shock absorber and the hanger are fastened to the lower rear control arm by the same fastener.

[0007] According to the vehicle suspension of this application, by fastening the shock absorber and the hanger to the lower rear control arm with the same fastener, the number of mounting holes and the arrangement area on the lower rear control arm are significantly reduced, the number of parts is reduced and the assembly is simplified, making the overall structure of the lower rear control arm, shock absorber and hanger more compact, and the length of the lower rear control arm can be reduced, thereby making the overall structure of the vehicle suspension more compact and occupying less space, thus effectively reducing the impact of the vehicle suspension on the human-machine arrangement of the rear seats of the vehicle, and reducing the cost of the vehicle suspension.

[0008] In some embodiments of this application, the lower rear swing arm is provided with a first mounting part, one end of the boom is provided with a first bushing, the first bushing is fastened to the first mounting part by the fastener, the other end of the boom is connected to the stabilizer bar by a ball pin, and / or, the lower end of the shock absorber is provided with a second bushing, the second bushing is fastened to the first mounting part by the fastener.

[0009] In this embodiment, the lower rear swing arm is provided with a first mounting part. One end of the boom is fixed to the first mounting part through a first bushing and fasteners. The structure is simple and the arrangement is reasonable. The first bushing allows the boom to swing at a certain angle relative to the lower rear swing arm, meeting the usage requirements. The other end of the boom is connected to the stabilizer bar through a ball joint, so that the boom and the stabilizer bar can be well hinged, which facilitates the stable and efficient transmission of force on the boom and the stabilizer bar.

[0010] In one embodiment of this application, the first mounting portion includes a first wall and a second wall spaced apart in the front-rear direction, the fastener passes through the first wall and the second wall in the front-rear direction, the second bushing is disposed between the first wall and the second wall, the first bushing is located on the outside of the lower rear swing arm, and both the second bushing and the first bushing are sleeved on the fastener.

[0011] In this embodiment, the first mounting part includes a first wall and a second wall arranged at intervals in the front-rear direction. The fastener passes through the first wall and the second wall in the front-rear direction. The second bushing is disposed between the first wall and the second wall and is sleeved on the fastener. The arrangement is reasonable. The first wall and the second wall can provide stable support for the fastener. The second bushing is disposed between the first wall and the second wall so that the fastener can stably and reliably fasten the shock absorber to the lower rear swing arm.

[0012] In some examples of this application, the lower rear control arm is further provided with a second mounting portion, the vehicle suspension further includes a spring, the lower end of the spring is connected to the second mounting portion, and the spring and the shock absorber are arranged at intervals in the left-right direction.

[0013] In this embodiment, the lower rear control arm is provided with a second mounting part. The lower end of the spring is connected to the second mounting part and is spaced apart from the shock absorber in the left and right directions, so that the spring and the shock absorber are arranged separately, which makes assembly convenient and reduces the development and design cost, making the assembly of the vehicle suspension more convenient and less costly.

[0014] In one example of this application, the lower rear swing arm includes: a first plate and a second plate, the first plate being disposed on the upper side of the second plate, the first plate having a mounting boss, the mounting boss forming the second mounting portion, and a portion of the second plate forming the first mounting portion.

[0015] In this embodiment, the lower rear swing arm includes a first plate and a second plate. The first plate is located on the upper side of the second plate and has a mounting boss. The mounting boss forms a second mounting part. The structure is simple and can well meet the connection and fixing requirements of the spring.

[0016] In some embodiments of this application, the rear axle joint is provided with a lower front control arm mounting point, the lower front control arm mounting point is provided with a third bushing, one end of the lower front control arm is fastened to the third bushing, the other end of the lower front control arm is provided with a fourth bushing, and the lower front control arm is connected to the subframe through the fourth bushing.

[0017] In this embodiment, a third bushing is provided at the mounting point of the lower front control arm on the rear axle joint. One end of the lower front control arm is fastened to the third bushing, and the other end of the lower front control arm is connected to the subframe through a fourth bushing. The structure is simple and can well meet the connection requirements of the lower front control arm with the rear axle joint and the subframe.

[0018] In some embodiments of this application, the lower front control arm is a sheet metal part.

[0019] The lower front control arm is made of sheet metal, which makes its production and processing more convenient and efficient, and also makes it lighter, which can well meet the needs of vehicle lightweighting.

[0020] In some embodiments of this application, the upper front swing arm and / or the upper rear swing arm extend along a downwardly concave arc.

[0021] In this embodiment, the upper front control arm and / or upper rear control arm are set to extend along a downward concave arc, which can avoid the longitudinal beams and other structures of the vehicle, avoid interference with other structures of the vehicle, facilitate the assembly of the vehicle suspension in the vehicle, and to a certain extent make the overall layout of the vehicle suspension and the vehicle body more compact, reduce the space occupied by the vehicle suspension, and thus further reduce the impact on the rear passenger ergonomics of the vehicle.

[0022] In some embodiments of this application, the length of the toe bar is greater than or equal to 330 mm and less than or equal to 360 mm, the angle between the toe bar and the left-right direction of the vehicle is greater than or equal to 5° and less than or equal to 15°, and / or, the length of the upper front control arm is greater than or equal to 330 mm and less than or equal to 360 mm, the angle between the upper front control arm and the left-right direction of the vehicle is greater than or equal to 20° and less than or equal to 30°, and / or, the length of the upper rear control arm is greater than or equal to 410 mm and less than or equal to 440 mm, the angle between the upper rear control arm and the left-right direction of the vehicle is greater than or equal to 40° and less than or equal to 5°. 0°, and / or, the angle between the upper front control arm and the upper rear control arm is greater than or equal to 30° and less than or equal to 50°, and / or, the length of the lower front control arm is greater than or equal to 400mm and less than or equal to 430mm, and the angle between the lower front control arm and the left-right direction of the vehicle is greater than or equal to 30° and less than or equal to 40°, and / or, the length of the lower rear control arm is greater than or equal to 500mm and less than or equal to 530mm, and the angle between the lower rear control arm and the left-right direction of the vehicle is greater than or equal to 30° and less than or equal to 40°, and / or, the angle between the lower front control arm and the lower rear control arm is greater than 50°.

[0023] In this embodiment, the length of the toe-in rod is set to be greater than or equal to 330mm and less than or equal to 360mm. This effectively balances the control precision of the toe angle with the risk of motion interference, allowing the vehicle suspension to stably and precisely control the wheel toe angle during bouncing. This makes the vehicle more stable when driving straight and allows the wheels to respond better when turning. The angle between the toe-in rod and the vehicle's left and right directions is set to be greater than or equal to 5° and less than or equal to 15°. This allows the toe-in rod to better bear the longitudinal forces during vehicle movement, reducing the excessive influence of the toe-in rod on the toe angle during vertical bouncing. This provides better wheel contact performance during acceleration or braking and avoids excessive changes in toe-in during vehicle suspension movement, resulting in better vehicle handling stability. The length of the upper front control arm is set to... The upper front control arm is set to a length greater than or equal to 330mm and less than or equal to 360mm to ensure a suitable length for effectively controlling the rate of change in wheel camber angle, improving lateral grip during cornering, and avoiding stress concentration caused by excessively large or small structures. This results in more stable operation of the upper front control arm. The angle between the upper front control arm and the vehicle's left-right direction is set to greater than or equal to 20° and less than or equal to 30° to effectively handle vertical and longitudinal loads on the windshield, improving wheel steering characteristics and cornering performance. The upper rear control arm is set to a length greater than or equal to 410mm and less than or equal to 440mm to better control wheel toe-in and camber angles, resulting in greater vehicle stability at high speeds. The angle between the upper rear control arm and the vehicle's left-right direction is set to a greater than 30° and less than or equal to 30°. The angle between the upper front control arm and the upper rear control arm is set to be greater than or equal to 40° and less than or equal to 50°, which improves the lateral support stiffness of the vehicle during cornering and enhances its anti-roll capability. The angle between the upper front control arm and the upper rear control arm is set to be greater than or equal to 30° and less than or equal to 50°, allowing them to better coordinate and control wheel camber changes, thus improving the overall rigidity and kinematic performance of the vehicle. The length of the lower front control arm is set to be greater than or equal to 400mm and less than or equal to 430mm, enabling it to effectively bear large vertical and longitudinal loads and control wheel trajectory. The angle between the lower front control arm and the vehicle's left and right directions is set to be greater than or equal to 30° and less than or equal to 40°, further improving the lateral support stiffness of the vehicle during cornering. To improve the vehicle's anti-roll capability, the lower rear control arm is set to a length greater than or equal to 500mm and less than or equal to 530mm. This allows the lower rear control arm to better control wheel movement, resulting in better vehicle stability and impact resistance. It also facilitates easier connection between the shock absorber and stabilizer bar and the lower rear control arm. The angle between the lower rear control arm and the vehicle's left and right directions is set to greater than or equal to 30° and less than or equal to 40°, providing better lateral support during cornering and further enhancing the vehicle's anti-roll capability. The angle between the lower front control arm and the lower rear control arm is set to greater than 50°, which significantly improves the overall stiffness and torsional resistance of the lower front and lower rear control arms, allowing the vehicle suspension to better control the longitudinal and lateral movement of the wheels.

[0024] The vehicle according to the second aspect of this application includes the vehicle suspension according to the first aspect of this application.

[0025] According to the vehicle of this application, by setting the vehicle suspension of the first aspect mentioned above, by fastening the shock absorber and the hanger to the lower rear control arm with the same fastener, the number of mounting holes and the arrangement area on the lower rear control arm are greatly reduced, the number of parts is reduced and the assembly is simplified, making the overall structure of the lower rear control arm, shock absorber and hanger more compact, and the length of the lower rear control arm can be reduced, thereby making the overall structure of the vehicle suspension more compact and occupying less space, thus greatly reducing the impact of the vehicle suspension on the human-machine arrangement of the rear seats of the vehicle, and reducing the cost of the vehicle suspension. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of a portion of the vehicle suspension according to an embodiment of this application; Figure 2 This is a schematic diagram of the lower rear swing arm according to an embodiment of this application; Figure 3 This is a schematic diagram of the lower rear swing arm assembled with the shock absorber and the boom according to an embodiment of this application; Figure 4 This is a schematic diagram from another angle showing the lower rear swing arm assembled with the shock absorber and boom according to an embodiment of this application; Figure 5 This is a schematic diagram of the rear axle section according to an embodiment of this application; Figure 6 This is a schematic diagram of the boom according to an embodiment of this application; Figure 7 This is a schematic diagram of a vibration damper according to an embodiment of this application; Figure 8 This is a schematic diagram of the lower front swing arm according to an embodiment of this application; Figure 9 This is a schematic diagram of the upper front swing arm according to an embodiment of this application; Figure 10 This is a schematic diagram of the upper rear swing arm according to an embodiment of this application; Figure 11 This is a schematic diagram of the toe bar according to an embodiment of this application; Figure 12 This is a schematic diagram of the stabilizer bar according to an embodiment of this application; Figure 13 This is a schematic diagram of the vehicle suspension after the subframe has been removed, according to an embodiment of this application. Figure 14 This is a schematic diagram of a vehicle suspension according to an embodiment of this application; Figure 15 A schematic diagram of the subframe according to an embodiment of this application.

[0027] Explanation of reference numerals in the attached figures: 1. Vehicle suspension; 11. Subframe; 12. Shock absorber; 13. Spring; 21. Rear axle joint; 211. Upper front control arm mounting point; 212. Upper rear control arm mounting point; 213. Lower front control arm mounting point; 214. Lower rear control arm mounting point; 215. Front toe-in mounting point; 216. Brake caliper mounting point; 22. Forward arm swing; 23. Backward arm swing; 24. Forward arm swing; 25. Lower rear swing arm; 2501. First mounting part; 2502. Second mounting part; 251. First plate; 2511. Install boss; 252. Second board; 2521. First wall; 2522. Second wall; 26. Toe bar; 27. Suspension bar; 28. Stabilizer bar; 281. Fixing clamp; 29. ​​Fastener; 31. First bushing; 32. Second bushing; 33. Third bushing; 34. Fourth bushing; 35. Fifth bushing; 36. Sixth bushing; 37. Seventh bushing; 38. Eighth bushing; 39. Ninth bushing. Detailed Implementation

[0028] To make the technical problems, technical solutions, and beneficial effects solved by this application clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0029] First, refer to Figure 14 and Figure 15 A vehicle according to a second aspect embodiment of the present application will be briefly described. The vehicle includes a vehicle suspension 1, a body, and wheels. The vehicle suspension 1 connects the body and the wheels.

[0030] The following is for reference. Figures 1-15 A vehicle suspension 1 according to an embodiment of the first aspect of this application is described.

[0031] like Figures 1-15 As shown, the vehicle suspension 1 according to the first aspect embodiment of this application includes: a rear axle joint 21, a subframe 11, a shock absorber 12, an upper front control arm 22, an upper rear control arm 23, a lower front control arm 24, a lower rear control arm 25, a toe bar 26, a stabilizer bar 28, and a hanger 27. The upper front control arm 22, the upper rear control arm 23, the lower front control arm 24, the lower rear control arm 25, and the toe bar 26 are all connected to the rear axle joint 21 and the subframe 11. The stabilizer bar 28 is connected to the lower rear control arm 25 through the hanger 27. The shock absorber 12 and the hanger 27 are fastened to the lower rear control arm 25 through the same fastener 29.

[0032] In this embodiment, the vehicle suspension 1 is provided with an upper front control arm 22, an upper rear control arm 23, a lower front control arm 24, a lower rear control arm 25, and a toe bar 26 connecting the subframe 11 and the rear axle joint 21. Therefore, the vehicle suspension 1 in this embodiment is a five-link suspension structure, which can precisely control the movement trajectory of the vehicle's wheels, resulting in better vehicle handling and comfort. For example, in this embodiment, the rear axle joint 21 is connected to the wheel, the subframe 11 is connected to the vehicle body, the two ends of the upper front control arm 22 are connected to the rear axle joint 21 and the subframe 11 respectively, the two ends of the upper rear control arm 23 are connected to the rear axle joint 21 and the subframe 11 respectively, the two ends of the lower front control arm 24 are connected to the rear axle joint 21 and the subframe 11 respectively, the two ends of the lower rear control arm 25 are connected to the rear axle joint 21 and the subframe 11 respectively, and the toe bar 26 is connected to the rear axle joint 21 and the subframe 11 respectively, thereby realizing the connection and assembly of the vehicle suspension 1 with the vehicle body and wheels, meeting the assembly and use requirements of the vehicle. The stabilizer bar 28 is connected to the lower rear control arm 25 via the boom 27. When the lower rear control arm 25 moves up and down with the wheel, the boom 27 can drive the stabilizer bar 28 to twist, thereby suppressing the body roll.

[0033] In this embodiment, the shock absorber 12 and the boom 27 are fastened to the lower rear swing arm 25 by the same fastener 29. Therefore, when assembling the shock absorber 12, the boom 27 and the lower rear swing arm 25, the shock absorber 12 and the boom 27 can be fastened to the lower rear swing arm 25 at the same time by the same fastener 29. It is not necessary to set multiple fasteners 29 for separate assembly, so that the assembly steps of the shock absorber 12 and the boom 27 on the lower rear swing arm 25 are reduced and the assembly is more convenient. Compared to fixing the shock absorber 12 and the hanger 27 separately to the lower rear control arm 25, fastening the shock absorber 12 and the hanger 27 to the lower rear control arm 25 with the same fastener 29 can effectively reduce the number of mounting holes or mounting bracket structures on the lower rear control arm 25, and reduce the installation area required. This allows for a more compact overall arrangement of the shock absorber 12, hanger 27, and lower rear control arm 25, and reduces the length of the lower rear control arm 25. This, in turn, helps to reduce the wire diameter of the stabilizer bar 28 and the stress on the fixing point of the stabilizer bar 28. At the same time, it can reduce the vertical height of the shock absorber 12, thereby reducing the vertical height of the vehicle suspension 1. This results in a significant reduction in the installation space of the vehicle suspension 1 and, to some extent, reduces the cost of the vehicle suspension 1.

[0034] According to the vehicle suspension 1 of this application embodiment, by fastening the shock absorber 12 and the hanger 27 to the lower rear control arm 25 through the same fastener 29, the number of mounting holes and the arrangement area on the lower rear control arm 25 are effectively reduced, the number of parts is reduced and the assembly is simplified, making the overall structure of the lower rear control arm 25, the shock absorber 12 and the hanger 27 more compact, and the length of the lower rear control arm 25 can be reduced, thereby making the overall structure of the vehicle suspension 1 more compact and occupying less space, thus effectively reducing the impact of the vehicle suspension 1 on the human-machine arrangement of the rear seats of the vehicle, and reducing the cost of the vehicle suspension 1.

[0035] In some embodiments of this application, such as Figure 2 and Figure 4 As shown, the lower rear swing arm 25 may be provided with a first mounting part 2501, one end of the boom 27 is provided with a first bushing 31, the first bushing 31 is fastened to the first mounting part 2501 by fasteners 29, the other end of the boom 27 is connected to the stabilizer bar 28 by ball pin, and / or, the lower end of the shock absorber 12 is provided with a second bushing 32, the second bushing 32 is fastened to the first mounting part 2501 by fasteners 29.

[0036] In this embodiment, the lower rear swing arm 25 is provided with a first mounting part 2501. One end of the boom 27 is fixed to the first mounting part 2501 through a first bushing 31 and a fastener 29. The structure is simple and the arrangement is reasonable. The first bushing 31 allows the boom 27 to swing at a certain angle relative to the lower rear swing arm 25, which meets the usage requirements. The other end of the boom 27 is connected to the stabilizer bar 28 through a ball pin, so that the boom 27 and the stabilizer bar 28 can be well hinged, which facilitates the stable and efficient transmission of force on the boom 27 and the stabilizer bar 28.

[0037] In some embodiments of this application, such as Figure 4 As shown, the lower end of the shock absorber 12 is provided with a second bushing 32, and the second bushing 32 is fastened to the first mounting part 2501 by fasteners 29.

[0038] In this embodiment, the lower end of the shock absorber 12 is provided with a second bushing 32. The second bushing 32 is fastened to the first mounting part 2501 by fasteners 29. The structure is simple and the arrangement is reasonable, so that the shock absorber 12 can be stably fixed on the lower rear swing arm 25. The shock absorber 12 can swing relative to the lower rear swing arm 25 at a certain angle, thereby well meeting the usage requirements.

[0039] In some embodiments of this application, such as Figure 2 and Figure 4As shown, the lower rear swing arm 25 may be provided with a first mounting part 2501, one end of the boom 27 is provided with a first bushing 31, the first bushing 31 is fastened to the first mounting part 2501 by fasteners 29, the other end of the boom 27 is connected to the stabilizer bar 28 by ball pins, and the lower end of the shock absorber 12 is provided with a second bushing 32, the second bushing 32 is fastened to the first mounting part 2501 by fasteners 29.

[0040] In this embodiment, the shock absorber 12 and the hanger 27 are respectively provided with a second bushing 32 and a first bushing 31, which are assembled with fasteners 29 onto the lower rear swing arm 25. For example, the fasteners 29 may include bolts and nuts. The bolts pass through the first bushing 31 and the second bushing 32 and pass through the mounting holes provided on the lower rear swing arm 25. The bolts are then screwed to the nuts, thereby fastening the shock absorber 12 and the hanger 27 onto the lower rear swing arm 25.

[0041] In this embodiment, the first bushing 31 and the second bushing 32 are fastened to the fastener 29. The structure is simple and the setting is reasonable, which can well meet the usage needs of the shock absorber 12 and the hanger 27 when the vehicle suspension 1 is in operation.

[0042] In one embodiment of this application, reference is made to Figure 1 and Figure 2 As shown, the first mounting part 2501 may be included in the front-rear direction (e.g., Figure 1 The first wall 2521 and the second wall 2522 are arranged at intervals in the front-rear direction. The fastener 29 passes through the first wall 2521 and the second wall 2522 in the front-rear direction. The second bushing 32 is located between the first wall 2521 and the second wall 2522. The first bushing 31 is located on the outside of the lower rear swing arm 25. Both the second bushing 32 and the first bushing 31 are fitted onto the fastener 29.

[0043] In this embodiment, the first mounting part 2501 includes a first wall 2521 and a second wall 2522 spaced apart in the front-rear direction. A fastener 29 passes through the first wall 2521 and the second wall 2522 in the front-rear direction. A second bushing 32 is disposed between the first wall 2521 and the second wall 2522 and sleeved on the fastener 29. This arrangement is reasonable, allowing the first wall 2521 and the second wall 2522 to provide stable support for the fastener 29. The second bushing 32, positioned between the first wall 2521 and the second wall 2522, enables the fastener 29 to reliably and stably fasten the shock absorber 12 to the lower rear swing arm 25. In this embodiment, the first bushing 31 is located on the outside of the lower rear swing arm 25, facilitating the connection between the suspension rod 27 and the stabilizer rod 28. For example, the stabilizer rod 28 can be arranged on the rear side of the lower rear swing arm 25, with the first bushing 31 located on the rear side of the lower rear swing arm 25.

[0044] In some examples of this application, references Figure 1 and Figure 2As shown, the lower rear control arm 25 may also be provided with a second mounting part 2502, and the vehicle suspension 1 also includes a spring 13, the lower end of which is connected to the second mounting part 2502. The spring 13 and the shock absorber 12 are in the left-right direction (e.g., Figure 1 Arranged at intervals in the left and right directions as shown.

[0045] In this embodiment, the lower rear swing arm 25 is provided with a second mounting part 2502. The lower end of the spring 13 is connected to the second mounting part 2502 and is spaced apart from the shock absorber 12 in the left and right directions, so that the spring 13 and the shock absorber 12 are arranged separately, which makes assembly convenient and reduces the development and design cost, making the assembly of the vehicle suspension 1 more convenient and less costly.

[0046] In one example of this application, such as Figure 2 and Figure 3 As shown, the lower rear swing arm 25 may include: a first plate 251 and a second plate 252, wherein the first plate 251 is disposed on the upper side of the second plate 252 (e.g., Figure 3 (As shown in the vertical direction), the first plate 251 is provided with a mounting boss 2511, the mounting boss 2511 is formed as a second mounting part 2502, and a portion of the second plate 252 is formed as a first mounting part 2501.

[0047] In this embodiment, the lower rear swing arm 25 includes a first plate 251 and a second plate 252. The first plate 251 is located on the upper side of the second plate 252 and has a mounting boss 2511. The mounting boss 2511 forms a second mounting part 2502. The structure is simple and can well meet the connection and fixing needs of the spring 13. For example, the upper and lower ends of the spring 13 are provided with bases. The upper end of the spring 13 is connected to the vehicle body through the base, and the lower end of the spring 13 is fastened to the mounting boss 2511 through the base. The mounting boss 2511 can be provided with fixing holes to facilitate the assembly and fixing of the spring 13. Since a portion of the second plate 252 is formed as the first mounting part 2501, the shock absorber 12 and the suspension rod 27 are fastened to the second plate 252.

[0048] For example, refer to Figure 3 and Figure 5As shown, a fifth bushing 35 is provided at one end of the first plate 251, and a lower rear control arm mounting point 214 is provided on the rear axle joint 21. A sixth bushing 36 is provided on the lower rear control arm mounting point 214. One end of the lower rear control arm 25 is fastened to the subframe 11 through the fifth bushing 35, and the other end of the lower rear control arm 25 is fastened to the rear axle joint 21 through the sixth bushing 36. The axis of the fifth bushing 35 is along the front-rear direction, so that the lower rear control arm 25 can swing at a small angle in the front-rear direction of the vehicle, with a swing range of ±10°, and swing at a larger angle in the vertical direction, with a swing range of ±50°. Since the bushing structure has the characteristics of low axial stiffness and high radial and tangential stiffness, the vehicle suspension 1 can well ensure the roll and yaw performance when the vehicle is driving, which helps to reduce the impact of the vehicle suspension 1 when jumping up and down, and makes the vehicle more comfortable and stable.

[0049] For example, the side of the first plate 251 facing the first mounting part 2501 may be provided with an avoidance notch to facilitate the assembly and fixation of the shock absorber 12 and the second plate 252. The first mounting part 2501 and the second mounting part 2502 may be arranged in the middle position of the lower rear control arm 25 so that the shock absorber 12 and the spring 13 can meet the travel requirements of the vehicle suspension 1 and enable the vehicle suspension 1 to have a good buffering and shock absorption effect. The other end of the first plate 251 may be provided with a circular mounting hole to connect with the sixth bushing 36 on the rear axle joint 21.

[0050] In this embodiment, the lower rear control arm 25 is composed of a first plate 251 and a second plate 252. The structure is simple and can reduce the weight of the lower rear control arm 25 to a certain extent, meeting the requirements for vehicle lightweighting. For example, the lower rear control arm 25 can be welded together from two stamped sheet metal parts, namely the first plate 251 and the second plate 252. The first plate 251 and the second plate 252 cooperate to form a U-shaped cavity structure in the middle of the lower rear control arm 25. The first plate 251 forms a Z-shaped structure at both ends of the lower rear control arm 25, thereby reducing weight while ensuring the overall structural strength of the lower rear control arm 25 meets usage requirements.

[0051] In some embodiments of this application, such as Figure 5 and Figure 8 As shown, the rear axle joint 21 may be provided with a lower front control arm mounting point 213. The lower front control arm mounting point 213 is provided with a third bushing 33. One end of the lower front control arm 24 is fastened to the third bushing 33, and the other end of the lower front control arm 24 is provided with a fourth bushing 34. The lower front control arm 24 is connected to the subframe 11 through the fourth bushing 34.

[0052] In this embodiment, the rear axle joint 21 is provided with a lower front control arm mounting point 213 and a third bushing 33 is provided. One end of the lower front control arm 24 is fastened to the third bushing 33, and the other end of the lower front control arm 24 is connected to the subframe 11 through a fourth bushing 34. The structure is simple and can well meet the connection requirements of the lower front control arm 24 with the rear axle joint 21 and the subframe 11. For example, the axes of the third bushing 33 and the fourth bushing 34 extend in the same direction. The lower front control arm 24 can swing at a small angle in the front-rear direction of the vehicle, and the swing range can be ±10°. The arm 24 can swing at a large angle in the vertical direction, with a swing range of ±50°. Due to the bushing structure's characteristics of low axial stiffness and high radial and tangential stiffness, it can effectively ensure the strength, durability, and NVH (noise, vibration, harshness) performance of the connection structure between the lower front control arm 24, the rear axle joint 21, and the subframe 11. This allows the vehicle suspension 1 to effectively guarantee the vehicle's roll and yaw performance during driving, resulting in better vehicle comfort and stability.

[0053] In this embodiment, the lower front control arm 24 and the third bushing 33 can be fastened by bolts. One end of the lower front control arm 24 connected to the third bushing 33 can form a relief groove to avoid the third bushing 33. The two side walls of the relief groove are screwed together to connect with the third bushing 33. The structure is simple, which makes the lower front control arm 24 and the rear axle joint 21 stably and reliably connected, and ensures that the lower front control arm 24 will not interfere with the rear axle joint 21 when it swings relative to the rear axle joint 21, making the vehicle suspension 1 operate more stably.

[0054] In some embodiments of this application, the lower front control arm 24 can be a sheet metal part. This makes the production and processing of the lower front control arm 24 more convenient and efficient, and also makes the lower front control arm 24 lighter, which can well meet the needs of vehicle lightweighting. For example, the lower front control arm 24 can be formed by sheet metal stamping, and the cross-section of the lower front control arm 24 can be Z-shaped to meet the needs of lightweighting and structural strength.

[0055] In some embodiments of this application, such as Figure 9 and Figure 10 As shown, the upper front swing arm 22 and / or the upper rear swing arm 23 may extend along a downwardly concave arc.

[0056] In this embodiment, the upper front swing arm 22 and / or the upper rear swing arm 23 extend along a downward concave arc. For example, the upper front swing arm 22 may extend along a downward concave arc, or the upper rear swing arm 23 may extend along a downward concave arc, or both the upper front swing arm 22 and the upper rear swing arm 23 may extend along a downward concave arc.

[0057] In this embodiment, the upper front control arm 22 and / or the upper rear control arm 23 are configured to extend along a downward concave arc, which can avoid the longitudinal beams and other structures of the vehicle, avoid interference with other structures of the vehicle, facilitate the assembly of the vehicle suspension 1 in the vehicle, and to a certain extent make the overall arrangement of the vehicle suspension 1 and the vehicle body more compact, reduce the space occupied by the vehicle suspension 1, thereby further reducing the impact on the rear passenger ergonomics of the vehicle.

[0058] For example, the upper front control arm 22 can be welded together from two U-shaped sheet metal parts. The cross-section of the upper front control arm 22 can be U-shaped, thus forming a hollow structure. This allows the upper front control arm 22 to have good structural strength, meeting the vehicle's lightweight requirements. The structure is simple, with low development and design costs, and can effectively meet the requirements for structural strength, durability, and NVH performance. Seventh bushings 37 can be provided at both ends of the upper front control arm 22. The axis of the seventh bushing 37 can be in the same direction as the thickness direction of the upper front control arm 22. The rear axle joint 21 can be provided with the upper front control arm. Mounting point 211, one end of the upper front control arm 22 can be fastened to the upper front control arm mounting point 211 through the seventh bushing 37, and the other end of the upper front control arm 22 is connected to the subframe 11 through the seventh bushing 37. This can well ensure the roll and yaw performance of the vehicle when driving, as well as the comfort and handling stability of the vehicle. The upper front control arm 22 can swing at a small angle in the front-rear direction of the vehicle, with a swing range of ±10°. The upper front control arm 22 can swing at a larger angle in the vertical direction of the vehicle, with a swing range of ±50°.

[0059] For example, the upper rear control arm 23 can be welded together from two U-shaped sheet metal parts. The cross-section of the upper rear control arm 23 can be U-shaped, thus forming a hollow structure. This allows the upper rear control arm 23 to have good structural strength, meeting the requirements of vehicle lightweighting. The structure is simple, the development and design cost is low, and it can well meet the requirements of structural strength, durability, and NVH performance. Eighth bushings 38 can be provided at both ends of the upper rear control arm 23. The axis of the eighth bushing 38 can be in the same direction as the thickness direction of the upper rear control arm 23. The rear axle joint 21 can be provided with the upper rear control arm. Mounting point 212, one end of the upper rear control arm 23 can be fastened to the upper rear control arm mounting point 212 through the eighth bushing 38, and the other end of the upper rear control arm 23 is connected to the subframe 11 through the eighth bushing 38. This can well ensure the roll and yaw performance of the vehicle when it is driving, as well as the comfort and handling stability of the vehicle. The upper rear control arm 23 can swing at a small angle in the front-rear direction of the vehicle, with a swing range of ±10°. The upper rear control arm 23 can swing at a larger angle in the vertical direction of the vehicle, with a swing range of ±50°.

[0060] In some embodiments of this application, the length of the toe bar 26 can be greater than or equal to 330 mm and less than or equal to 360 mm, the angle between the toe bar 26 and the left-right direction of the vehicle can be greater than or equal to 5° and less than or equal to 15°, and / or, the length of the upper front control arm 22 can be greater than or equal to 330 mm and less than or equal to 360 mm, the angle between the upper front control arm 22 and the left-right direction of the vehicle can be greater than or equal to 20° and less than or equal to 30°, and / or, the length of the upper rear control arm 23 can be greater than or equal to 410 mm and less than or equal to 440 mm, the angle between the upper rear control arm 23 and the left-right direction of the vehicle can be greater than or equal to 40° and less than or equal to 5°. 0°, and / or, the angle between the upper front control arm 22 and the upper rear control arm 23 can be greater than or equal to 30° and less than or equal to 50°, and / or, the length of the lower front control arm 24 can be greater than or equal to 400mm and less than or equal to 430mm, and the angle between the lower front control arm 24 and the left and right directions of the vehicle can be greater than or equal to 30° and less than or equal to 40°, and / or, the length of the lower rear control arm 25 can be greater than or equal to 500mm and less than or equal to 530mm, and the angle between the lower rear control arm 25 and the left and right directions of the vehicle can be greater than or equal to 30° and less than or equal to 40°, and / or, the angle between the lower front control arm 24 and the lower rear control arm 25 can be greater than 50°.

[0061] In this embodiment, the length of the toe bar 26 is set to be greater than or equal to 330mm and less than or equal to 360mm. For example, the length of the toe bar 26 can be 330mm, 340mm, 345mm, 348mm, 355mm, 360mm, etc. This can effectively balance the control accuracy of the toe angle with the risk of motion interference, so that the vehicle suspension 1 can stably and accurately control the toe angle of the wheel when bouncing, making the vehicle more stable when driving straight and the wheel can respond better when turning.

[0062] The angle between the toe rod 26 and the left and right directions of the vehicle is set to be greater than or equal to 5° and less than or equal to 15°. For example, the angle between the toe rod 26 and the left and right directions of the vehicle can be 5°, 6°, 10°, 12°, 15°, etc. This allows the toe rod 26 to better bear the longitudinal force when the vehicle is driving, reduces the excessive influence of the toe rod 26 on the toe angle when the vertical jump is reduced, and allows the wheels to have better ground contact when the vehicle is accelerating or braking. It also avoids excessive changes in toe during the movement of the vehicle suspension 1, and makes the vehicle's handling stability better.

[0063] In this embodiment, the length of the upper front control arm 22 is set to be greater than or equal to 330mm and less than or equal to 360mm. For example, the length of the upper front control arm 22 can be 330mm, 340mm, 345mm, 348mm, 355mm, 360mm, etc., so that the length of the upper front control arm 22 is more suitable to effectively control the rate of change of the wheel camber angle, improve the lateral grip of the wheel when cornering, and avoid stress concentration caused by the structure being too large or too small, so that the upper front control arm 22 operates more stably.

[0064] In this embodiment, the angle between the upper front control arm 22 and the left-right direction of the vehicle is set to be greater than or equal to 20° and less than or equal to 30°. For example, the angle between the upper front control arm 22 and the left-right direction of the vehicle can be 20°, 22°, 25°, 27°, 29°, 30°, etc., so that the upper front control arm 22 can effectively load the vertical and longitudinal windshields, and improve the steering characteristics and cornering performance of the wheels.

[0065] In this embodiment, the length of the upper rear control arm 23 is set to be greater than or equal to 410mm and less than or equal to 440mm. For example, the length of the upper rear control arm 23 can be 410mm, 415mm, 430mm, 440mm, etc., so that the upper rear control arm 23 can better control the wheel toe and camber angle, making the vehicle more stable when driving at high speed.

[0066] In this embodiment, the angle between the upper rear control arm 23 and the left-right direction of the vehicle is set to be greater than or equal to 40° and less than or equal to 50°. For example, the angle between the upper rear control arm 23 and the left-right direction of the vehicle can be 40°, 41°, 43°, 45°, 48°, 50°, etc., so that the upper rear control arm 23 can better bear the lateral force and part of the vertical force, so that the lateral support stiffness of the vehicle when cornering is better, and the vehicle can have better anti-roll capability.

[0067] In this embodiment, the included angle between the upper front control arm 22 and the upper rear control arm 23 is set to be greater than or equal to 30° and less than or equal to 50°. For example, the included angle between the upper front control arm 22 and the upper rear control arm 23 can be 30°, 31°, 33°, 35°, 40°, 45°, 50°, etc. This can make the force distribution between the upper front control arm 22 and the upper rear control arm 23 better, and enable the upper front control arm 22 and the upper rear control arm 23 to better cooperate in controlling the camber angle change of the wheel, thereby improving the overall rigidity and kinematic performance of the vehicle.

[0068] In this embodiment, the length of the lower front control arm 24 is set to be greater than or equal to 400mm and less than or equal to 430mm. For example, the length of the lower front control arm 24 can be 400mm, 410mm, 415mm, 425mm, 430mm, etc., so that the lower front control arm 24 can bear large vertical loads and longitudinal loads well and effectively control the wheel movement trajectory.

[0069] In this embodiment, the angle between the lower front control arm 24 and the left-right direction of the vehicle is set to be greater than or equal to 30° and less than or equal to 40°. For example, the angle between the lower front control arm 24 and the left-right direction of the vehicle can be 30°, 31°, 33°, 35°, 40°, etc., so that the lower front control arm 24 can better bear the lateral force and part of the vertical force, so that the lateral support stiffness of the vehicle when cornering is better, and the vehicle can have better anti-roll capability.

[0070] In this embodiment, the length of the lower rear control arm 25 is set to be greater than or equal to 500mm and less than or equal to 530mm. For example, the length of the lower rear control arm 25 can be 500mm, 505mm, 508mm, 510mm, 515mm, 520mm, 530mm, etc., so that the lower rear control arm 25 can better control the movement of the wheel, improve the stability and impact resistance of the vehicle when driving, and make it easier for the shock absorber 12 and the stabilizer bar 28 to be connected to the lower rear control arm 25.

[0071] In this embodiment, the angle between the lower rear control arm 25 and the left-right direction of the vehicle is set to be greater than or equal to 30° and less than or equal to 40°. For example, the angle between the lower rear control arm 25 and the left-right direction of the vehicle can be 30°, 31°, 33°, 35°, 40°, etc., so that the lower rear control arm 25 can better bear the lateral force and vertical force, so that the lateral support of the vehicle when cornering is better, and the vehicle can have better anti-roll capability.

[0072] In this embodiment, the included angle between the lower front control arm 24 and the lower rear control arm 25 is set to be greater than 50°. For example, the included angle between the lower front control arm 24 and the lower rear control arm 25 can be 51°, 53°, 55°, etc., which can greatly improve the overall stiffness and torsional resistance of the lower front control arm 24 and the lower rear control arm 25, so that the vehicle suspension 1 can better control the longitudinal and lateral movement of the wheels.

[0073] For example, the toe bar 26 in this embodiment can adopt a two-force bar structure and the overall design can be symmetrical. Both ends of the toe bar 26 can be provided with a ninth bushing 39. The rear axle joint 21 can be provided with a toe bar mounting point 215. One end of the toe bar 26 is connected to the subframe 11 through the ninth bushing 39, and the other end of the toe bar 26 can be connected to the toe bar mounting point 215 through the ninth bushing 39. The toe bar 26 can include a connecting rod and a mounting sleeve. The sleeve and the connecting rod are welded together. The ninth bushing 39 is disposed in the mounting sleeve. The toe bar 26 can swing at a small angle in the front-rear direction of the vehicle, with a swing range of ±10°. The toe bar 26 can swing at a large angle in the vertical direction of the vehicle, with a swing range of ±50°. This can effectively ensure the roll and yaw performance of the vehicle during driving, as well as the comfort and handling stability of the vehicle.

[0074] For example, the rear axle joint 21 can be a casting. A circular hole can be provided in the middle region of the rear axle joint 21 for mounting the wheel hub bearing. A brake caliper mounting point 216 can be provided in the middle and rear part of the rear axle joint 21 to facilitate bolt connection with the brake caliper. Fixing holes can be provided at the upper front control arm mounting point 211, upper rear control arm mounting point 212, lower front control arm mounting point 213, lower rear control arm mounting point 214, and front toe-in mounting point 215 of the rear axle joint 21. The mounting holes of the mounting point 213 and the lower rear control arm mounting point 214 can be used to fix the third bushing 33 and the sixth bushing 36 respectively, thus well meeting the assembly needs of the vehicle suspension 1. The structure is simple and facilitates the connection, assembly and maintenance of various components in the vehicle suspension 1. The first bushing 31, the second bushing 32, the third bushing 33, the fourth bushing 34, the fifth bushing 35, the sixth bushing 36, the seventh bushing 37, the eighth bushing 38 and the ninth bushing 39 can all be rubber bushings.

[0075] The following is for reference. Figures 1-15 A vehicle according to an embodiment of the second aspect of this application is described.

[0076] like Figures 1-15 As shown, the vehicle according to an embodiment of this application includes a vehicle suspension 1 according to an embodiment of the first aspect of this application.

[0077] According to the vehicle embodiment of this application, by setting the vehicle suspension 1 of the first aspect embodiment above, by fastening the shock absorber 12 and the hanger 27 to the lower rear control arm 25 through the same fastener 29, the number of mounting holes and the arrangement area on the lower rear control arm 25 are greatly reduced, the number of parts is reduced and the assembly is simplified, making the overall structure of the lower rear control arm 25, the shock absorber 12 and the hanger 27 more compact, and the length of the lower rear control arm 25 can be reduced, thereby making the overall structure of the vehicle suspension 1 more compact and occupying less space, thereby greatly reducing the impact of the vehicle suspension 1 on the human-machine arrangement of the rear seats of the vehicle, and reducing the cost of the vehicle suspension 1.

[0078] The following will refer to Figures 1-15 Describes a vehicle according to a specific embodiment of this application.

[0079] like Figures 1-15 As shown, the vehicle includes a vehicle suspension 1, a body, and wheels, with the body and wheels connected via the vehicle suspension 1. The vehicle suspension 1 includes a rear axle joint 21, a subframe 11, a shock absorber 12, an upper front control arm 22, an upper rear control arm 23, a lower front control arm 24, a lower rear control arm 25, a toe bar 26, a stabilizer bar 28, and a suspension rod 27.

[0080] The rear axle joint 21 is provided with an upper front control arm mounting point 211, an upper rear control arm mounting point 212, a lower front control arm mounting point 213, a lower rear control arm mounting point 214, and a front toe bar mounting point 215. The lower front control arm mounting point 213 is provided with a third bushing 33, and the lower rear control arm mounting point 214 is provided with a sixth bushing 36. One end of the lower front control arm 24 is fastened to the third bushing 33, and the other end of the lower front control arm 24 is provided with a fourth bushing 34 connected to the subframe 11. One end of the suspension rod 27 is provided with a first bushing 36. Bushing 31, the lower end of shock absorber 12 is provided with second bushing 32, the hanger 27 and shock absorber 12 are respectively sleeved on the same fastener 29 through first bushing 31 and second bushing 32 and are fastened to the lower rear swing arm 25. The other end of hanger 27 is connected to stabilizer bar 28 through ball pin. Stabilizer bar 28 can be provided with fixing clip 281 to be connected and fixed to subframe 11. The two ends of spring 13 are respectively connected to subframe 11 and lower rear swing arm 25. Spring 13 and shock absorber 12 are arranged at intervals.

[0081] One end of the lower rear control arm 25 is provided with a fifth bushing 35 and connected to the subframe 11. The other end of the lower rear control arm 25 is connected to the sixth bushing 36 of the lower rear control arm mounting point 214. The two ends of the upper front control arm 22 are respectively provided with seventh bushings 37. One end of the upper front control arm 22 is connected to the upper front control arm mounting point 211 of the rear axle joint 21 through the seventh bushing 37. The other end of the upper front control arm 22 is connected to the subframe 11 through the seventh bushing 37. The two ends of the upper rear control arm 23 are respectively provided with seventh bushings 37. An eighth bushing 38 is provided. One end of the upper rear control arm 23 is connected to the upper rear control arm mounting point 212 of the rear axle joint 21 through the eighth bushing 38. The other end of the upper rear control arm 23 is connected to the subframe 11 through the eighth bushing 38. The two ends of the front toe bar 26 are respectively provided with ninth bushings 39. One end of the front toe bar 26 is connected to the front toe bar mounting point 215 of the rear axle joint 21 through the ninth bushing 39. The other end of the front toe bar 26 is connected to the subframe 11 through the ninth bushing 39.

[0082] According to the vehicle of the present application embodiment, by fastening the shock absorber 12 and the hanger 27 to the lower rear control arm 25 with the same fastener 29, the number of mounting holes and the arrangement area on the lower rear control arm 25 are effectively reduced, the number of parts is reduced and the assembly is simplified, making the overall structure of the lower rear control arm 25, the shock absorber 12 and the hanger 27 more compact, and the length of the lower rear control arm 25 can be reduced, thereby making the overall structure of the vehicle suspension 1 more compact and occupying less space, thus effectively reducing the impact of the vehicle suspension 1 on the human-machine arrangement of the rear seats of the vehicle, and reducing the cost of the vehicle suspension 1.

[0083] In this application, longitudinal refers to the front-to-back direction of the vehicle, and lateral refers to the left-to-right direction of the vehicle.

[0084] In this application, "multiple" refers to two or more.

[0085] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0086] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0087] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0088] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, the method includes steps A and B, indicating that the method may include steps A and B performed sequentially, or steps B and A performed sequentially. For example, the method may also include step C, indicating that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0089] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle suspension, characterized in that, include: The rear axle joint (21), subframe (11), shock absorber (12), upper front control arm (22), upper rear control arm (23), lower front control arm (24), lower rear control arm (25), toe bar (26), stabilizer bar (28), and hanger (27) are provided. The upper front control arm (22), upper rear control arm (23), lower front control arm (24), lower rear control arm (25), and toe bar (26) are all connected to the rear axle joint (21) and the subframe (11). The stabilizer bar (28) is connected to the lower rear control arm (25) through the hanger (27). The shock absorber (12) and the hanger (27) are fastened to the lower rear control arm (25) through the same fastener (29).

2. The vehicle suspension according to claim 1, characterized in that, The lower rear swing arm (25) is provided with a first mounting part (2501), one end of the boom (27) is provided with a first bushing (31), the first bushing (31) and the first mounting part (2501) are fastened together by the fastener (29), the other end of the boom (27) is connected to the stabilizer (28) by a ball pin, and / or, the lower end of the shock absorber (12) is provided with a second bushing (32), the second bushing (32) and the first mounting part (2501) are fastened together by the fastener (29).

3. The vehicle suspension according to claim 2, characterized in that, The first mounting part (2501) includes a first wall (2521) and a second wall (2522) arranged at intervals in the front-rear direction. The fastener (29) passes through the first wall (2521) and the second wall (2522) in the front-rear direction. The second bushing (32) is disposed between the first wall (2521) and the second wall (2522). The first bushing (31) is located on the outside of the lower rear swing arm (25). The second bushing (32) and the first bushing (31) are both sleeved on the fastener (29).

4. The vehicle suspension according to claim 3, characterized in that, The lower rear control arm (25) is also provided with a second mounting part (2502), and the vehicle suspension also includes a spring (13). The lower end of the spring (13) is connected to the second mounting part (2502), and the spring (13) and the shock absorber (12) are arranged at intervals in the left and right directions.

5. The vehicle suspension according to claim 4, characterized in that, The lower rear swing arm (25) includes: a first plate (251) and a second plate (252), the first plate (251) is disposed on the upper side of the second plate (252), the first plate (251) is provided with a mounting boss (2511), the mounting boss (2511) is formed as the second mounting part (2502), and a portion of the second plate (252) is formed as the first mounting part (2501).

6. The vehicle suspension according to claim 1, characterized in that, The rear axle joint (21) is provided with a lower front control arm mounting point (213), the lower front control arm mounting point (213) is provided with a third bushing (33), one end of the lower front control arm (24) is fastened to the third bushing (33), the other end of the lower front control arm (24) is provided with a fourth bushing (34), and the lower front control arm (24) is connected to the subframe (11) through the fourth bushing (34).

7. The vehicle suspension according to claim 1, characterized in that, The lower front swing arm (24) is a sheet metal part.

8. The vehicle suspension according to claim 1, characterized in that, The upper front swing arm (22) and / or the upper rear swing arm (23) extend along a downwardly concave arc.

9. The vehicle suspension according to claim 1, characterized in that, The length of the toe bar (26) is greater than or equal to 330 mm and less than or equal to 360 mm, the angle between the toe bar (26) and the left-right direction of the vehicle is greater than or equal to 5° and less than or equal to 15°, and / or, The length of the upper front control arm (22) is greater than or equal to 330 mm and less than or equal to 360 mm, the angle between the upper front control arm (22) and the left-right direction of the vehicle is greater than or equal to 20° and less than or equal to 30°, and / or, The length of the upper rear control arm (23) is greater than or equal to 410 mm and less than or equal to 440 mm, the angle between the upper rear control arm (23) and the left-right direction of the vehicle is greater than or equal to 40° and less than or equal to 50°, and / or, The angle between the upper front swing arm (22) and the upper rear swing arm (23) is greater than or equal to 30° and less than or equal to 50°, and / or, The length of the lower front control arm (24) is greater than or equal to 400 mm and less than or equal to 430 mm, the angle between the lower front control arm (24) and the left-right direction of the vehicle is greater than or equal to 30° and less than or equal to 40°, and / or, The length of the lower rear control arm (25) is greater than or equal to 500 mm and less than or equal to 530 mm, the angle between the lower rear control arm (25) and the left-right direction of the vehicle is greater than or equal to 30° and less than or equal to 40°, and / or, The angle between the lower front swing arm (24) and the lower rear swing arm (25) is greater than 50°.

10. A vehicle, characterized in that, Includes the vehicle suspension according to any one of claims 1-9.

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