WO2024125574A1

WO2024125574A1 - Rear suspension system and suspension assembly

Info

Publication number: WO2024125574A1
Application number: PCT/CN2023/138569
Authority: WO
Inventors: 华江海; 谢成玉; 肖俊华; 孙义杰; 程林; 徐祖锋
Original assignee: 奇瑞汽车股份有限公司
Priority date: 2022-12-15
Filing date: 2023-12-13
Publication date: 2024-06-20
Also published as: CN115723493A

Abstract

The present application relates to the field of suspensions, and in particular, to a rear suspension system and a suspension assembly. A first connecting arm comprises a main body and a first connecting shaft, a second connecting shaft, a third connecting shaft and a fourth connecting shaft which are connected to the edge of the main body at intervals. The first connecting shaft, the second connecting shaft, the third connecting shaft and the fourth connecting shaft have different heights in the vertical direction. The rear suspension system provided by the present application has improved structural rigidity and strength.

Description

Rear suspension system and suspension assembly

This disclosure claims priority to Chinese patent application No. 202211613571.3 filed on December 15, 2022, with invention name “A multi-link rear suspension system and suspension assembly”, the entire contents of which are incorporated by reference into this disclosure.

Technical Field

The present application relates to the field of vehicle suspension, and in particular to a rear suspension system and a suspension assembly.

Background technique

The suspension of a vehicle is a general term for all the force-transmitting connection devices between the vehicle frame and the axle (or wheel). The vehicle suspension includes the front suspension and the rear suspension, wherein the front suspension is used to connect the frame and the front axle structure related to the front wheels, and the rear suspension is used to connect the frame and the rear axle structure related to the rear wheels.

In order to improve the transmission reliability between the frame and the axle structure and to ensure the stability and comfort of the entire vehicle, the vehicle's suspension system needs to have sufficient structural rigidity and strength.

Summary of the invention

An object of the present application is to provide a rear suspension system having improved structural rigidity and strength.

In order to achieve the above purpose, the technical solution adopted in this application is:

A rear suspension system, the rear suspension system comprising a first connecting arm;

The first connecting arm includes a main body and a first connecting shaft, a second connecting shaft, a third connecting shaft and a fourth connecting shaft connected to the edge of the main body at intervals, wherein the first connecting shaft and the second connecting shaft are located on a first side of the main body and are configured to be connected to a vehicle frame; the third connecting shaft and the fourth connecting shaft are located on a second side of the main body and are configured to be connected to a wheel, the first side is opposite to the second side,

The first connecting axis, the second connecting axis, the third connecting axis and the fourth connecting axis have different heights in the vertical direction.

A multi-link rear suspension system comprises a steering knuckle, wherein the steering knuckle is connected with a rear lower H-shaped arm, a rear upper arm and a rear tie rod;

The rear lower H-shaped arm comprises a rear lower arm body, on which a first connecting shaft, a second connecting shaft, a third connecting shaft and a fourth connecting shaft are arranged;

The first connecting shaft and the second connecting shaft are distributed on one side of the rear lower arm body close to the subframe; the third connecting shaft and the fourth connecting shaft are distributed on one side of the rear lower arm body close to the steering knuckle;

The first connecting shaft, the second connecting shaft, the third connecting shaft and the fourth connecting shaft are distributed at the four corners of the rear lower arm body;

The first connecting shaft and the third connecting shaft are distributed on the same side of the rear lower arm body; the second connecting shaft and the fourth connecting shaft are distributed on the same side of the rear lower arm body;

The connection point between the first connecting shaft and the subframe is the first connection point, and the connection point between the second connecting shaft and the subframe is the second connection point; the connection point between the third connecting shaft and the steering knuckle is the third connection point, and the connection point between the fourth connecting shaft and the steering knuckle is the fourth connection point; the first connection point, the second connection point, the third connection point and the fourth connection point are staggered.

The height of the center point of the first connecting axis from the horizontal plane is lower than the height of the center point of the second connecting axis from the horizontal plane; the height of the center point of the third connecting axis from the horizontal plane is lower than the height of the center point of the fourth connecting axis from the horizontal plane; the height of the center point of the fourth connecting axis from the horizontal plane is greater than the height of the center point of the second connecting axis from the horizontal plane; The height of the center point of the third connecting axis from the horizontal plane is less than the height of the center point of the first connecting axis from the horizontal plane.

The first connecting shaft is connected to the sub-frame through a ball joint; the second connecting shaft is connected to the sub-frame through a rubber bushing; the third connecting shaft is connected to the steering knuckle through a ball joint; and the fourth connecting shaft is connected to the steering knuckle through a rubber bushing.

The rear upper arm comprises a rear upper arm body, and a first rear upper arm connecting shaft and a second rear upper arm connecting shaft are respectively provided at both ends of the rear upper arm body. The first rear upper arm connecting shaft is connected to the subframe through a rubber bushing; the second rear upper arm connecting shaft is also connected to the steering knuckle through a rubber bushing.

The central axis of the first connecting shaft of the rear upper arm is parallel to the central axes of the first connecting shaft and the second connecting shaft; the central axis of the first connecting shaft of the rear upper arm is parallel to the central axis of the second connecting shaft of the rear upper arm.

The rear tie rod comprises a tie rod body, at both ends of which are respectively provided a first tie rod connecting shaft and a second tie rod connecting shaft, the second tie rod connecting shaft is connected to the steering knuckle via a ball joint, and the first tie rod connecting shaft is connected to the subframe via a rubber bushing; the central axes of the first tie rod connecting shaft and the second tie rod connecting shaft are arranged parallel to each other.

The center axis of the first connecting shaft of the pull rod is arranged parallel to the center axes of the first connecting shaft and the second connecting shaft.

The suspension system also includes a system spring, one end of which is connected to the rear lower H-shaped arm, and the other end of which is connected to the longitudinal beam of the vehicle body.

A suspension assembly comprises a subframe, and two opposite sides of the subframe are respectively connected with a rear suspension system as described above.

The suspension assembly also includes a stabilizer bar, which is connected to a rotating shaft on the rear lower H-shaped arm through a connecting rod ball head.

The subframe is provided with a first suspension connecting shaft, a second suspension connecting shaft, a third suspension connecting shaft and a fourth suspension connecting shaft; the first suspension connecting shaft, the second suspension connecting shaft, the third suspension connecting shaft and the fourth suspension connecting shaft are arranged in the longitudinal direction; the subframe is connected to the vehicle body through the first suspension connecting shaft, the second suspension connecting shaft, the third suspension connecting shaft and the fourth suspension connecting shaft.

At least the advantages of this application are:

The present application discloses a rear suspension system and a suspension assembly, wherein the edge of the main body of the first connecting arm is spaced apart to connect the first connecting shaft, the second connecting shaft, the third connecting shaft and the fourth connecting shaft, so that the first connecting arm forms an H-shaped arm structure, which changes the structure of the traditional multi-link rear lower arm and ensures the integrity of the lower link, thereby greatly improving the structural rigidity and strength of the rear lower arm.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

FIG1 is a schematic structural diagram of the rear suspension system in the present application from a first perspective.

FIG. 2 is a schematic structural diagram of the rear suspension system in the present application from a second viewing angle.

FIG3 is a schematic structural diagram of the rear suspension system in the present application from a third viewing angle.

FIG. 4 is a schematic structural diagram of a rubber bushing in the present application.

FIG5 is a schematic diagram of the structure of a ball joint in the present application.

FIG. 6 is a first structural schematic diagram of the suspension assembly in the present application.

FIG. 7 is a second structural schematic diagram of the suspension assembly in the present application.

FIG8 is a schematic diagram of projections of the center points of the first connecting axis to the eighth connecting axis in the rear suspension system of the present application on a horizontal plane.

Detailed ways

In order to make the technical problems, technical solutions and beneficial effects to be solved by the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described here are only for illustrative purposes. This application is explained but not limited to this application.

It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, "multiple" means two or more, unless otherwise clearly and specifically defined. "Several" means one or more, unless otherwise clearly and specifically defined.

In the description of the present application, it should be understood that the terms "upper", "lower", "front", "back", "left", "right", etc., indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present application.

In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

In order to improve the transmission reliability between the frame and the rear axle structure and to ensure the stability and comfort of the whole vehicle, the suspension system of the vehicle needs to have sufficient structural rigidity and strength. In the related art, the rear suspension system of the vehicle usually adopts a multi-link structure. However, the structure of the traditional multi-link suspension is complex and occupies a large space. In addition, for electric vehicles with on-board batteries, the number of control arms of the traditional multi-link suspension is large, which occupies the space in the X and Y directions of the suspension, which is not conducive to the battery layout; and because electric vehicles are generally heavier than traditional fuel vehicles, for vehicles with a longer chassis length, the rigidity of the traditional multi-link suspension is not enough to support the stable and good operation of the vehicle.

In this regard, an embodiment of the present application provides a rear suspension system with improved structural rigidity and strength, which can be applied to electric vehicles and does not hinder battery installation.

FIG. 1, FIG. 2 and FIG. 3 show the rear suspension system provided by the embodiment of the present application from different perspectives; FIG. 6 and FIG. 7 show two structural schematic diagrams of the suspension assembly provided by the embodiment of the present application. As shown in FIG. 1, FIG. 2, FIG. 3, FIG. 6 and FIG. 7, the rear suspension system includes a first connecting arm 1. The first connecting arm 1 includes a main body 15 and a first connecting shaft 11, a second connecting shaft 12, a third connecting shaft 13 and a fourth connecting shaft 14 connected to the edge of the main body 15 at intervals, and the first connecting shaft 11 and the second connecting shaft 12 are located on the first side of the main body 15 and are configured to be connected to the frame 7; the third connecting shaft 13 and the fourth connecting shaft 14 are located on the second side of the main body 15 and are configured to be connected to the wheel 9, and the first side is opposite to the second side. The first connecting shaft 11, the second connecting shaft 12 of the present application, the third connecting shaft 13 of the present application and the fourth connecting shaft 14 of the present application have different heights in the vertical direction.

In some embodiments, the first connecting arm 1 can act as a rear lower arm, and because the edge of the main body 15 of the first connecting arm 1 is spaced apart to connect the first connecting axis 11, the second connecting axis 12, the third connecting axis 13 and the fourth connecting axis 14, the first connecting arm 1 is formed into an H-shaped arm structure. The first connecting arm 1 can also be referred to as a "rear lower H-shaped arm", and the main body 15 thereof can also be referred to as a "rear lower arm body".

Based on Figures 1, 2 and 3, it can be seen that in the rear suspension system provided in the embodiment of the present application, the edge of the main body 15 of the first connecting arm 1 is spaced apart to connect the first connecting shaft 11, the second connecting shaft 12, the third connecting shaft 13 and the fourth connecting shaft 14, so that the first connecting arm 1 is formed into an H-shaped arm structure, which changes the structure of the traditional multi-link rear lower arm and ensures the integrity of the lower link, thereby greatly improving the structural stiffness and strength of the rear lower arm.

In some embodiments, the first connecting arm 1 can be an integral component. The main body (rear lower arm body) 15 can be roughly plate-shaped and can serve as the main supporting component in the first connecting arm (rear lower H-shaped arm) 1 to provide installation support for other structures in the rear suspension system, such as facilitating the arrangement of the subsequent system spring 4.

In some embodiments, the frame 7 to which the rear suspension system is connected may be, for example, a subframe. The support of the axle and suspension, the axle and suspension can be connected to the "positive frame" through the subframe. In some embodiments, the rear suspension system can also include a steering knuckle 8, and the first connecting arm 1 is connected to the wheel 9 through the steering knuckle 8. The steering knuckle 8 is mainly used to transmit steering force, so that the wheel 9 can turn, and maintain the connection between the wheel 9 and the vehicle body. In some embodiments, the wheel 9 can be, for example, a rear wheel in the vehicle, such as the left rear wheel. In the present application, the first connecting shaft 11, the second connecting shaft 12, the third connecting shaft 13 and the fourth connecting shaft 14 are provided mainly to facilitate the connection between the rear lower H-arm 1 and the subframe 7 and the steering knuckle 8.

In some embodiments, the central axes of the two connecting axes on the same side are parallel to each other, that is, the central axis of the first connecting axis 11 and the central axis of the second connecting axis 12 are parallel to each other, and the central axis of the third connecting axis 13 and the central axis of the fourth connecting axis 14 are parallel to each other; or, the central axes of the first connecting axis 11, the second connecting axis 12, the third connecting axis 13 and the fourth connecting axis 14 are all parallel to each other.

In some embodiments, the first connecting shaft 11, the second connecting shaft 12, the fourth connecting shaft 14 and the third connecting shaft 13 can be arranged in sequence along the circumferential edge of the main body 15, and extend outward relative to the main body 15. Exemplarily, in the present application, the first connecting shaft 11 and the second connecting shaft 12 are distributed on the side of the rear lower arm body close to the subframe 7; the third connecting shaft 13 and the fourth connecting shaft 14 are distributed on the side of the rear lower arm body close to the steering knuckle 8; the first connecting shaft 11, the second connecting shaft 12, the third connecting shaft 13 and the fourth connecting shaft 14 are distributed at the four corners of the rear lower arm body; and the first connecting shaft 11 and the third connecting shaft 13 are distributed on the same side of the rear lower arm body; the second connecting shaft 12 and the fourth connecting shaft 14 are distributed on the same side of the rear lower arm body; through such a design, the connection between the rear lower H-shaped arm 1 and the subframe 7 and the steering knuckle 8 is realized.

In some embodiments, as shown in FIG. 1 , the main body 15 may be a long strip-shaped plate having a first end and a second end along the length direction, wherein the first connecting shaft 11 and the third connecting shaft 13 may be relatively arranged at the first end and extend in opposite directions along the width direction of the main body 15; the second connecting shaft 12 and the fourth connecting shaft 14 may be relatively arranged at the second end and extend in opposite directions along the width direction of the main body 15. In some embodiments, the distance between the farthest ends of the first connecting shaft 11 and the third connecting shaft 13 may be greater than the distance between the farthest ends of the second connecting shaft 12 and the fourth connecting shaft 14, for example, see FIG. 8 .

In addition, the heights of the first connecting shaft 11, the second connecting shaft 12, the third connecting shaft 13 and the fourth connecting shaft 14 in the vertical direction may be different, so that the first connecting shaft 11, the second connecting shaft 12, the third connecting shaft 13 and the fourth connecting shaft 14 may be staggered. In the embodiment of the present application, the vertical direction may be a direction perpendicular to the horizontal plane. When the vehicle is placed on a horizontal plane, the vertical direction may be, for example, the height direction of the vehicle. In some embodiments, the vertical direction may be parallel to the thickness direction of the main body 15. The heights of the first connecting shaft 11, the second connecting shaft 12, the third connecting shaft 13 and the fourth connecting shaft 14 in the vertical direction may be understood as the heights of the center points of the first connecting shaft 11, the second connecting shaft 12, the third connecting shaft 13 and the fourth connecting shaft 14 in the vertical direction. In some embodiments, the center point may be understood as a point on the central axis of the connecting shaft (for example, any one of the first connecting shaft 11, the second connecting shaft 12, the third connecting shaft 13 and the fourth connecting shaft 14) corresponding to the midpoint of the extended length of the connecting shaft.

In other words, in the present application, the connection point between the first connecting shaft 11 and the subframe 7 is the first connection point, the connection point between the second connecting shaft 12 and the subframe 7 is the second connection point; the connection point between the third connecting shaft 13 and the steering knuckle 8 is the third connection point, and the connection point between the fourth connecting shaft 14 and the steering knuckle 8 is the fourth connection point; the first connection point, the second connection point, the third connection point and the fourth connection point can be staggered.

In the present application, through the above-mentioned design, the connection point between the first connecting arm (rear lower H-shaped arm) 1 and the subframe 7 or the steering knuckle 8 in the present application can be not on the same plane, and based on such a setting, the rear suspension system provided by the present application can have higher strength and rigidity, which facilitates the rearward movement of the rear cross beam of the chassis frame, and reserves a larger motor placement space for the whole vehicle, thereby facilitating the universal design of multi-model platform.

In addition, in some embodiments, the first connecting axis 11, the second connecting axis 12, the third connecting axis 13 and the fourth connecting axis 14 may satisfy at least one of the following conditions: in the vertical direction, the first connecting axis 11 is lower than the second connecting axis 12; in the vertical direction, the third connecting axis 13 is lower than the fourth connecting axis 14; in the vertical direction, the third connecting axis 13 is lower than the first connecting axis 11; in the vertical direction, the fourth connecting axis 14 is higher than the second connecting axis 12.

In the embodiment of the present application, the height between the two connecting axes can be compared by the height of the center point of the connecting axis from the horizontal plane. The height in the vertical direction. In other words, in the present application, the height of the center point of the first connecting axis 11 from the horizontal plane can be lower than the height of the center point of the second connecting axis 12 from the horizontal plane; the height of the center point of the third connecting axis 13 from the horizontal plane can be lower than the height of the center point of the fourth connecting axis 14 from the horizontal plane; the height of the center point of the fourth connecting axis 14 from the horizontal plane can be greater than the height of the center point of the second connecting axis 12 from the horizontal plane; the height of the center point of the third connecting axis 13 from the horizontal plane can be less than the height of the center point of the first connecting axis 11 from the horizontal plane.

Through such a structural design, the present application can stagger the first connecting shaft 11 and the second connecting shaft 12 arranged on the side close to the subframe 7 in the height direction, thereby providing connection points of different heights between the rear suspension system and the subframe 7, thereby improving the connection strength between the rear suspension system and the subframe 7; similarly, the third connecting shaft 13 and the fourth connecting shaft 14 arranged on the side close to the steering knuckle 8 are staggered in the height direction, thereby providing connection points of different heights between the rear suspension system and the steering knuckle 8, thereby improving the connection strength between the rear suspension system and the steering knuckle 8, and the third connecting shaft 13 and the fourth connecting shaft 14 on the side close to the steering knuckle 8 serve as the lowest point and the highest point of the four connecting shafts connected to the main body 15, respectively, so that the height difference between the first connecting shaft 11 and the second connecting shaft 12 in the vertical direction is smaller than the height difference between the third connecting shaft 13 and the fourth connecting shaft 14 in the vertical direction, thereby enlarging the height difference between the two connection points between the rear suspension system and the steering knuckle 8, and further improving the connection strength between the rear suspension system and the steering knuckle 8. In addition, the side where the first connecting axis 11 and the third connecting axis 13 are located (for example, the first end of the main body 15 along its length direction) is lower than the side where the second connecting axis 12 and the fourth connecting axis 14 are located (for example, the second end of the main body 15 along its length direction). This facilitates user assembly and avoids excessive bending and twisting of the structure of the main body 15, which may lead to a reduction in strength.

It can be seen that, through such a structural design, the rear suspension system in the present application can have a better layout position. The "center point of the connecting shaft" described in the present application is a hard point in the industry. In some embodiments, as described above, the point on the central axis of the connecting shaft corresponding to the midpoint of the extended length of the connecting shaft can be used as the center point of the connecting shaft. By controlling the position of the hard point, the present application can make the suspension system have better use characteristics.

In some embodiments, for any one of the first connecting axis 11, the second connecting axis 12, the third connecting axis 13 and the fourth connecting axis 14, the height difference between the connecting axis and the connecting axis on the same side is greater than the height difference between the connecting axis and the connecting axis on the opposite side adjacent to it. That is, for the first connecting axis 11, the connecting axis on the same side is the second connecting axis 12, and the connecting axis on the opposite side adjacent to it is the third connecting axis 13, so that the height difference between the first connecting axis 11 and the second connecting axis 12 is greater than the height difference between the first connecting axis 11 and the third connecting axis 13. Similarly, the height difference between the second connecting axis 12 and the first connecting axis 11 is greater than the height difference between the second connecting axis 12 and the fourth connecting axis 14; the height difference between the third connecting axis 13 and the fourth connecting axis 14 is greater than the height difference between the third connecting axis 13 and the first connecting axis 11, and the height difference between the third connecting axis 13 and the fourth connecting axis 14 is greater than the height difference between the second connecting axis 12 and the fourth connecting axis 14. Such an arrangement limits the vertical span of the portion of the first connecting arm 1 spanning between the sub-frame 7 and the steering knuckle 8 from being too large, thereby reducing the structural strength of the first connecting arm 1 and causing the first connecting arm 1 to be easily damaged during transmission between the sub-frame 7 and the steering knuckle 8.

It can be understood that in the present application, the above-mentioned height refers to the relative height; the height difference is taken as a positive value, that is, the absolute value of the difference between the two heights. Exemplarily, the horizontal plane on which the car is parked is used as the reference plane; the relative position of each connection point is determined based on the reference plane, that is, the height of each connection point refers to the relative height between the connection point and the reference plane. In addition, in the embodiments of the present application, "offset distribution" can be understood as that each hard point (or center point, or connection point, or connection axis) is not arranged at the same height. In actual layout, the position of each hard point (or center point, or connection point, or connection axis) can be selected as needed; thereby making the design of the present application more in line with actual design requirements.

In some embodiments, the first connecting shaft 11 can be connected to the frame 7 through a first ball joint 112; the second connecting shaft 12 can be connected to the frame 7 through a first rubber bushing 121; the third connecting shaft 13 can be connected to the steering knuckle 8 through a second ball joint 131; and the fourth connecting shaft 14 can be connected to the steering knuckle 8 through a second rubber bushing 141.

The bushing usually has its degrees of freedom constrained in six directions by a certain amount of rigidity, which is neither completely released nor completely fixed, and the bushing is usually formed into a hollow cylindrical structure inside, and the shaft to be matched can extend into the cylindrical bushing. The ball joint can usually constrain three translational degrees of freedom and release three rotational degrees of freedom at the same time, and the ball joint usually includes a ball socket structure and a ball head structure that can rotate in the ball socket. Figure 4 is a schematic diagram of the structure of a rubber bushing in this application; Figure 5 is a schematic diagram of a Schematic diagram of the structure of the ball joint. The first rubber bushing 121 and the second rubber bushing 141 can adopt the same or similar structure, for example, both adopt the rubber bushing structure shown in FIG. 4; the first ball joint 112 and the second ball joint 131 can adopt the same or similar structure, for example, both adopt the ball joint structure shown in FIG. 5.

In the present application, the first connecting shaft 11 and the second connecting shaft 12, which are also connected to the frame 7, are connected to the frame 7 through different structures, which ensures the connection freedom while also improving the connection strength between the first connecting arm 1 and the frame 7; similarly, the third connecting shaft 13 and the fourth connecting shaft 14, which are also connected to the steering knuckle 8, are connected to the steering knuckle 8 through different structures, which ensures the connection freedom while also improving the connection strength between the first connecting arm 1 and the steering knuckle 8. In addition, by setting the rubber bushing, while achieving the basic connection function, it can also play a good isolation and protection role, preventing each connecting shaft from hitting the subframe 7 to generate noise.

Further, as shown in Fig. 1, Fig. 2 and Fig. 3, the rear suspension system further includes a second connecting arm 2. The second connecting arm 2 includes a fifth connecting shaft 21 and a sixth connecting shaft 22 which are arranged opposite to each other, wherein the fifth connecting shaft 21 is configured to be connected to the vehicle frame 7, and the sixth connecting shaft 22 is configured to be connected to the wheel 9; and in the vertical direction, the second connecting arm 2 is located above the first connecting arm 1.

In some embodiments, the second connecting arm 2 arranged above the first connecting arm 1 can be used as a rear upper arm, and thus the first connecting arm 1 can also be referred to as a "rear upper arm"; correspondingly, the main body of the first connecting arm 1 used to connect the fifth connecting shaft 21 and the sixth connecting shaft 22 can be referred to as a "rear upper arm body", the fifth connecting shaft 21 can be referred to as a "first rear upper arm connecting shaft", and the sixth connecting shaft 22 can be referred to as a "second rear upper arm connecting shaft".

Similar to the first connecting arm 1, the second connecting arm 2 can also be connected to the wheel 9 through the steering knuckle 8. The fifth connecting shaft 21 is connected to the frame 7 through the third rubber bushing 212; the sixth connecting shaft 22 is connected to the steering knuckle 8 through the fourth rubber bushing 221. In some embodiments, the third rubber bushing 212 and the fourth rubber bushing 221 can have the same or similar structure as the first rubber bushing 121 and the second rubber bushing 141 described above.

In other words, in the present application, the rear upper arm 2 includes a rear upper arm body, and a rear upper arm first connecting shaft 211 and a rear upper arm second connecting shaft 222 are respectively provided at both ends of the rear upper arm body, and the rear upper arm first connecting shaft 211 is connected to the subframe 7 through a rubber bushing; the rear upper arm second connecting shaft 222 is also connected to the steering knuckle 8 through a rubber bushing. The present application facilitates the connection between the rear upper arm 2 and adjacent components through the above design, and in addition, the rubber bushing used here can also play a bridging and isolation protection role.

In addition, in some embodiments, as shown in FIG. 1 , FIG. 2 and FIG. 3 , the central axis of the fifth connecting shaft 21 is parallel to the central axis of the first connecting shaft 11, and is parallel to the central axis of the second connecting shaft 12. That is, in the present application, the central axis of the first connecting shaft 211 of the rear upper arm is arranged parallel to the central axes of the first connecting shaft 11 and the second connecting shaft 12. In this way, the fifth connecting shaft 21, the first connecting shaft 11 and the second connecting shaft 12, which are also connected to the sub-frame 7, can be arranged parallel to each other, so as not to interfere with each other.

In some embodiments, the central axis of the fifth connecting shaft 21 is parallel to the central axis of the sixth connecting shaft 22. That is, the central axis of the first connecting shaft 211 of the rear upper arm and the central axis of the second connecting shaft 222 of the rear upper arm are arranged parallel to each other. Through such an arrangement, the present application can avoid the existence of interference problems, so that the steering knuckle 8 can swing relative to the subframe 7 following the rear suspension system; at the same time, it is convenient to cooperate with the shock absorber 3 and the system spring 4 in the subsequent process, so that the rear suspension system disclosed in the present application can be applied to different vehicle models, which greatly increases the scope of application of the suspension assembly provided by the present application.

In some embodiments, the central axis of the sixth connecting shaft 22 is parallel to the central axis of the third connecting shaft 13 , and is parallel to the central axis of the fourth connecting shaft 14 .

In some embodiments, the fifth connecting shaft 21 has the same vertical height as the sixth connecting shaft 22. This arrangement can avoid a large height difference between the two ends of the second connecting arm 12 that transmits between the subframe 7 and the steering knuckle 8, which would reduce the structural strength of the second connecting arm 12.

It can be understood that the heights of the fifth connecting shaft 21 and the sixth connecting shaft 22 are consistent within a certain error range. In other words, the height difference between the fifth connecting shaft 21 and the sixth connecting shaft 22 is within a certain range, and it can be considered that the height of the fifth connecting shaft 21 in the vertical direction is consistent with the height of the sixth connecting shaft 22 in the vertical direction. For example, when the height of the fifth connecting shaft 21 is 115 and the height of the sixth connecting shaft 22 is 116, the heights of the two can be considered to be consistent.

Further, as shown in Fig. 1, Fig. 2 and Fig. 3, the rear suspension system further includes a tie rod 6. The tie rod 6 includes a seventh connecting shaft 61 and an eighth connecting shaft 62 which are arranged opposite to each other, wherein the seventh connecting shaft 61 is configured to be connected to the vehicle frame 7, and the eighth connecting shaft 62 is configured to be connected to the wheel 9; and in the vertical direction, the tie rod 6 is located below the first connecting arm 1.

Since the tie rod 6 is integrated in the rear suspension system, the tie rod 6 can also be called a "rear tie rod"; correspondingly, the main body of the tie rod 6 used to connect the seventh connecting shaft 61 and the eighth connecting shaft 62 can be called a "tie rod body", the seventh connecting shaft 61 can be called a "tie rod first connecting shaft 61", and the eighth connecting shaft 62 can be called a "tie rod second connecting shaft 62".

Similar to the first connecting arm 1 and the second connecting arm 2, the tie rod 6 can also be connected to the wheel 9 through the steering knuckle 8. Among them, the seventh connecting shaft 61 is connected to the frame 7 through the fifth rubber bushing 612; the eighth connecting shaft 62 is connected to the steering knuckle 8 through the third ball joint 621. In some embodiments, the fifth rubber bushing 612 can adopt the same or similar structure as the first rubber bushing 121, the second rubber bushing 141, the third rubber bushing 212 and the fourth rubber bushing 221; the third ball joint 621 can adopt the same or similar structure as the first ball joint 112 and the second ball joint 131.

In other words, in the present application, the rear tie rod 6 includes a tie rod body, and a tie rod first connecting shaft 61 and a tie rod second connecting shaft 62 are respectively provided at both ends of the tie rod body, the tie rod second connecting shaft 62 is connected to the steering knuckle 8 through a ball joint, and the tie rod first connecting shaft 61 is connected to the subframe 7 through a rubber bushing. The present application increases the overall structural strength of the suspension system to a certain extent by arranging the second connecting arm (rear upper arm) 2 above the first connecting arm (rear lower H-shaped arm) 1 and arranging the tie rod (rear tie rod) 6 below the first connecting arm (rear lower H-shaped arm) 1; in addition, the second connecting arm 2 and the tie rod 6 are respectively added to the upper and lower sides of the first connecting arm 1, which is equivalent to adding a connection point between the steering knuckle 8 and the subframe 7; and then ensures the connection stability between the rear suspension system and the subframe 7. That is, the present application not only facilitates the connection between the rear tie rod 6 and the steering knuckle 8 and the subframe 7 through the above design, but also ensures the stability of the connection between the steering knuckle 8 and the subframe 7.

In some embodiments, the tie rod 6 can transmit various forces and moments exerted on the wheel 9 to the frame 7, and can absorb and buffer vibrations and impacts transmitted from the road surface to reduce noise in the vehicle cockpit.

In addition, the central axis of the seventh connecting shaft 61 is parallel to the central axis of the first connecting shaft 11, and is parallel to the central axis of the second connecting shaft 12. That is, in the present application, the central axis of the first connecting shaft 61 of the tie rod is arranged parallel to the central axes of the first connecting shaft 11 and the second connecting shaft 12; through such an arrangement, the present application can make the seventh connecting shaft 61, the first connecting shaft 11 and the second connecting shaft 12, which are also connected to the sub-frame 7, be arranged parallel to each other, so as not to interfere with each other, and thus avoid the subsequent swing of the rear suspension system and the interference between the sub-frame 7. In addition, through the above design, according to the subsequent matching shock absorber, the rear suspension system disclosed in the present application can be used with a variety of vehicle models, which greatly improves the scope of application of the present application.

In some embodiments, the central axis of the seventh connecting shaft 61 is parallel to the central axis of the eighth connecting shaft 62. That is, the central axes of the first connecting shaft 61 and the second connecting shaft 62 are arranged parallel to each other. In this way, the steering knuckle 8 can swing relative to the subframe 7 following the rear suspension system to avoid interference.

In some embodiments, the central axis of the eighth connecting shaft 62 is parallel to the central axis of the third connecting shaft 13 , and is parallel to the central axis of the fourth connecting shaft 14 .

In some embodiments, in the vertical direction, the seventh connecting shaft 61 is higher than the eighth connecting shaft 62. Since the first connecting arm 1 and the second connecting arm 2 are already stacked in the vertical direction and occupy a larger installation space, the eighth connecting shaft 62 in the tie rod 6 for connecting with the wheel is tilted downward in the vertical direction to be lower than the seventh connecting shaft 61, so that the tie rod 6 can be easily connected between the sub-frame 7 and the steering knuckle 8 to avoid interference with other structures.

In some embodiments, as shown in FIG8 , the orthographic projection of the tie rod 6 on the horizontal plane is located outside the orthographic projection of the first connecting arm 1 on the horizontal plane, and the tie rod 6 is arranged to be close to the second connecting shaft 12 and the fourth connecting shaft 14. As described above, the ends of the first connecting arm 1 where the second connecting shaft 12 and the fourth connecting shaft 14 are located are higher than the ends of the first connecting shaft 11 and the third connecting shaft 13 as a whole. Therefore, the tie rod 6 is arranged outside the first connecting arm 1 and close to the end of the first connecting arm 1 where the second connecting shaft 12 is located, so that the tie rod 6 is connected obliquely from the bottom of the first connecting arm 1 between the subframe 7 and the steering knuckle 8, so that the installation structure between the first connecting arm 1 and the tie rod 6 is more compact, thereby improving the overall structural strength of the rear suspension system.

Further, as shown in FIGS. 1, 2 and 3, in the present application, the rear suspension system further includes a system spring 4, the main body 15 of the first connecting arm 1 has a sink 151, one end of the system spring 4 is disposed in the sink 151, and the other end of the system spring 4 is disposed in the sink 151. The end is configured to be connected to a vehicle body.

In some embodiments, one end of the system spring 4 is connected to the rear lower H-shaped arm 1, and the other end is connected to the longitudinal beam of the vehicle body. In the present application, the system spring 4 plays a longitudinal supporting role, and also plays a good buffering and shock absorbing role. Therefore, by connecting the system spring 4 between the first connecting arm (rear lower H-shaped arm) 1 and the longitudinal beam of the vehicle body, a connection relationship is established between the rear lower H-shaped arm 1 and the longitudinal beam, which facilitates the support and return of the rear suspension system during subsequent use. In addition, the setting of the sink facilitates the arrangement, placement and positioning of the system spring 4, and ensures the stability of the arrangement of the system spring 4.

In some embodiments, the rear suspension system in the present application further includes a shock absorber 3. As shown in FIGS. 1, 2 and 3, the shock absorber 3 may be disposed between the third connecting shaft 13 and the fourth connecting shaft 14, and may be specifically disposed between the sixth connecting shaft 22 of the second connecting arm 2 and the fourth connecting shaft 14. The extension direction of the shock absorber 3 may intersect with the extension direction of the first connecting arm 1 and the second connecting arm 2. Exemplarily, the first connecting arm 1 and the second connecting arm 2 may extend substantially in a horizontal plane, or be inclined at a small angle to the horizontal plane, and the shock absorber 3 may extend substantially in a vertical direction, or be inclined at a small angle to the vertical direction.

In some embodiments, the shock absorber 3 may be connected between the vehicle body and the steering knuckle, and the shock absorber 3 may have an elastic member, and when the frame (or vehicle body) and the axle are vibrated and relative movement occurs, the shock absorber 3 may be deformed to attenuate the vibration.

As shown in Fig. 6 and Fig. 7, the embodiment of the present application further provides a suspension assembly, which includes a subframe 7, and a rear suspension system as described above is connected to opposite sides of the subframe 7. Fig. 7 shows an exploded view of the suspension assembly, in which only one wheel 9 is shown, and the wheel 9 is separated from one of the rear suspension systems relative to the subframe 7, and the connection structure between the wheel 9 and the steering knuckle 8 and the connection structure between the rear suspension system and the subframe 7 shown separately are omitted in Fig. 7.

In some embodiments, two rear suspension systems are symmetrically arranged on the left and right sides of the subframe 7, wherein one rear suspension system is connected to the left rear wheel through a steering knuckle, and the other rear suspension system is connected to the right rear wheel through a steering knuckle.

In some embodiments, as shown in FIG. 6 , the suspension assembly further includes a stabilizer bar 5 , the main body 15 of the first connecting arm 1 has a rotation axis 152 , and the stabilizer bar 5 is connected to the rotation axis 152 .

In some embodiments, the stabilizer bar 5 can be connected to the rotation axis on the rear lower H-arm 1 through the connecting rod ball head. The present application can effectively improve the roll stiffness of the rear suspension system by setting the stabilizer bar 5. Exemplarily, the stabilizer bar 5 can be connected to two rear suspension systems on the left and right sides, for example, the opposite ends of the stabilizer bar 5 can be respectively connected to the main body 15 of the two first connecting arms 1 on the left and right sides. When the deformation of the suspensions on both sides is unequal and the vehicle body is laterally tilted to the road surface, the longitudinal parts on both sides of the stabilizer bar deflect in different directions, so that the stabilizer bar is twisted and the side arms are bent, thereby offsetting the pressure difference on the suspension systems on both sides of the vehicle, so as to reduce the roll angle of the vehicle body and improve the roll stiffness of the rear suspension system.

Further, as shown in FIG6 , the subframe 7 includes a first suspension connecting shaft 71 , a second suspension connecting shaft 72 , a third suspension connecting shaft 73 and a fourth suspension connecting shaft 74 arranged at intervals, wherein the first suspension connecting shaft 71 , the second suspension connecting shaft 72 , the third suspension connecting shaft 73 and the fourth suspension connecting shaft 74 are configured to be connected to the vehicle body.

In some embodiments, the first suspension connecting shaft 71 may also be referred to as the "suspension first connecting shaft"; the second suspension connecting shaft 72 may also be referred to as the "suspension second connecting shaft"; the third suspension connecting shaft 73 may also be referred to as the "suspension third connecting shaft"; and the fourth suspension connecting shaft 74 may also be referred to as the "suspension fourth connecting shaft".

Furthermore, as shown in FIG6 , the subframe 7 may further include a main body 75, which may be a frame structure to avoid other structures. Exemplarily, the main body 75 may include a first connecting beam and a second connecting beam that are arranged oppositely and extend in parallel, and a first stop beam and a second stop beam that are arranged oppositely and extend in parallel, wherein the extension direction of the first stop beam and the second stop beam is perpendicular to the extension direction of the first connecting beam and the second connecting beam, so that the first connecting beam, the second connecting beam, and the first stop beam and the second stop beam define a rectangular frame. The first suspension connecting shaft 71 and the fourth suspension connecting shaft 74 may be connected to opposite ends of the first connecting beam; the second suspension connecting shaft 72 and the third suspension connecting shaft 73 may be connected to opposite ends of the second connecting beam.

In some embodiments, the first suspension connecting shaft 71, the second suspension connecting shaft 72, the third suspension connecting shaft 73 and the suspension The fourth connecting shaft 74 of the suspension can be arranged in the longitudinal direction. The present application facilitates the assembly and connection of the sub-frame 7 on the whole vehicle by arranging the first connecting shaft 71 of the suspension, the second connecting shaft 72 of the suspension, the third connecting shaft 73 of the suspension and the fourth connecting shaft 74 of the suspension.

Based on the above, it can be seen that the present application can improve the understeering degree of the whole vehicle, improve the lateral stiffness, improve the handling comfort, and support the rearward movement of the battery in the X direction, so as to facilitate the common use of multiple motor platforms, through the design of the hard point position of the (H-arm) rear suspension system and the axis layout design of the frame structure connection point.

In addition, the present application facilitates the arrangement and placement of subsequent system springs through the provision of an H-shaped arm; and, by controlling the connection position of the rear lower H-shaped arm between the subframe and the steering knuckle, the structural strength and rigidity of the rear suspension system can be increased, and the arrangement of the subsequent chassis frame can be facilitated.

Furthermore, the present application provides a rear suspension system, which ensures good anti-roll capability through a subframe 7, a steering knuckle 8, and a rear upper arm 2, a rear lower H-arm 1, and a rear tie rod 6 hinged therebetween, and a stabilizer bar 5 for improving roll stiffness. When the vehicle accelerates or decelerates, the longitudinal force supporting capability is strong, and the understeering performance is improved when turning, thereby improving handling stability and comfort, and supporting the rearward movement of the battery and the drive motor in the X direction, greatly improving the second-row passenger space.

In the suspension assembly provided in the present application, the subframe 7 adopts a frame structure design, the rear crossbeam is moved backward in the X direction of the vehicle, and a variety of motors are fully and effectively arranged to achieve commonality of various vehicle models on the platform.

In one embodiment, as shown in FIG. 7 , the length direction of the vehicle body is defined as a first direction X, the width direction of the vehicle body is defined as a second direction Y, and the height direction of the vehicle body is defined as a third direction Z (the Z direction is not shown). The three directions are perpendicular to each other, and a rectangular coordinate system is established with the first, second, and third directions. The origin of the rectangular coordinate system is located at the midpoint of a line connecting the centers of the two front wheels (the coordinate system unit is mm).

The rear lower H-shaped arm 1 includes a rear lower arm body, on which a first connecting shaft 11, a second connecting shaft 12, a third connecting shaft 13 and a fourth connecting shaft 14 are arranged; the first connecting shaft 11 is connected to the subframe 7 through a ball joint, and the center coordinate 111 of the center point of the first connecting shaft 11 is (2845, -305.5, -104); the second connecting shaft 12 is connected to the subframe 7 through a rubber bushing, and the center coordinate 122 of the center point of the second connecting shaft 12 is (2560, -355, -45); the third connecting shaft 13 is connected to the steering knuckle 8 through a ball joint, and the center coordinate 133 of the center point of the third connecting shaft 13 is (2818.8, -745.6, -130.6); the fourth connecting shaft 14 is connected to the end gasket of the steering knuckle 8 through a rubber bushing to release the degree of freedom, and the center coordinate 144 of the center point of the fourth connecting shaft 14 is (2539.2, -666.6, -25).

The rear upper arm 2 includes a rear upper arm body, at both ends of which are respectively provided a rear upper arm first connecting shaft 211 and a rear upper arm second connecting shaft 222, the rear upper arm first connecting shaft 211 is connected to the subframe 7 via a rubber bushing, the coordinate 211 of the center point of the rear upper arm first connecting shaft 211 is (2675, -365, 115), the rear upper arm first connecting shaft 211 is parallel to the center axes of the first connecting shaft 11 and the second connecting shaft 12 in the rear lower H-shaped arm 1; at the same time, the rear upper arm second connecting shaft 222 is connected to the steering knuckle 8 via a rubber bushing, the coordinate 222 of the center point of the upper arm second connecting shaft 12 is (2720.3, -735.1, 116), and the rear upper arm second connecting shaft 222 is arranged parallel to the rear upper arm first connecting shaft 211.

The elastic shock absorber 3 of the rear suspension system is connected to the vehicle body at the upper end and to the steering knuckle 8 at the lower end. The coordinates of the center point of the upper end (key control point 311) are (2662.4, -595.2, 392.6); the coordinates of the center point of the lower end (key control point 322) are (2608.5, -634.7, -165.8).

The system spring 4 in the rear suspension system is assembled with the vehicle body longitudinal beam at the upper end and assembled with the recess of the rear lower H-arm 1 at the lower end. The coordinates of the upper end center point 411 are (2819, -528.1, 93.1); the coordinates of the lower end center point 422 are (2819, -537.9, -140.9); the X-axis coordinates of the upper and lower key points are designed to be the same.

The stabilizer bar 5 in the rear suspension system has a rotating shaft fixed on the subframe 7, and the end 511 is connected to the rear lower H-arm 1 through a connecting rod ball head, which effectively improves the roll stiffness of the system.

The rear tie rod 6 includes a tie rod body, at both ends of which are provided a first tie rod connecting shaft 61 and a second tie rod connecting shaft 62. The first tie rod connecting shaft 61 is connected to the subframe 7 via a rubber bushing, and the center point coordinate 611 is (2520, -358, -127); the second tie rod connecting shaft 62 is connected to the steering knuckle 8 via a ball joint, and the center point coordinate 622 is (2536.6, -573.7, -158.5); the first tie rod connecting shaft 61 is designed to be parallel to the second tie rod connecting shaft 62, and the first tie rod connecting shaft 61 is parallel to the center axis of the first connecting shaft 11 and the second connecting shaft 12. In the vertical direction, the highest point (-127) of the tie rod and the lowest point (-130.6) among the first connecting shaft 11, the second connecting shaft 12, the third connecting shaft 13 and the fourth connecting shaft 14 can be basically Consistent.

In FIG. 8 , the coordinates of the center points of the connection axes of the first connection arm (rear lower H-shaped arm) 1 , the second connection arm (rear upper arm) 2 , and the tie rod (rear tie rod) 6 are indicated by P1 to P8 .

The multi-link rear suspension system of the present application also includes a subframe 7, a rear lower H-shaped arm 1, a rear upper arm 2, and a rear tie rod 6, which are all connected to the subframe 7 through a connecting rod, and the subframe 7 is connected and assembled with the vehicle body through a first suspension connecting shaft 71, a second suspension connecting shaft 72, a third suspension connecting shaft 73, and a fourth suspension connecting shaft 74.

The multi-link system subframe 7 of the present application is designed as a frame structure, and the rear crossbeam can be moved backward in the X direction of the whole vehicle, which is equivalent to increasing the length along the X direction in actual use. In actual use, the battery can be moved backward along the X direction to achieve universality of multi-motor platforms.

Obviously, the specific implementation of the present application is not limited to the above-mentioned methods. As long as various non-substantial improvements are made using the method concept and technical solution of the present application, they are all within the protection scope of the present application.

Claims

A rear suspension system, characterized in that the rear suspension system comprises a first connecting arm (1);

The first connecting arm (1) comprises a main body (15) and a first connecting shaft (11), a second connecting shaft (12), a third connecting shaft (13) and a fourth connecting shaft (14) connected to the edge of the main body (15) at intervals, wherein the first connecting shaft (11) and the second connecting shaft (12) are located on a first side of the main body (15) and are configured to be connected to the frame (7); the third connecting shaft (13) and the fourth connecting shaft (14) are located on a second side of the main body (15) and are configured to be connected to the wheel (9), the first side is opposite to the second side,

Wherein, the first connecting axis (11), the second connecting axis (12), the third connecting axis (13) and the fourth connecting axis (14) have different heights in the vertical direction.
The rear suspension system according to claim 1, characterized in that the first connecting shaft (11), the second connecting shaft (12), the third connecting shaft (13) and the fourth connecting shaft (14) satisfy at least one of the following conditions:

In the vertical direction, the first connecting axis (11) is lower than the second connecting axis (12);

In the vertical direction, the third connecting axis (13) is lower than the fourth connecting axis (14);

In the vertical direction, the third connecting axis (13) is lower than the first connecting axis (11);

In the vertical direction, the fourth connecting axis (14) is higher than the second connecting axis (12).
The rear suspension system according to claim 1 is characterized in that, for any one of the first connecting shaft (11), the second connecting shaft (12), the third connecting shaft (13) and the fourth connecting shaft (14), the height difference between the connecting shaft and the connecting shaft on the same side is greater than the height difference between the connecting shaft and the connecting shaft on the opposite side adjacent to the connecting shaft.
The rear suspension system according to claim 1 is characterized in that a height difference between the first connecting shaft (11) and the second connecting shaft (12) in the vertical direction is smaller than a height difference between the third connecting shaft (13) and the fourth connecting shaft (14) in the vertical direction.
The rear suspension system according to any one of claims 1 to 4, characterized in that the rear suspension system further comprises a second connecting arm (2);

The second connecting arm (2) comprises a fifth connecting shaft (21) and a sixth connecting shaft (22) which are arranged opposite to each other, wherein the fifth connecting shaft (21) is configured to be connected to the vehicle frame (7), and the sixth connecting shaft (22) is configured to be connected to the wheel (9); and

In the vertical direction, the second connecting arm (2) is located above the first connecting arm (1).
The rear suspension system according to claim 5, characterized in that the central axis of the fifth connecting shaft (21) is parallel to the central axis of the first connecting shaft (11), and is parallel to the central axis of the second connecting shaft (12).
The rear suspension system according to claim 5, characterized in that the central axis of the fifth connecting shaft (21) is parallel to the central axis of the sixth connecting shaft (22).
The rear suspension system according to claim 5, characterized in that the height of the fifth connecting shaft (21) in the vertical direction is consistent with the height of the sixth connecting shaft (22) in the vertical direction.
The rear suspension system according to any one of claims 1 to 8, characterized in that the rear suspension system further comprises a tie rod (6);

The pull rod (6) comprises a seventh connecting shaft (61) and an eighth connecting shaft (62) which are arranged opposite to each other, wherein the seventh connecting shaft The connecting shaft (61) is configured to be connected to the vehicle frame (7), and the eighth connecting shaft (62) is configured to be connected to the wheel (9); and,

In the vertical direction, the pull rod (6) is located below the first connecting arm (1).
The rear suspension system according to claim 9, characterized in that in the vertical direction, the seventh connecting shaft (61) is higher than the eighth connecting shaft (62).
The rear suspension system according to claim 9, characterized in that the central axis of the seventh connecting shaft (61) is parallel to the central axis of the eighth connecting shaft (62).
The rear suspension system according to claim 9, characterized in that the central axis of the seventh connecting shaft (61) is parallel to the central axis of the first connecting shaft (11) and parallel to the central axis of the second connecting shaft (12).
The rear suspension system according to claim 9 is characterized in that the orthographic projection of the tie rod (6) on the horizontal plane is located outside the orthographic projection of the first connecting arm (1) on the horizontal plane, and the tie rod (6) is arranged to be close to the second connecting axis (12) and the fourth connecting axis (14).
The rear suspension system according to any one of claims 1 to 13, characterized in that the rear suspension system further comprises a system spring (4);

The main body (15) of the first connecting arm (1) has a recessed groove (151), one end of the system spring (4) is arranged in the recessed groove (151), and the other end of the system spring (4) is configured to be connected to the vehicle body.
The rear suspension system according to any one of claims 1 to 14, characterized in that the rear suspension system further comprises a steering knuckle (8), the first connecting arm (1) is connected to the wheel (9) via the steering knuckle (8), wherein:

The first connecting shaft (11) is connected to the vehicle frame (7) via a first ball joint (112);

The second connecting shaft (12) is connected to the vehicle frame (7) via a first rubber bushing (121);

The third connecting shaft (13) is connected to the steering knuckle (8) via a second ball joint (131);

The fourth connecting shaft (14) is connected to the steering knuckle (8) via a second rubber bushing (141).
The rear suspension system according to any one of claims 5 to 14, characterized in that the rear suspension system further comprises a steering knuckle (8), the second connecting arm (2) is connected to the wheel (9) via the steering knuckle (8), wherein:

The fifth connecting shaft (21) is connected to the vehicle frame (7) via a third rubber bushing (212);

The sixth connecting shaft (22) is connected to the steering knuckle (8) via a fourth rubber bushing (221).
The rear suspension system according to any one of claims 9 to 14, characterized in that the rear suspension system comprises a steering knuckle (8), the tie rod (6) is connected to the wheel (9) via the steering knuckle (8), wherein:

The seventh connecting shaft (61) is connected to the vehicle frame (7) via a fifth rubber bushing (612);

The eighth connecting shaft (62) is connected to the steering knuckle (8) via a third ball joint (621).
A suspension assembly, characterized in that the suspension assembly comprises a subframe (7), and two opposite sides of the subframe (7) are respectively connected to a rear suspension system as described in any one of claims 1 to 17.
The suspension assembly according to claim 18, characterized in that the suspension assembly further comprises a stabilizer bar (5);

The main body (15) of the first connecting arm (1) has a rotating shaft (152), and the stabilizing rod (5) is connected to the rotating shaft (152).
The suspension assembly according to claim 19 is characterized in that the subframe (7) comprises A first suspension connecting shaft (71), a second suspension connecting shaft (72), a third suspension connecting shaft (73) and a fourth suspension connecting shaft (74), wherein the first suspension connecting shaft (71), the second suspension connecting shaft (72), the third suspension connecting shaft (73) and the fourth suspension connecting shaft (74) are configured to be connected to a vehicle body.