An auxiliary suspension assembly, a suspension system, and a vehicle

Abstract

This application provides an auxiliary suspension assembly, comprising: a first connector for connecting to a powertrain; a limiting mandrel provided on a first side of the first connector, the axis of the limiting mandrel extending along a first direction; a second connector having a first cavity extending through it along the first direction; a limiting space formed within the first cavity for constraining the limiting mandrel; when the first connector and the second connector are engaged, the limiting mandrel enters the first cavity; the axis of the limiting mandrel coincides with the axis of the first cavity. The auxiliary suspension assembly provided by this application has the advantages of meeting suspension vibration isolation requirements and preventing damage to the suspension assembly, body, or powertrain housing due to excessive stress.

Description

Technical Field

[0001] This disclosure generally relates to the field of automotive design technology, and more specifically to an auxiliary suspension assembly, a suspension system, and a vehicle. Background Technology

[0002] With the continuous development of automobiles, people have also placed higher expectations on them. As the power source of automobiles, the powertrain not only provides strong power but also generates severe vibrations and noise. The powertrain is connected to the body structure through the suspension assembly, which serves to connect and fix the powertrain while also isolating the vibration transmission between the powertrain and the body. It has a significant impact on the NVH performance of automobiles.

[0003] The suspension assembly secures the powertrain to the vehicle body structure via bolts. Under normal driving conditions, powertrain vibration energy is transmitted to the vehicle body through the suspension assembly, causing vibrations in the body and seats, directly impacting the user's driving experience. To reduce the transmission of powertrain vibrations to the vehicle body structure, existing suspension assemblies generally employ a three-point suspension structure to minimize vibration transmission paths. This structure typically includes at least a left suspension assembly, a right suspension assembly, and a rear or front suspension assembly. All three suspension assemblies are positioned below the powertrain's center of gravity. The left suspension assembly connects to the left side of the powertrain, the right suspension assembly connects to the right side of the powertrain, and the rear or front suspension assembly connects to the rear or front side of the powertrain.

[0004] Three-point suspension assemblies often suffer from uneven distribution of the suspension mounts due to limitations in the vehicle's structural layout. This uneven stress on the mounting points can lead to excessive stress on the suspension mounts, body, or powertrain housing when the vehicle experiences certain extreme driving conditions. Summary of the Invention

[0005] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide an auxiliary suspension assembly, suspension system and vehicle to solve the above problems.

[0006] The first aspect of this application provides an auxiliary suspension assembly, comprising:

[0007] A first connector is used to connect to a powertrain; a limiting spindle is provided on a first side of the first connector, and the axis of the limiting spindle extends along a first direction;

[0008] The second connector is used to connect to the vehicle body; the second connector has a first cavity extending through it in a first direction; a limiting space is formed in the first cavity to constrain the limiting mandrel;

[0009] When the first connector mates with the second connector, the limiting mandrel enters the first cavity; the axis of the limiting mandrel coincides with the axis of the first cavity.

[0010] According to the technical solution provided in the embodiments of this application, the first connecting member includes:

[0011] A first connecting plate, wherein the first connecting plate has a first connecting seat;

[0012] The limiting mandrel includes:

[0013] A limiting bracket and a third connecting member for fixing the limiting bracket to the first connecting seat.

[0014] According to the technical solution provided in the embodiments of this application, the limiting frame is provided with a second cavity penetrating through it along a first direction;

[0015] The third connector enters the second cavity along the first direction;

[0016] The end of the third connector that enters the second cavity is used to be fixedly connected to the first connector seat.

[0017] According to the technical solution provided in the embodiments of this application, the second connector includes:

[0018] The second connecting seat has a third cavity extending through it in a first direction; the third cavity has an inner frame.

[0019] The internal skeleton has a fourth cavity extending through it along the first side;

[0020] The fourth cavity is embedded with a limiting pad; the limiting pad contains the first cavity.

[0021] According to the technical solution provided in the embodiments of this application, an inner liner is also provided inside the third cavity;

[0022] The inner liner is provided with a fifth cavity that extends through it along the first direction;

[0023] The inner skeleton is nested inside the fifth cavity.

[0024] According to the technical solution provided in the embodiments of this application, the first cavity has a first sidewall, a second sidewall, a third sidewall and a fourth sidewall that are sequentially connected in the circumferential direction around the limiting mandrel;

[0025] The first sidewall corresponds to the third sidewall; the second sidewall corresponds to the fourth sidewall;

[0026] The length of the second sidewall is greater than the length of the first sidewall.

[0027] According to the technical solution provided in the embodiments of this application, a first connection area is provided on the side of the first connecting plate near the second connecting seat;

[0028] The first connecting region has a curved structure;

[0029] The limiting mandrel is located on the side closest to the center of the first connecting area.

[0030] According to the technical solution provided in the embodiments of this application, the second connector is provided with a second connection area corresponding to the first connection area;

[0031] When the first connecting area and the second connecting area correspond, the axis of the limiting mandrel coincides with the axis of the first cavity.

[0032] A second aspect of this application provides a suspension system for limiting and fixing a powertrain, comprising:

[0033] The area above the center of gravity of the powertrain is the installation area;

[0034] The mounting area is equipped with the auxiliary suspension assembly as described above; the first direction is parallel to the normal direction of the mounting area.

[0035] A third aspect of this application provides a vehicle, including: a suspension system as described above.

[0036] Compared with the prior art, the beneficial effects of this application are as follows: By setting the first connecting member and the second connecting member, the first connecting member is provided with a limiting spindle, and the second connecting member is provided with a first cavity. The first cavity forms a limiting space, so that under normal driving conditions, the powertrain drives the first connecting member to move. Since the powertrain moves smoothly under normal driving conditions, the limiting spindle vibrates within the limiting space but does not contact the side wall of the first cavity. At this time, the second connecting member does not contact the limiting spindle and is not subjected to force, and the vibration of the powertrain is not transmitted to the vehicle, thus meeting the requirements for suspension vibration isolation. Under extreme driving conditions, the powertrain drives the first connecting member to move. Since the powertrain moves violently under extreme driving conditions, the limiting spindle contacts the inner wall of the first cavity. At this time, the second connecting member contacts the limiting spindle and is limited, assisting the suspension assembly in receiving force, thereby avoiding excessive force damage to the suspension assembly, body, or powertrain housing. Attached Figure Description

[0037] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0038] Figure 1 This application provides a schematic diagram of the structure of an auxiliary suspension assembly;

[0039] Figure 2 for Figure 1 A side view of the auxiliary suspension assembly is shown.

[0040] Figure 3 for Figure 1 The diagram shows the disassembled structure of the first connector and the limiting spindle in the auxiliary suspension assembly.

[0041] Figure 4 for Figure 1 The diagram shows the disassembled structure of the second connector in the auxiliary suspension assembly.

[0042] Figure 5 for Figure 1 The diagram shows the assembly structure of the auxiliary suspension assembly and the powertrain.

[0043] Figure 6 A schematic diagram showing the installation position of the auxiliary suspension assembly on the powertrain provided in this application;

[0044] Reference numerals: 1. Powertrain; 2. Body; 100. First connecting piece; 110. First connecting plate; 111. First connecting seat; 112. First connecting area; 200. Limiting spindle; 210. Limiting bracket; 220. Third connecting piece; 221. Connecting end; 222. Limiting end; 223. Limiting part; 300. Second connecting piece; 310. Second connecting seat; 311. Protrusion; 312. Second connecting area; 320. Inner frame; 330. Limiting pad; 340. Inner bushing. Detailed Implementation

[0045] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0046] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0047] To address the problems in the background technology, a suspension structure is needed that can reduce vibration transmission paths under normal driving conditions without increasing them, thereby reducing body and seat vibration, while also distributing the load on the suspension under extreme driving conditions.

[0048] Example 1

[0049] Please refer to Figure 1-6This application provides an auxiliary suspension assembly, comprising:

[0050] A first connector 100 is used to connect to the powertrain 1; a limiting spindle 200 is provided on a first side of the first connector 100, and the axis of the limiting spindle 200 extends along a first direction;

[0051] The second connector 300 is used to connect with the vehicle body 2; the second connector 300 is provided with a first cavity extending through it in a first direction; a limiting space is formed in the first cavity for constraining the limiting spindle 200;

[0052] When the first connector 100 is engaged with the second connector 300, the limiting spindle 200 enters the first cavity; the axis of the limiting spindle 200 coincides with the axis of the first cavity.

[0053] Specifically, such as Figure 5 As shown, the powertrain 1 is connected to the vehicle body 2 via a conventional three-point mounting assembly. The three-point mounting assembly is respectively located on the left, right, rear, or front side of the powertrain 1, including a mounting assembly (left), a mounting assembly (right), and a mounting assembly (rear or front). The connection points with the powertrain 1 are all located below the center of gravity of the powertrain 1, used to fix the powertrain 1 to the vehicle body 2. When the powertrain 1 is working, the vibration generated by the powertrain 1 is transmitted to the vehicle body 2 through the three paths of the mounting assembly (left), the mounting assembly (right), and the mounting assembly (rear or front), causing the vehicle body 2 to vibrate.

[0054] Specifically, such as Figure 5 As shown, the auxiliary suspension assembly is disposed between the powertrain 1 and the vehicle body 2; the first connecting member 100 is connected to the powertrain 1, and a limiting spindle 200 is provided on the side of the first connecting member 100 away from the powertrain 1. The end of the limiting spindle 200 near the first connecting member 100 is fixedly connected to the first connecting member 100, and the limiting spindle 200 extends along a first direction; the second connecting member 300 is connected to the vehicle body 2, and a first cavity is provided on the second connecting member 300 extending through it along the first direction, forming the limiting space within the first cavity; the end of the limiting spindle 200 away from the first connecting member 100 extends into the first cavity, and the axis of the limiting spindle 200 coincides with the axis of the first cavity; optionally, one end of the limiting spindle 200 is fixed to the first connecting member 100 by a threaded connection.

[0055] Specifically, when the powertrain 1 is working, the vibration is transmitted from the powertrain 1 to the first connector 100, and then from the first connector 100 to the limiting spindle 200.

[0056] When the car is in normal driving conditions, the vibration generated by the powertrain 1 is relatively small due to the slow speed. This results in relatively small vibration of the limiting spindle 200 in the first cavity. Consequently, the limiting spindle 200 does not contact the inner wall of the first cavity when vibrating, and the vibration of the powertrain 1 will not be transmitted to the second connector 300 through the limiting spindle 200. This avoids increasing the vibration transmission path and prevents the body 2 from being affected by the vibration of the powertrain 1, thus meeting the vibration isolation requirements of the auxiliary suspension assembly.

[0057] When the vehicle is under extreme driving conditions, due to the high speed, the vibration generated by the powertrain 1 is relatively large, causing the limiting spindle 200 to vibrate relatively large within the first cavity. Consequently, the limiting spindle 200 contacts the inner wall of the first cavity during vibration, and the second connecting member 300 limits the limiting spindle 200, thereby limiting the position of the powertrain 1 and preventing the powertrain 1 from vibrating too much, which could lead to excessive stress and damage to the powertrain 1 housing, the three-point suspension assembly, and the body 2.

[0058] Working principle: By setting a first connecting member 100 and a second connecting member 300, the first connecting member 100 is provided with a limiting spindle 200, and the second connecting member 300 is provided with a first cavity. The first cavity forms a limiting space, so that under normal driving conditions, the powertrain 1 drives the first connecting member 100 to move. Since the movement of the powertrain 1 is slow under normal driving conditions, the limiting spindle 200 vibrates within the limiting space but does not contact the side wall of the first cavity. At this time, the second connecting member 300 and the limiting spindle 200 are in contact with the limiting space. The limiting spindle 200 does not come into contact with the force and will not transmit the vibration of the powertrain 1 to the body 2, thus meeting the requirements for suspension vibration isolation. Under extreme driving conditions, the powertrain 1 drives the first connecting member 100 to move. Due to the violent movement of the powertrain 1 under extreme driving conditions, the limiting spindle 200 comes into contact with the inner wall of the first cavity. At this time, the second connecting member 300 contacts and limits the limiting spindle 200, assisting the suspension assembly in receiving the force, thereby preventing the suspension assembly, body 2, or powertrain 1 housing from being damaged due to excessive force.

[0059] In a preferred embodiment, the first connector 100 includes:

[0060] A first connecting plate 110, wherein the first connecting plate 110 has a first connecting seat 111;

[0061] The limiting spindle 200 includes:

[0062] The limiting frame 210 and the third connecting member 220 for fixing the limiting frame 210 to the first connecting seat 111.

[0063] Specifically, such as Figure 3 As shown, the first connecting member 100 includes a first connecting plate 110. The first connecting plate 110 has a plurality of mounting holes that connect both sides of the first connecting plate 110. The first connecting plate 110 is fixed to the power assembly 1 by passing bolts through the mounting holes and threading them with the power assembly 1. Optionally, three mounting holes are provided. A first connecting seat 111 is provided on the side of the first connecting plate 110 away from the power assembly 1. The first connecting seat 111 is used to connect with the limiting spindle 200.

[0064] Specifically, the limiting spindle 200 includes a limiting frame 210 and a third connecting member 220. The third connecting member 220 fixes the limiting frame 210 to the first connecting seat 111. The end of the limiting frame 210 away from the powertrain 1 extends into the first cavity. When the vehicle is in normal driving condition, the outer wall of the limiting frame 210 does not contact the inner wall of the first cavity. When the vehicle is in extreme driving condition, the outer wall of the limiting frame 210 contacts the inner wall of the first cavity, thereby limiting the limiting frame 210 and restricting the vibration amplitude of the powertrain 1, preventing damage to the suspension assembly, body 2, or powertrain 1 housing due to excessive force. Optionally, the first connecting seat 111 has an external thread along the first direction, and the end of the third connecting member 220 near the first connecting seat 111 has an external thread. The third connecting member 220 is threadedly connected to the first connecting seat 111, thereby fixing the limiting frame 210.

[0065] In a preferred embodiment, the limiting frame 210 is provided with a second cavity extending through it in a first direction;

[0066] The third connector 220 enters the second cavity along the first direction;

[0067] The end of the third connector 220 that enters the second cavity is used to be fixedly connected to the first connector 111.

[0068] Specifically, such as Figure 3As shown, the limiting frame 210 is cylindrical and has a second cavity extending through both ends. The limiting frame 210 is arranged along the first direction. The third connecting member 220 is arranged along the first direction. The third connecting member 220 has a connecting end 221 and a limiting end 222. The connecting end 221 extends into the second cavity from the end away from the power assembly 1 and extends out of the second cavity from the end near the power assembly 1. The connecting end 221 is fixedly connected to the first connecting seat 111. The outer diameter of the third connecting member 220 matches the inner diameter of the second cavity to prevent the limiting frame 210 from moving in its own radial direction. The limiting end 222 is provided with a limiting part 223. The diameter of the limiting part 223 is larger than the diameter of the second cavity. When the third connector 220 is connected to the first connector 111, the limiting part 223 abuts against the end of the limiting frame 210 away from the powertrain 1, and the end of the limiting frame 210 near the powertrain 1 abuts against the first connector 111. This prevents the limiting frame 210 from moving in its own axial direction and prevents the limiting frame 210 from falling off the third connector 220 due to the vibration of the powertrain 1. Consequently, without the limiting frame 210, the limiting effect of the third connector 220 and the inner wall of the first cavity is poor, and it cannot effectively protect the suspension assembly, body 2, or powertrain 1 housing.

[0069] In a preferred embodiment, the second connector 300 includes:

[0070] The second connecting seat 310 has a third cavity extending through it in a first direction; the third cavity has an inner frame 320 inside it.

[0071] The inner frame 320 has a fourth cavity extending through it along the first side;

[0072] A limiting pad 330 is embedded in the fourth cavity; the limiting pad 330 has the first cavity inside.

[0073] Specifically, such as Figure 4As shown, the second connector 300 includes a second connector 310, an inner frame 320, and a limiting pad 330. The second connector 310 has several mounting holes connecting its two sides. The second connector 310 is threadedly connected to the vehicle body 2 via bolts passing through these mounting holes, thus connecting the second connector 310 to the vehicle body 2. The second connector 310 has a protrusion 311 on the side near the vehicle body 2. The protrusion 311 has a third cavity extending through both sides of the second connector 310 along the first direction. The inner frame 320 is disposed within the third cavity. The inner frame 320 has a third cavity extending along the first direction. A fourth cavity extends through both ends of the device; the limiting pad 330 is disposed within the fourth cavity, the limiting pad 330 is made of elastic material, and the first cavity is provided within the limiting pad 330 along the first direction; when the vehicle is under extreme driving conditions, the limiting frame 210 contacts the inner wall of the first cavity to achieve limiting, that is, the limiting frame 210 contacts the inner wall of the limiting pad 330 to achieve limiting, thus protecting the suspension assembly, body 2, or powertrain 1 housing; optionally, the limiting pad 330 is made of rubber to avoid damage to the limiting frame 210 during prolonged operation under limiting conditions; optionally, three mounting holes are provided.

[0074] In a preferred embodiment, an inner liner 340 is further provided inside the third cavity;

[0075] The inner liner 340 is provided with a fifth cavity that extends through it in the first direction;

[0076] The inner skeleton 320 is nested inside the fifth cavity.

[0077] Specifically, such as Figure 4 As shown, an inner sleeve 340 is also provided in the third cavity. The inner sleeve 340 is fitted between the protrusion 311 and the inner skeleton 320. The inner sleeve 340 has a fifth cavity extending through it in the first direction. The inner skeleton 320 is disposed in the fifth cavity. By providing the inner sleeve 340 in the third cavity, the connection between the inner skeleton 320 and the inner wall of the protrusion 311 is made tighter. On the one hand, this prevents the inner skeleton 320 from falling out of the third cavity. On the other hand, it prevents the protrusion 311 from being damaged due to severe wear between the inner skeleton 320 and the protrusion 311 during long-term operation, which would affect the normal use of the second connector 300. It also reduces the noise generated by friction. Optionally, the inner sleeve 340 is made of metal.

[0078] In a preferred embodiment, the first cavity has a first sidewall, a second sidewall, a third sidewall, and a fourth sidewall that are circumferentially connected in sequence around the limiting mandrel 200;

[0079] The first sidewall corresponds to the third sidewall; the second sidewall corresponds to the fourth sidewall;

[0080] The length of the second sidewall is greater than the length of the first sidewall.

[0081] Specifically, the first cavity has a first sidewall, a second sidewall, a third sidewall, and a fourth sidewall, which are connected in a single circumferential direction around the limiting mandrel 200; the first sidewall and the third sidewall are opposite to each other and have the same length, and the second sidewall and the fourth sidewall are opposite to each other and have the same length; the first sidewall and the third sidewall are used to limit the vibration amplitude of the limiting frame 210 in the direction parallel to the road surface, and the second sidewall and the fourth sidewall are used to limit the vibration amplitude of the limiting frame 210 in the direction perpendicular to the road surface; the length of the first sidewall is less than that of the third sidewall. The length of the second sidewall is such that the outer sidewall of the inner frame 320 has a plurality of first through holes and a plurality of second through holes. The first through holes are located on the side of the inner frame 320 near the second sidewall, and the first through holes penetrate the outer sidewall of the inner frame 320 and communicate with the fourth cavity. The second through holes are located on the side of the inner frame 320 near the fourth sidewall, and the second through holes penetrate the outer sidewall of the inner frame 320 and communicate with the fourth cavity. The lengths of the four inner sidewalls of the fourth cavity are respectively set to correspond to the lengths of the first sidewall, the second sidewall, the third sidewall, and the fourth sidewall.

[0082] In a preferred embodiment, a first connection area 112 is provided on the side of the first connecting plate 110 near the second connecting seat 310;

[0083] The first connecting region 112 has a curved structure;

[0084] The limiting spindle 200 is located on the side close to the center of the first connecting area 112.

[0085] Specifically, a first connecting area 112 is provided on the side of the first connecting plate 110 near the second connecting seat 310. The first connecting area 112 has a curved structure, and a plurality of mounting holes on the first connecting plate 110 are evenly distributed along the curved edge of the first connecting area 112, so that the connection between the first connecting plate 110 and the power assembly 1 is more secure. The limiting shaft 200 is located on the side near the center of the first connecting area 112. In conjunction with the distribution of the mounting holes, when the second connecting member 300 limits the limiting shaft 200, the limiting effect can be better applied to the power assembly 1.

[0086] In a preferred embodiment, the second connector 310 is provided with a second connector 312 corresponding to the first connector 112;

[0087] When the first connecting area 112 and the second connecting area 312 correspond, the axis of the limiting mandrel 200 coincides with the axis of the first cavity.

[0088] Specifically, the second connecting seat 310 is provided with a second connecting area 312 corresponding to the first connecting area 112. When the first connecting area 112 and the second connecting area 312 correspond to each other, the axis of the limiting mandrel 200 is made to coincide with the axis of the first cavity, which facilitates the assembly of the limiting mandrel 200 and the second connecting member 300.

[0089] Example 2

[0090] Please refer to Figure 6 This application provides a suspension system for limiting and fixing a powertrain, comprising:

[0091] The area above the center of gravity of the powertrain 1 is the installation area;

[0092] The mounting area is equipped with the auxiliary suspension assembly as described above; the first direction is parallel to the normal direction of the mounting area.

[0093] Specifically, such as Figure 5 As shown, the area below the center of gravity of the powertrain 1 is connected and fixed to the vehicle body 2 via the suspension assembly (left), suspension assembly (right), and suspension assembly (front or rear); the area above the center of gravity of the powertrain 1 is the mounting area, in which the auxiliary suspension assembly as described in Embodiment 1 is installed, with the installation direction being the first direction, which is parallel to the normal direction of the mounting area. Optionally, the mounting area is the left or right side wall of the powertrain 1 housing.

[0094] Specifically, by adding the suspension system provided in this embodiment to the original three-point suspension assembly, the vibration of the powertrain 1 is transmitted to the body 2 through the three-point suspension assembly under normal driving conditions. The suspension system provided in this embodiment disconnects the connection between the powertrain 1 and the body 2 to avoid vibration transmission. Under extreme driving conditions, the suspension system provided in this embodiment can limit the position of the powertrain 1 to prevent damage to the suspension assembly, body 2, or powertrain 1 housing due to excessive stress caused by severe vibration of the powertrain 1, thereby increasing the service life of the suspension assembly, body 2, or powertrain 1.

[0095] Example 3

[0096] This application provides a vehicle, including: a suspension system as described above.

[0097] Specifically, by installing the suspension system as described in Example 2 on the vehicle, the vibration of the powertrain 1 can be effectively prevented from being transmitted to the body 2 under normal driving conditions, thereby improving the comfort of the vehicle ride. Under extreme driving conditions, the vibration amplitude of the powertrain 1 can be limited to prevent the excessive vibration amplitude of the powertrain 1 from causing excessive stress and damage to the suspension assembly, body 2, or powertrain 1 housing.

[0098] The above description is merely a preferred embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the inventive concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this application.

Claims

1. An auxiliary suspension assembly, characterized in that, include: A first connector (100) is used to connect to the powertrain (1); a limiting spindle (200) is provided on a first side of the first connector (100), and the axis of the limiting spindle (200) extends along a first direction; The second connector (300) is used to connect with the vehicle body (2); the second connector (300) includes a second connector (310), an inner frame (320) and a limiting pad (330). The second connector (310) is provided with a third cavity extending through it in a first direction. The inner frame (320) is disposed in the third cavity. The inner frame (320) has a fourth cavity extending through it in the first direction. The limiting pad (330) is disposed in the fourth cavity. The limiting pad (330) is provided with a first cavity. A limiting space for constraining the limiting spindle (200) is formed in the first cavity. When the first connector (100) mates with the second connector (300), the limiting spindle (200) enters the first cavity; the axis of the limiting spindle (200) coincides with the axis of the first cavity; under normal driving conditions, the limiting spindle (200) vibrates within the limiting space but does not contact the side wall of the first cavity; under extreme driving conditions, the limiting spindle (200) contacts the inner wall of the first cavity, and the second connector (300) contacts and limits the limiting spindle (200), assisting the suspension assembly in bearing force.

2. The auxiliary suspension assembly according to claim 1, characterized in that, The first connector (100) includes: A first connecting plate (110) has a first connecting seat (111) on it. The limiting mandrel (200) includes: The limiting frame (210) and the third connector (220) for fixing the limiting frame (210) to the first connecting seat (111).

3. The auxiliary suspension assembly according to claim 2, characterized in that, The limiting frame (210) is provided with a second cavity that extends through it in the first direction; The third connector (220) enters the second cavity along the first direction; The end of the third connector (220) that enters the second cavity is used to be fixedly connected to the first connector (111).

4. An auxiliary suspension assembly according to claim 1, characterized in that, The third cavity is also provided with an inner liner (340). The inner liner (340) is provided with a fifth cavity extending through it in a first direction; The inner skeleton (320) is nested inside the fifth cavity.

5. An auxiliary suspension assembly according to claim 1, characterized in that, The first cavity has a first sidewall, a second sidewall, a third sidewall and a fourth sidewall that are circumferentially connected in sequence around the limiting mandrel (200); The first sidewall corresponds to the third sidewall; the second sidewall corresponds to the fourth sidewall; The length of the second sidewall is greater than the length of the first sidewall.

6. An auxiliary suspension assembly according to claim 2, characterized in that, A first connection area (112) is provided on the side of the first connecting plate (110) near the second connecting seat (310); The first connecting region (112) has a curved structure; The limiting mandrel (200) is located on one side close to the center of the first connecting area (112).

7. An auxiliary suspension assembly according to claim 6, characterized in that, The second connector (310) is provided with a second connector (312) corresponding to the first connector (112); When the first connecting area (112) and the second connecting area (312) correspond, the axis of the limiting mandrel (200) coincides with the axis of the first cavity.

8. A suspension system, characterized in that, The suspension system is used to limit and fix the powertrain (1), including: The area above the center of gravity of the powertrain (1) is the installation area; The mounting area is equipped with an auxiliary suspension assembly as described in any one of claims 1-7; the first direction is parallel to the normal direction of the mounting area.

9. A vehicle, characterized in that, include: A suspension system as described in claim 8.

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