WO2024250934A1 - Multi-link suspension and vehicle - Google Patents

Abstract

A multi-link suspension, comprising a steering knuckle (10), a link assembly and a connector (12), wherein the steering knuckle comprises a mounting hole (101) for mounting a wheel axle; the link assembly comprises an upper connecting arm (111), a lower connecting arm (112) and an adapter arm (113); two ends of the upper connecting arm and two ends of the lower connecting arm are respectively connected to the steering knuckle and the adapter arm; a first outer end (1111) of the upper connecting arm connected to the steering knuckle and a second outer end (1121) of the lower connecting arm connected to the steering knuckle are located on the same side of the steering knuckle and are respectively located above and below the central axis of the mounting hole; and one end of the connector is fixedly connected to a vehicle body or a vehicle frame, and the other end thereof is slidably connected to the adapter arm, such that the connector can slide relative to the adapter arm. Further disclosed is a vehicle comprising the multi-link suspension.

Description

Multi-link suspension and vehicle

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to Chinese patent application No. 202310678999.4, filed on June 8, 2023, the entire text of which is incorporated herein by reference.

Technical Field

The present application relates to but is not limited to the field of vehicle technology, and specifically, to a multi-link suspension and a vehicle.

Background Art

Suspension is a general term for devices that ensure elastic connection between wheels or axles and the vehicle's load-bearing system (frame or load-bearing body), and are able to transfer loads, mitigate impacts, attenuate vibrations, and adjust the position of the vehicle during driving. It can directly affect the stability, operability and comfort of the entire vehicle.

Summary of the invention

The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

The present application provides a multi-link suspension and a vehicle, which can improve the comfort of the entire vehicle.

On the one hand, the present application provides a multi-link suspension, comprising: a steering knuckle, a connecting rod assembly and a connecting piece; the steering knuckle comprises a mounting hole configured to mount a wheel axle; the connecting rod assembly comprises an upper connecting arm, a lower connecting arm and a transfer arm; the two ends of the upper connecting arm are respectively connected to the steering knuckle and the transfer arm, and the two ends of the lower connecting arm are respectively connected to the steering knuckle and the transfer arm; the end of the upper connecting arm connected to the steering knuckle is a first outer end, and the end of the lower connecting arm connected to the steering knuckle is a second outer end; the first outer end and the second outer end are located on the same side of the steering knuckle, and the first outer end is located above the central axis of the mounting hole, and the second outer end is located below the central axis of the mounting hole; the connecting piece is configured to be able to slide relative to the transfer arm, wherein one end of the connecting piece is slidably connected to the transfer arm, and the other end of the connecting piece is fixedly connected to a vehicle body or a frame.

Optionally, one end of the upper connecting arm connected to the transfer arm is a first inner end, and one end of the lower connecting arm connected to the transfer arm is a second inner end; the first inner end, the second inner end, the second outer end and the first outer end form a first plane; the transfer arm is configured to be able to swing along the first plane and to be connected to the transfer arm. Locking is achieved after the connecting parts are matched.

Optionally, the transfer arm includes a transfer arm body, a first bushing and a second bushing, wherein the first bushing and the second bushing are arranged at intervals along the length direction of the transfer arm body and are both slidably connected to the transfer arm body.

Optionally, the connecting member includes a first connecting member and a second connecting member; the first bushing includes a first inner sleeve and a first outer sleeve sleeved outside the first inner sleeve, and the second bushing includes a second inner sleeve and a second outer sleeve sleeved outside the second inner sleeve; the first outer sleeve and the second outer sleeve are both slidably connected to the connecting arm, the first inner sleeve is fixedly connected to the first connecting member, and the second inner sleeve is fixedly connected to the second connecting member.

Optionally, a first movable space for the first inner sleeve to move radially is formed between the first inner sleeve and the first outer sleeve, and a second movable space for the second inner sleeve to move radially is formed between the second inner sleeve and the second outer sleeve.

Optionally, the first axis of the first bushing intersects with a line connecting the first outer end and the first inner end or an extension of the line; the second axis of the second bushing intersects with a line connecting the second outer end and the second inner end or an extension of the line.

Optionally, the angle between the first axis of the first bushing and the line connecting the first outer end and the first inner end or the extension of the line is 25° to 60°; the angle between the second axis of the second bushing and the line connecting the second outer end and the second inner end or the extension of the line is 25° to 60°.

Optionally, the first axis of the first bushing is parallel to the second axis of the second bushing.

Optionally, a straight-line distance between the first inner end and the second inner end is smaller than a straight-line distance between the first outer end and the second outer end.

Optionally, the first inner end is hinged to the transfer arm body through a third bushing, and the second inner end is hinged to the transfer arm body through a fourth bushing; the third axis of the third bushing and the fourth axis of the fourth bushing are skewed with the first axis of the first bushing, and the third axis of the third bushing and the fourth axis of the fourth bushing are skewed with the second axis of the second bushing.

Optionally, the third bushing includes a third inner sleeve and a third outer sleeve sleeved outside the third inner sleeve, and the fourth bushing includes a fourth inner sleeve and a fourth outer sleeve sleeved outside the fourth inner sleeve; a third activity space for the third inner sleeve to move radially is formed between the third inner sleeve and the third outer sleeve, and a fourth activity space for the fourth inner sleeve to move radially is formed between the fourth inner sleeve and the fourth outer sleeve.

On the other hand, the present application also provides a vehicle, comprising any of the multi-link suspensions described above.

Optionally, the multi-link suspension is connected to the rear wheels of the vehicle.

The present application provides a multi-link suspension and a vehicle, wherein the multi-link suspension can extend the compression stroke of a vehicle body or a frame relative to the suspension, thereby increasing the buffering time of the vehicle body or the frame, reducing the impact force transmitted from the road surface to the vehicle body or the frame, and greatly improving the comfort of the entire vehicle.

Other aspects will be apparent upon reading and understanding the drawings and detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a structural exploded view of a multi-link suspension according to an exemplary embodiment of the present application.

FIG. 2 is a schematic structural diagram of a multi-link suspension according to an exemplary embodiment of the present application.

FIG. 3 is a force principle diagram of a multi-link suspension shown in an exemplary embodiment of the present application.

DETAILED DESCRIPTION

Here, exemplary embodiments will be described in detail, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments are only to present the concept of the present application and do not represent all implementations under the concept of the present application. Instead, they are only examples of devices and methods consistent with some aspects of the concept of the present application.

The terms used in this application are only for the purpose of describing specific embodiments and are not intended to limit this application. Unless otherwise defined, the technical terms or scientific terms used in this application should be the usual meanings understood by people with ordinary skills in the field to which this application belongs. The "first", "second" and similar words used in the specification and claims of this application do not indicate any order, quantity or importance, but are only used to distinguish different components. Similarly, similar words such as "one" or "one" do not indicate quantitative restrictions, but indicate that there is at least one. "Multiple" or "several" means two and more than two. Unless otherwise specified, similar words such as "front", "rear", "lower" and/or "upper", "top", "bottom" are only for the convenience of explanation, and are not limited to one position or one spatial orientation. Similar words such as "include" or "comprise" mean the elements or objects appearing in front of "include" or "comprise", covering the elements or objects listed after "include" or "comprise" and their equivalent elements or objects, and other elements or objects are not excluded in this application. The words "connected" or "connected" and the like are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect.

At present, most vehicles use five-link suspensions in their suspension systems. One end of each connecting arm in the five-link suspension is usually directly connected to the frame or body using a bushing or a ball pin. The five-link suspension requires the bushing or ball pin to be designed with a high stiffness to improve the vehicle's handling performance when braking. However, bushings or ball pins with high stiffness can easily lead to a decrease in the vehicle's comfort performance, greatly reducing the passenger's riding experience.

In view of this, the present application provides a vehicle including a multi-link suspension. In one embodiment, the vehicle includes wheels and a load-bearing body, and the multi-link suspension is connected to the wheels and the load-bearing body. In another embodiment, the vehicle includes wheels, a non-load-bearing body, and a frame connected to the non-load-bearing body, and the multi-link suspension is connected to the wheels and the frame, wherein the frame is used to bear various loads from the non-load-bearing body and the ground.

It should be noted that the multi-link suspension may be a front suspension connected to the front wheels, or a rear suspension connected to the rear wheels.

Referring to FIG. 1 and FIG. 3 , the multi-link suspension includes a steering knuckle 10, a connecting rod assembly and a connecting member 12. The steering knuckle 10 includes a mounting hole 101 for mounting a wheel axle; the connecting rod assembly includes an upper connecting arm 111, a lower connecting arm 112 and a transfer arm 113; the two ends of the upper connecting arm 111 are respectively connected to the steering knuckle 10 and the transfer arm 113, and the two ends of the lower connecting arm 112 are respectively connected to the steering knuckle 10 and the transfer arm 113; the end of the upper connecting arm 111 connected to the steering knuckle 10 is a first outer end 1111, and the end of the lower connecting arm 112 connected to the steering knuckle 10 is a first outer end 1111. The second outer end 1121; the first outer end 1111 and the second outer end 1121 are located on the same side of the steering knuckle 10, and the first outer end 1111 is located above the central axis of the mounting hole 101, and the second outer end 1121 is located below the central axis of the mounting hole 101; the connecting member 12 is configured to be able to slide relative to the transfer arm 113, wherein one end of the connecting member 12 is slidably connected to the transfer arm 113, and the other end of the connecting member 12 is fixedly connected to the vehicle body or frame. For example, when the vehicle is driving on a bumpy road, the connecting member 12 can slide relative to the transfer arm 113.

When a vehicle is traveling on a bumpy road, such as passing over a pothole or speed bump, the wheels and multi-link suspension will undergo compression movement relative to the vehicle body or frame, causing the force transmitted from the ground to the wheels to be transmitted to the vehicle body or frame through the multi-link suspension to reach the interior of the cabin, which can easily cause the cabin to sway and shake. The multi-link suspension provided in the above embodiment can extend the compression stroke of the vehicle body or frame relative to the multi-link suspension through the sliding cooperation between the transfer arm 113 and the connecting member 12 when the vehicle is traveling on a bumpy road, so that the transmission path of the forces F11 and F12 received by the upper connecting arm 111 and the lower connecting arm 112 transmitted to the vehicle body or frame through the transfer arm 113 is extended, thereby increasing the buffering time of the vehicle body or frame, reducing the impact force transmitted from the road surface to the vehicle body or frame, and greatly improving the comfort of the entire vehicle.

In one embodiment, the connecting member 12 may include a ball pin, but is not limited thereto. For example, the transfer arm 113 is provided with a slide groove 1130, the head of the ball pin is slidably connected to the slide groove 1130 of the transfer arm 113, and the tail of the ball pin is slidably connected to the vehicle body or frame. Fixed connection. In another embodiment, in order to reduce the risk of wear and tear caused by direct contact between the connecting member 12 and the transfer arm 113 during sliding, a buffer sleeve may be provided at the slide groove 1130 of the transfer arm 113, so that the connecting member 12 and the buffer sleeve are slidably connected. Of course, in other embodiments, the buffer sleeve may also be slidably connected to the slide groove 1130 of the transfer arm 113, in which case the connecting member 12 and the buffer sleeve may be fixedly connected.

Of course, the transfer arm 113 may also be provided with limiting members, such as limiting blocks, at both ends of the sliding path of the connecting member 12 or the buffer sleeve, respectively, to limit the sliding path of the connecting member 12 or the buffer sleeve.

It should be noted that the first outer end 1111 and the second outer end 1121 may be respectively located at a side of the steering knuckle 10 facing the front of the vehicle, or may be respectively located at a side of the steering knuckle 10 facing the rear of the vehicle.

Please refer to FIG. 2 and FIG. 3. In one embodiment, the end of the upper connecting arm 111 connected to the transfer arm 113 is the first inner end 1112, and the end of the lower connecting arm 112 connected to the transfer arm 113 is the second inner end 1122; the first inner end 1112, the second inner end 1122, the second outer end 1121 and the first outer end 1111 form a first plane; the transfer arm 113 is configured to be able to swing along the first plane and to be locked after cooperating with the connecting member 12. For example, when the vehicle is in a braking state, the transfer arm 113 can swing along the first plane and to be locked after cooperating with the connecting member 12. Thus, the upper connecting arm 111, the lower connecting arm 112, the transfer arm 113 and the steering knuckle 10 can form a planar linkage mechanism. When the vehicle is driving and the driver suddenly applies braking intervention, the force F21 transmitted from the wheel to the upper connecting arm 111 is opposite to the force F22 transmitted from the wheel to the lower connecting arm 112. Therefore, after being subjected to forces F21 and F22 in different directions, the two ends of the transfer arm 113 can swing in opposite directions along the first plane formed by the planar linkage mechanism, and can play a limiting role when the transfer arm 113 is swung to contact with the connecting member 12, thereby locking the transfer arm 113 and improving the maneuverability of the entire vehicle.

Please continue to refer to FIG. 2. In one embodiment, the transfer arm 113 includes a transfer arm body, a first bushing 1131 and a second bushing 1132. The first bushing 1131 and the second bushing 1132 are spaced apart along the length direction of the transfer arm body and are both slidably connected to the transfer arm body. The connecting member 12 includes a first connecting member 121 and a second connecting member 122. The first bushing 1131 includes a first inner sleeve and a first outer sleeve sleeved outside the first inner sleeve. The second bushing 1132 includes a second inner sleeve and a second outer sleeve sleeved outside the second inner sleeve. The first outer sleeve of the first bushing 1131 and the second outer sleeve of the second bushing 1132 are both slidably connected to the transfer arm 113. The first inner sleeve of the first bushing 1131 is fixedly connected to the first connecting member 121, and the second inner sleeve of the second bushing 1132 is fixedly connected to the second connecting member 122. A first movable space for the first inner sleeve to move radially is formed between the first inner sleeve and the first outer sleeve, and a second movable space for the second inner sleeve to move radially is formed between the second inner sleeve and the second outer sleeve.

The first outer sleeve of the first bushing 1131 and the second outer sleeve of the second bushing 1132 are both slidably connected to the transfer arm 113, the first inner sleeve of the first bushing 1131 is fixedly connected to the first connecting member 121, and the second inner sleeve of the second bushing 1132 is fixedly connected to the second connecting member 122. A first movable space is formed between the first inner sleeve of the first bushing 1131 and the first outer sleeve of the first bushing 1131, and a second movable space is formed between the second inner sleeve of the second bushing 1132 and the second outer sleeve of the second bushing 1132.

Taking the steering knuckle 10 of the multi-link suspension connected to the left rear wheel of the vehicle along the width direction and located on the side of the cockpit as an example, during the braking process of the vehicle, the first inner end 1112 of the transfer arm 113 connected to the upper connecting arm 111 can swing to the left along the first plane, and at this time, the first inner sleeve of the first bushing 1131 can move in the first activity space toward the direction close to the first inner end 1112, so that the first connecting member 121 can contact with the transfer arm 113, which limits the first connecting member 121 and the steering knuckle 10 connected to the upper connecting arm 111. The second inner end 1122 of the connecting arm 113 connected to the lower connecting arm 112 can be swung to the right along the first plane. At this time, the second inner sleeve of the second bushing 1132 can move in the second movable space toward the second inner end 1122, so that the second connecting member 122 can contact the connecting arm 113, which limits the relative movement between the second connecting member 122 and the connecting arm 113, thereby realizing the locking of the connecting arm 113 to improve the maneuverability of the entire vehicle.

It should be noted that the swinging directions of the two ends of the transfer arm 113 may change according to the installation direction of the multi-link suspension relative to the vehicle.

In one embodiment, elastic members, such as rubber or springs, may be provided between the first inner sleeve of the first sleeve 1131 and the first outer sleeve of the first sleeve 1131, and between the second inner sleeve of the second sleeve 1132 and the second outer sleeve of the second sleeve 1132, so as to provide movable space for the first inner sleeve and the second inner sleeve.

Please continue to refer to FIG. 2. In one embodiment, the first axis of the first bushing 1131 intersects with the line connecting the first outer end 1111 and the first inner end 1112 or the extension of the line; the second axis of the second bushing 1132 intersects with the line connecting the second outer end 1121 and the second inner end 1122 or the extension of the line. In other words, the first bushing 1131 is not parallel to the line connecting the first outer end 1111 and the first inner end 1112, and the second bushing 1132 is not parallel to the line connecting the second outer end 1121 and the second inner end 1122. Thus, when the driver suddenly applies the brake intervention, the transfer arm 113 can achieve contact with the first connector 121 and the second connector 122 without swinging a large amplitude to achieve relative locking. In one embodiment, the angle between the first axis of the first bushing 1131 and the line connecting the first outer end 1111 and the first inner end 1112 or the extension of the line is 25° to 60°; the angle between the second axis of the second bushing 1132 and the line connecting the second outer end 1121 and the second inner end 1122 or the extension of the line is 25° to 60°. In this way, the locking performance of the transfer arm 113 when contacting the first connecting member 121 and the second connecting member 122 during the braking process of the vehicle is prevented from being poor due to a small angle, and the locking performance of the transfer arm 113 when contacting the first connecting member 121 and the second connecting member 122 is prevented from being poor due to a large angle. When the vehicle is traveling on a bumpy road, the displacement component of the transfer arm 113 in the Z direction (up and down direction) is too large, which affects the characteristics of the multi-link suspension.

It should be noted that the angle formation method can change with the change of the setting position of the transfer arm 113. For example, as shown in FIG3, in one embodiment, when the end of the transfer arm 113 connected to the first inner end 1112 is arranged closer to the steering knuckle 10 than the end of the transfer arm 113 connected to the second inner end 1122, the first axis of the first bushing 1131 can intersect with the extended line of the line connecting the first outer end 1111 and the first inner end 1112, and the angle between the two is α, and the second axis of the second bushing 1132 can intersect with the line connecting the second outer end 1121 and the second inner end 1122, and the angle between the two is β. Of course, in other embodiments, when the end of the transfer arm 113 connected to the first inner end 1112 is arranged farther away from the steering knuckle 10 than the end of the transfer arm 113 connected to the second inner end 1122, the first axis of the first bushing 1131 can intersect with the line connecting the first outer end 1111 and the first inner end 1112 to form an angle. The second axis of the second bushing 1132 may intersect with an extended line of a line connecting the second outer end 1121 and the second inner end 1122 to form an angle.

Please continue to refer to Figure 2. In one embodiment, the first axis of the first bushing 1131 is parallel to the second axis of the second bushing 1132. Therefore, when the vehicle is traveling on a bumpy road, the connection member 12 can be prevented from getting stuck during movement, thereby ensuring the smoothness of the vehicle when traveling on a bumpy road.

In one embodiment, the straight-line distance between the first inner end 1112 and the second inner end 1122 is smaller than the straight-line distance between the first outer end 1111 and the second outer end 1121. Thus, it can be ensured that the intersection of the extension line of the first outer end 1111 and the first inner end 1112 away from the steering knuckle 10 and the extension line of the second outer end 1121 and the second inner end 1122 away from the steering knuckle 10 is located above the central axis of the mounting hole 101, so as to improve the characteristics of the multi-link suspension. For example, when the upper connecting arm 111 and the lower connecting arm 112 are both located on the side of the steering knuckle 10 facing the front of the vehicle, the intersection can be located above and in front of the central axis of the mounting hole 101. When the upper connecting arm 111 and the lower connecting arm 112 are both located on the side of the steering knuckle 10 facing the rear of the vehicle, the intersection can be located above and in the rear of the central axis of the mounting hole 101.

Please refer to Figures 1 and 3. In one embodiment, the first inner end 1112 is hinged to the transfer arm body through the third bushing 13, and the second inner end 1122 is hinged to the transfer arm body through the fourth bushing 14; the third axis of the third bushing 13 and the fourth axis of the fourth bushing 14 are skewed with the first axis of the first bushing 1131, and the third axis of the third bushing 13 and the fourth axis of the fourth bushing 14 are skewed with the second axis of the second bushing 1132. In this way, the connection stiffness of the multi-link suspension can be further reduced and the ride comfort can be improved. In one embodiment, the third bushing 13 includes a third inner sleeve and a third outer sleeve sleeved outside the third inner sleeve, and the fourth bushing 14 includes a fourth inner sleeve and a fourth outer sleeve sleeved outside the fourth inner sleeve. Fourth outer sleeve: A third movable space for the third inner sleeve to move radially is formed between the third inner sleeve and the third outer sleeve, and a fourth movable space for the fourth inner sleeve to move radially is formed between the fourth inner sleeve and the fourth outer sleeve. Thus, when the vehicle is traveling on a bumpy road, the third inner sleeve of the third bushing 13 can move radially relative to the third outer sleeve, and the fourth inner sleeve of the fourth bushing 14 can move radially relative to the fourth outer sleeve, so as to further extend the buffering time of the vehicle body or frame and provide the occupants with a more stable riding experience.

In one embodiment, an elastic member, such as rubber or a spring, may be provided between the third inner sleeve of the third bushing 13 and the third outer sleeve of the third bushing 13, and between the fourth inner sleeve of the fourth bushing 14 and the fourth outer sleeve of the fourth bushing 14, so as to provide movable space for the third inner sleeve and the fourth inner sleeve.

It should be noted that the multi-link suspension provided by the present application may include a plurality of other connecting arms in addition to the upper connecting arm 111, the lower connecting arm 112 and the transfer arm 113. For example, the multi-link suspension provided by the present application may be formed by adding a transfer arm 113 and a connecting member 12 on the basis of a traditional five-link suspension. In this case, the multi-link suspension may include three other connecting arms in addition to the upper connecting arm 111, the lower connecting arm 112 and the transfer arm 113, so as to meet the handling performance of the vehicle. Of course, the number of other connecting arms is not limited thereto.

The above descriptions are only some embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included in the scope of protection of the present application.

Claims (13)

A multi-link suspension comprises a steering knuckle, a link assembly and a connecting piece; The steering knuckle includes a mounting hole configured to mount a wheel axle; The connecting rod assembly includes an upper connecting arm, a lower connecting arm and a transfer arm; The two ends of the upper connecting arm are respectively connected to the steering knuckle and the transfer arm, and the two ends of the lower connecting arm are respectively connected to the steering knuckle and the transfer arm; One end of the upper connecting arm connected to the steering knuckle is a first outer end, and one end of the lower connecting arm connected to the steering knuckle is a second outer end; The first outer end and the second outer end are located on the same side of the steering knuckle, and the first outer end is located above the central axis of the mounting hole, and the second outer end is located below the central axis of the mounting hole; The connecting member is configured to be able to slide relative to the transfer arm, wherein one end of the connecting member is slidably connected to the transfer arm, and the other end of the connecting member is fixedly connected to the vehicle body or frame. The multi-link suspension according to claim 1, wherein the end of the upper connecting arm connected to the transfer arm is the first inner end, and the end of the lower connecting arm connected to the transfer arm is the second inner end; The first inner end, the second inner end, the second outer end and the first outer end form a first plane; The transfer arm is configured to be able to swing along the first plane and to be locked after cooperating with the connecting member. The multi-link suspension according to claim 2, wherein the transfer arm comprises a transfer arm body, a first bushing and a second bushing, The first bushing and the second bushing are arranged at intervals along the length direction of the transfer arm body, and are both slidably connected to the transfer arm body. The multi-link suspension according to claim 3, wherein the connecting member comprises a first connecting member and a second connecting member; The first bushing includes a first inner sleeve and a first outer sleeve sleeved outside the first inner sleeve, and the second bushing includes a second inner sleeve and a second outer sleeve sleeved outside the second inner sleeve; The first outer sleeve and the second outer sleeve are both slidably connected to the transfer arm. The first inner sleeve is fixedly connected to the first connecting member, and the second inner sleeve is fixedly connected to the second connecting member. The multi-link suspension according to claim 4, wherein: A first activity space for the first inner sleeve to move radially is formed between the first inner sleeve and the first outer sleeve. A second movable space for the second inner sleeve to move in the radial direction is formed between the second inner sleeve and the second outer sleeve. The multi-link suspension according to any one of claims 3 to 5, wherein: The first axis of the first bushing intersects with a line connecting the first outer end and the first inner end or an extension of the line; The second axis of the second bushing intersects a line connecting the second outer end and the second inner end or an extension of the line connecting the second outer end and the second inner end. The multi-link suspension according to any one of claims 3 to 6, wherein: The angle between the first axis of the first bushing and the line connecting the first outer end and the first inner end or the extension of the line connecting the first outer end and the first inner end is 25° to 60°; An angle between the second axis of the second bushing and a line connecting the second outer end and the second inner end or an extension of the line is 25° to 60°. The multi-link suspension according to any one of claims 3 to 7, wherein the first axis of the first bushing is parallel to the second axis of the second bushing. The multi-link suspension according to any one of claims 2 to 8, wherein a straight-line distance between the first inner end and the second inner end is smaller than a straight-line distance between the first outer end and the second outer end. The multi-link suspension according to any one of claims 3 to 8, wherein: The first inner end is hinged to the transfer arm body through a third bushing, The second inner end is hinged to the transfer arm body through a fourth bushing; The third axis of the third bushing, the fourth axis of the fourth bushing and the first axis of the first bushing are arranged in different planes. The third axis of the third bushing, the fourth axis of the fourth bushing and the second axis of the second bushing are arranged in different planes. The multi-link suspension according to claim 10, wherein: The third sleeve includes a third inner sleeve and a third outer sleeve sleeved outside the third inner sleeve. The fourth sleeve comprises a fourth inner sleeve and a fourth outer sleeve sleeved outside the fourth inner sleeve; A third activity space for the third inner sleeve to move radially is formed between the third inner sleeve and the third outer sleeve. A fourth movable space for the fourth inner sleeve to move in radial direction is formed between the fourth inner sleeve and the fourth outer sleeve. A vehicle comprising the multi-link suspension according to any one of claims 1 to 11. The vehicle of claim 12, wherein the multi-link suspension is connected to rear wheels of the vehicle.