Suspension assembly and vehicle

Abstract

The application provides a suspension assembly and a vehicle, and relates to the technical field of suspension systems.The suspension assembly comprises a front suspension structure and a rear suspension structure, the front suspension structure is arranged on the front side of a reducer, the front suspension structure comprises a mounting shell and a bumper, the bumper limits at least the vibration in the height direction of the vehicle, the bumper is provided with a mounting hole, the rear suspension structure is arranged on the rear side of the reducer, and the rear suspension structure comprises a fixing shell and a shock absorber.The front suspension structure limits the vibration in the height direction of the vehicle through the bumper, reduces the relative movement between the wheel and the reducer, and improves the comfort and stability of the vehicle driving;the front suspension structure is beneficial to sharing the load of the vehicle shock absorption, reduces the fatigue strength of the rear suspension structure, and improves the durability of the suspension assembly.The axial direction of the fixing hole of the shock absorber intersects with the axial direction of the bumper mounting hole, so that the suspension assembly can relieve the impact force received by the reducer in multiple directions to adapt to complex vibration sources.

Description

Technical Field

[0001] This invention relates to the technical field of suspension systems, and particularly to a suspension assembly and vehicle. Background Technology

[0002] Suspension mounts are important vibration damping connection components widely used in the automotive industry. They not only ensure a reliable connection between two components but also effectively attenuate vibration transmission between them, playing a crucial role in improving overall vehicle comfort. However, current suspension products have a relatively singular damping direction, making them unable to adapt to complex vibration sources. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, the present invention proposes a suspension assembly that can mitigate impact forces on a reducer in multiple directions and can adapt to complex vibration sources.

[0004] The present invention also provides a vehicle.

[0005] A first aspect of the present invention provides a suspension assembly for damping the speed reducer of a vehicle, comprising:

[0006] A front suspension structure is disposed on the front side of the reducer; the front suspension structure includes a mounting housing and a damper, the damper being mounted on the mounting housing; the damper at least limits vibration in the height direction of the vehicle; the damper is provided with mounting holes;

[0007] A rear suspension structure is disposed on the rear side of the reducer; the rear suspension structure includes a mounting housing and a shock absorber, the shock absorber is installed in the mounting housing and is used for shock absorption of the vehicle; the shock absorber is provided with a mounting hole, the axial direction of the mounting hole intersects with the axial direction of the mounting hole.

[0008] The front suspension structure limits vibrations in the vehicle's height direction through a damper, reducing relative movement between the wheels and the reducer, thus improving driving comfort and stability. Located in front of the reducer, the front suspension structure helps distribute the load on the vehicle's shock absorption, reducing fatigue strength of the rear suspension structure and improving the durability of the suspension components. The rear suspension structure uses shock absorbers to mitigate vehicle vibrations, achieving a damping effect. The axial direction of the shock absorber's mounting holes intersects with the axial direction of the damper's mounting holes, allowing the suspension components to absorb impact forces on the reducer in multiple directions, further enhancing damping performance.

[0009] According to an embodiment of the present invention, the suspension assembly includes a buffer, a first limiting member, and a second limiting member, wherein the first limiting member and the second limiting member are respectively disposed on both sides of the buffer along the height direction.

[0010] According to an embodiment of the present invention, the suspension assembly further includes a first support and a second support, the second support being sleeved outside the first support; the buffer is connected to the first support and the second support, and is located between the first support and the second support; the first support is used to connect to the vehicle frame, and the second support is used to connect to the vehicle's reducer.

[0011] According to an embodiment of the present invention, the first support member has a first extension on the side facing the second support member, and the second support member has a second extension on the side facing the first support member, wherein the projections of the first extension and the second extension in the height direction of the vehicle at least partially overlap; the buffer member is connected to the first extension and the second extension and is located between the first extension and the second extension.

[0012] According to an embodiment of the present invention, a buffer gap is formed between the first extension and the first limiting member or the second limiting member.

[0013] According to an embodiment of the present invention, a buffer space is formed between the first limiting member and / or the second limiting member and the second support member, and a buffer portion is provided on the side of the first limiting member and / or the second limiting member facing the buffer space.

[0014] According to an embodiment of the present invention, the suspension assembly has a buffer groove, the depth direction of which is the height direction of the vehicle; at least two buffer grooves are provided, and the at least two buffer grooves are staggered in the height direction of the vehicle.

[0015] According to an embodiment of the present invention, the suspension assembly includes at least two buffer members, which are arranged along the height direction of the vehicle; the buffer groove includes a first buffer groove, and the openings of the first buffer grooves of two adjacent buffer members are arranged opposite to each other, such that the first buffer grooves of the two buffer members are connected.

[0016] According to an embodiment of the present invention, the suspension assembly includes a second buffer groove, which is in communication with the buffer space; the openings of the first buffer groove and the second buffer groove of the same buffer member face different directions.

[0017] A second aspect of the present invention provides a vehicle, including a vehicle body and a suspension assembly as described in any of the first aspects of the present invention, the suspension assembly being mounted on the vehicle body. Attached Figure Description

[0018] Figure 1This is one of the installation schematic diagrams of a suspension component according to an embodiment of the present invention;

[0019] Figure 2 This is a schematic diagram of the structure of a suspension component according to an embodiment of the present invention;

[0020] Figure 3 This is a second schematic diagram of the installation of the suspension component according to an embodiment of the present invention;

[0021] Figure 4 This is an exploded view of the internal structure of a suspension assembly according to an embodiment of the present invention;

[0022] Figure 5 This is a schematic diagram of the structure of a buffer component according to an embodiment of the present invention;

[0023] Figure 6 This is a cross-sectional view of a suspension assembly according to an embodiment of the present invention;

[0024] Figure 7 yes Figure 6 Enlarged view of point A in the middle.

[0025] Explanation of reference numerals in the attached figures:

[0026] 10. Suspension assembly; 100. Front suspension structure; 110. Mounting housing; 111. Mounting groove; 111a. First groove; 212. Second groove; 120. Buffer; 121. Mounting hole; 122. Buffer element; 122a. Buffer groove; 122b. First buffer groove; 122c. Second buffer groove; 122d. First buffer element; 122e. Second buffer element; 122f. Buffer layer; 123. First limiting element; 124. Second limiting element; 124a. Buffer section; 125. First support element; 125a. First extension; 126. Second support element; 126a. Second extension; 126b. Third extension; 127. Buffer space; 128. Buffer gap; 200. Rear suspension structure; 210. Fixing housing; 220. Shock absorber; 221. Fixing hole;

[0027] 20. Speed ​​reducer. Detailed Implementation

[0028] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0029] In the description of this invention, it should be understood that features specified as "first" or "second" may explicitly or implicitly include one or more of those features. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0030] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0031] Suspension mounts are important vibration-damping connection components with wide applications in the automotive industry. They not only ensure a reliable connection between two components but also effectively attenuate vibration transmission between them, playing a crucial role in improving overall vehicle comfort. Taking the suspension assembly of a reducer as an example, when a vehicle travels over uneven roads, it is prone to bumps, and the reducer experiences impact forces from multiple directions. However, current suspension assemblies only provide vibration damping in one direction, making them unsuitable for handling complex vibration sources.

[0032] The following is for reference. Figures 1 to 7 The suspension assembly 10 provided according to an embodiment of the present invention is described.

[0033] like Figures 1 to 4 As shown, a first aspect of the present invention provides a suspension assembly 10 for damping the vibration of a vehicle's reducer 20, including a front suspension structure 100 and a rear suspension structure 200. The front suspension structure 100 is disposed on the front side of the reducer 20. The front suspension structure 100 includes a mounting housing 110 and a buffer 120, with the buffer 120 mounted on the mounting housing 110. The buffer 120 at least restricts the vehicle's height direction (e.g., ...). Figure 2 Vibration in the direction of a); the buffer 120 is provided with mounting holes 121; the rear suspension structure 200 is provided on the rear side of the reducer 20; the rear suspension structure 200 includes a fixed housing 210 and a shock absorber 220, the shock absorber 220 is installed in the fixed housing 210, and the shock absorber 220 is used for vehicle shock absorption; the shock absorber 220 is provided with mounting holes 221, and the axial direction of the mounting holes 221 intersects with the axial direction of the mounting holes 121.

[0034] The front suspension structure 100, through the damper 120, limits vibrations in the vehicle's height direction, reduces relative movement between the wheels and the reducer 20, and improves vehicle ride comfort and stability. The front suspension structure 100 also helps to distribute the load on the vehicle's shock absorption, reducing the fatigue strength of the rear suspension structure 200 and improving the durability of the suspension assembly 10. The rear suspension structure 200, through the shock absorber 220, alleviates vehicle vibrations, achieving a shock absorption effect. The axial direction of the mounting hole 221 of the shock absorber 220 intersects with the axial direction of the mounting hole 121 of the buffer 122, allowing the suspension assembly 10 to absorb impact forces on the reducer 20 in multiple directions, thus improving the shock absorption effect.

[0035] The shock absorber 220 is connected to the vehicle frame via a mounting hole 221. During vehicle operation, the shock absorber 220 moves along the axial direction of the mounting hole 221 to counteract the impact force in the axial direction of the mounting hole 221. The buffer 122 is connected to the vehicle frame via a mounting hole 121. During vehicle operation, the buffer 122 moves along the axial direction of the mounting hole 121 to counteract the impact force in the axial direction of the mounting hole 121. The axial direction of the mounting hole 221 of the shock absorber 220 intersects with the axial direction of the mounting hole 121 of the buffer 122. Under external impact, the shock absorber 220 compresses or extends along the axial direction of the mounting hole 221, and the buffer 122 compresses or extends along the axial direction of the mounting hole 121, thereby reducing the vibration of the reducer 20 in all directions, adapting to complex vibration sources, and improving the shock absorption effect. The shock absorber 220 can be a shock-absorbing material such as a spring or rubber. The structure of the shock absorber 220 can be set with reference to the buffer 120. Of course, in other embodiments, the shock absorber 220 can also have other structures, and the present invention does not make any special limitation on this.

[0036] The axial direction of the mounting hole 121 of the buffer 122 can be the height direction of the vehicle to improve the shock absorption effect of the front suspension structure 100 in the height direction of the vehicle and reduce the shock absorption pressure of the rear suspension structure 200 in the height direction of the vehicle, thereby reducing the fatigue strength of the rear suspension structure 200.

[0037] The front side of the reducer 20 is the side of the reducer 20 closest to the front of the vehicle; the rear side of the reducer 20 is the side of the reducer 20 furthest from the rear of the vehicle. At least two front suspension structures 100 and at least two rear suspension structures 200 can be provided. By using multiple front suspension structures 100 and rear suspension structures 200, the overall shock absorption effect of the suspension assembly 10 can be improved, and the redundancy of the suspension assembly 10 can be increased.

[0038] like Figure 2As shown, in some embodiments, the buffer 120 includes a buffer member 122, a first limiting member 123 and a second limiting member 124, with the first limiting member 123 and the second limiting member 124 respectively disposed on both sides of the buffer member 122 along the height direction of the vehicle.

[0039] The buffer 122 can reduce vehicle vibration during driving through deformation. When the wheels encounter uneven road surfaces, the buffer 122 can absorb and reduce the transmission of road impacts, preventing the reducer 20 from experiencing severe bouncing and shaking. The first limiting member 123 and the second limiting member 124 support the buffer 122, ensuring that the load is evenly distributed when the buffer 122 is deformed, preventing localized excessive compression that could lead to failure. The first limiting member 123 and the second limiting member 124 are located on both sides of the buffer 122, limiting the displacement range of the buffer 122 and preventing excessive compression, stretching, or deformation of the buffer 122 during operation, thereby maintaining the stability of the suspension assembly 10. Through the coordinated action of the first limiting member 123, the second limiting member 124, and the buffer 122, the suspension assembly 10 helps to better absorb and dissipate vibrations, improving overall shock absorption performance.

[0040] The first limiting member 123 and the second limiting member 124 are respectively disposed on both sides of the buffer member 122 along the height direction of the vehicle. When the buffer member 122 is subjected to the impact force in the height direction of the vehicle, the first limiting member 123 and the second limiting member 124 can limit the range of motion of the buffer member 122 and prevent the buffer member 122 from being excessively deformed. The front suspension structure 100 ensures the stability of the suspension assembly 10 while providing shock absorption in the height direction of the vehicle.

[0041] The first limiting member 123 and the second limiting member 124 can be plates. While ensuring the supporting effect of the plates on the buffer member 122, the volume of the first limiting member 123 and the second limiting member 124 can be minimized, thereby reducing the overall volume of the suspension assembly 10. The buffer member 122 is generally made of rubber. Rubber has excellent elasticity and can deform under external force, absorbing external vibration and impact energy; when the external force stops, the rubber will quickly return to its original shape. Rubber can effectively absorb and mitigate the energy brought by vibration or impact, reducing the impact of these forces on the reducer 20. The internal friction and viscoelastic properties of rubber enable it to dissipate vibration energy during deformation, effectively reducing unnecessary mechanical impact and extending the service life of the reducer 20.

[0042] like Figure 5As shown, in some embodiments, the buffer 120 further includes a first support 125 and a second support 126, with the second support 126 sleeved outside the first support 125. The buffer 122 is connected to the first support 125 and the second support 126 and is located between the first support 125 and the second support 126. The first support 125 and the second support 126 provide support and protection for the buffer 122, preventing external forces from acting directly on the buffer 122 and minimizing the probability of damage to the buffer 122. Furthermore, the first support 125 and the second support 126 can limit the range of motion of the buffer 122, preventing excessive stretching or compression of the buffer 122. Specifically, the first support member 125 and the second support member 126 are generally cylindrical, so that the second support member 126 can be fitted over the first support member 125. With the same surface area, the cylindrical structure has a larger volume. Setting the first support member 125 and the second support member 126 as a cylindrical structure can reduce the amount of material used in the first support member 125 and the second support member 126.

[0043] In some embodiments, the first support member 125 is used to connect the vehicle frame, and the second support member 126 is used to connect the vehicle's reducer 20. When the wheels encounter uneven road surfaces, vibrations are transmitted from the vehicle frame to the buffer member 122 via the first support member 125. The buffer member 122 absorbs and reduces the impact from uneven road surfaces, thereby preventing the reducer 20 from experiencing severe bouncing and shaking. Generally, the first support member 125 and the second support member 126 are both made of rigid materials, such as stainless steel. The mounting hole 121 can pass through the first limiting member 123, the first support member 125, and the second limiting member 124. A connecting shaft can be provided on the vehicle frame, and the connecting shaft passes through the mounting hole 121. The axial direction of the mounting hole 121 can be the height direction of the vehicle, which is beneficial for the front suspension structure 100 to reduce vibrations in the vehicle height direction.

[0044] like Figure 6 As shown, in some embodiments, the first support member 125 has a first extension 125a on the side facing the second support member 126, and the second support member 126 has a second extension 126a on the side facing the first support member 125. The projections of the first extension 125a and the second extension 126a in the height direction of the vehicle at least partially overlap. The buffer member 122 is connected to the first extension 125a and the second extension 126a and is located between the first extension 125a and the second extension 126a.

[0045] The projections of the first extension 125a and the second extension 126a in the vehicle's height direction at least partially overlap, so that when the buffer member 122 is stretched or compressed in the vehicle's height direction, the first extension 125a and the second extension 126a can limit the buffer member 122, preventing excessive deformation of the buffer member 122. The projections of the first extension 125a and the second extension 126a in the vehicle's height direction can partially overlap or completely overlap, as long as the first extension 125a and the second extension 126a can prevent the buffer member 122 from excessive deformation in the vehicle's height direction. Both the first extension 125a and the second extension 126a are connected to the buffer member 122, preventing the buffer member 122 from detaching from the first extension 125a or the second extension 126a during deformation, thereby improving the limiting effect of the first extension 125a and the second extension 126a on the buffer member 122.

[0046] The first support member 125 has a first extension 125a on the side facing the second support member 126, and the second support member 126 has a second extension 126a on the side facing the first support member 125. This allows for restraint of the buffer member 122 from multiple directions, preventing excessive deformation and improving the operational stability of the front suspension structure 100. The first support member 125 and the first extension 125a can be integrally formed to improve processing efficiency; similarly, the second support member 126 and the second extension 126a can also be integrally formed. The outer surface of the first extension 125a and the outer surface of the first support member 125 are both curved, making the surface lines of the first extension 125a and the second support member 126 smoother and reducing the probability of damage to the buffer member 122, the second extension 126a, or the second support member 126 during impact; similarly, the outer surface of the second extension 126a and the outer surface of the second support member 126 are both curved.

[0047] like Figures 6 to 7As shown, in some embodiments, a buffer gap 128 is formed between the first extension 125a and the first limiting member 123 or the second limiting member 124, making the movement of the first extension 125a or the second extension 126a more flexible and reducing the restriction of the first limiting member 123 or the second limiting member 124 on the first extension 125a; when the buffer member 122 is impacted in the height direction of the vehicle, the buffer member 122 is squeezed toward the first extension 125a, and the buffer gap 128 provides sufficient room for the first extension 125a to move toward the first limiting member 123 or the second limiting member 124; using the buffer gap 128, the first extension 125a can deform under large impact to offset part of the impact force; while limiting the excessive deformation of the buffer member 122, the first extension 125a can ensure the shock absorption effect of the front suspension structure 100.

[0048] In some embodiments, the buffer member 122 has a buffer groove 122a, the depth direction of which is the height direction of the vehicle. When the vehicle is subjected to a horizontal impact force, the side walls of the buffer groove 122a are compressed to offset the impact force. The buffer groove 122a can be annular, surrounding the periphery of the first support member 125 to offset the circumferential impact force of the buffer member 122. Generally, the width of the buffer groove 122a is smaller than its depth, so that the side walls of the buffer groove 122a can quickly abut against each other when subjected to an impact force, thereby mitigating and reducing vibration.

[0049] like Figure 6 As shown, in some embodiments, at least two buffer grooves 122a are provided, and the at least two buffer grooves 122a are staggered in the height direction of the vehicle. By using buffer grooves 122a located at different positions, the shock absorption effect of the buffer member 122 at different positions is improved.

[0050] like Figure 6 As shown, in some embodiments, at least two or more buffers 122 are provided, which can effectively disperse vibrations and reduce the burden on each buffer 122, thereby avoiding premature wear or failure of the buffer 122 due to excessive local pressure. At least two buffers 122 are arranged along the height direction of the vehicle, which can provide additional shock absorption protection at different height positions, so that vibration and impact energy are absorbed at multiple positions to balance the overall shock absorption effect and adapt to complex vibration sources; in addition, providing multiple buffers 122 can increase the redundancy and stability of the suspension assembly 10. There can be two, three, four, five or six buffers 122. The number of buffers 122 is not particularly limited in the embodiments of the present invention. This article takes a single front suspension structure 100 with two buffers 122 as an example, the two buffers 122 are the first buffer 122d and the second buffer 122e.

[0051] like Figure 1 , Figure 3 and Figure 7 As shown, a mounting shell 110 is fixedly connected to the front side of the reducer 20. The mounting shell 110 has a mounting groove 111, which is a through groove, i.e., the mounting groove 111 has a first groove 111a and a second groove 111b. A first limiting member 123 is disposed in the first groove 111a, and a second limiting member 124 is disposed in the second groove 111b. Each buffer member 122 is pressed into the mounting groove 111 by press fitting. A third extension 126b is provided on the side of the second support member 126 away from the first support member 125, and the third extension 126b extends in a direction away from the first support member 125. When the buffer member 122 is pressed into the mounting groove 111, the third extension 126b can abut against the end face of the first groove 111a or the second groove 111b to limit the buffer member 122 from being pressed further into the mounting groove 111, which is beneficial for the assembly of the front suspension structure 100. Similarly, the rear side of the reducer 20 is fixedly connected to the fixed housing 210 to fix the rear suspension structure 200.

[0052] like Figures 6 to 7 As shown, in some embodiments, at least one of the first limiting member 123 and the second limiting member 124 forms a buffer space 127 with the second support member 126. At least one of the first limiting member 123 and the second limiting member 124 has a buffer portion 124a on the side facing the buffer space 127. The buffer space 127 provides sufficient space for the second support member 126 to move relative to the first limiting member 123 or the second limiting member 124, thereby dispersing impact energy and achieving shock absorption. When the impact force on the suspension assembly 10 is too large, the first limiting member 123 or the second limiting member 124 abuts against the second support member 126 to prevent the buffer member 122 from deforming excessively under the excessive impact force. At this time, the buffer portion 124a mitigates the impact force, reducing the force between the first limiting member 123 or the second limiting member 124 and the second support member 126. The buffer portion 124a is generally made of rubber.

[0053] For example, a buffer space 127 is formed between the first limiting member 123 and the third extension 126b. The buffer member 122 has a buffer layer 122f, which is at least partially attached to the side of the third extension 126b facing the buffer space 127 to reduce the force between the first limiting member 123 and the third limiting member and reduce the possibility of deformation of the first limiting member 123 or the third limiting member. The buffer layer 122f may also be partially attached to the side of the second support member 126 facing the first support member 125 to alleviate the impact force between the first support member 125 and the second support member 126.

[0054] In this embodiment, a buffer space 127 is formed between the first limiting member 123 and the second support member 126, and a buffer space 127 is also formed between the second limiting member 124 and the second support member 126. Both the first limiting member 123 and the second limiting member 124 are provided with buffer portions 124a. In other embodiments, the buffer space 127 may be formed between the first limiting member 123 and the second support member 126, with the first limiting member 123 being provided with buffer portions 124a; alternatively, the buffer space 127 may be formed between the second limiting member 124 and the second support member 126, with each of the second limiting members 124 being provided with buffer portions 124a. Multiple buffer portions 124a may be provided, and the multiple buffer portions 124a are arranged along the circumferential direction of the first limiting member 123.

[0055] like Figure 6 As shown, in some embodiments, the buffer groove 122a includes a first buffer groove 122b. The openings of the first buffer grooves 122b of two adjacent buffer members 122 are arranged opposite each other, so that the first buffer grooves 122b of the two buffer members 122 are connected, improving the uniformity and coordination between the two adjacent buffer members 122, so that the two adjacent buffer members 122 work together to offset the external impact force. The opening of the first buffer groove 122b is located on the side of the second extension 126a near the first support member 125, that is, the first buffer groove 122b is near the inner side of the buffer 120, and the second extension 126a is near the outer side of the buffer 120, so that the second extension 126a can better play its protective role for the buffer member 122. The first buffer 122d and the second buffer 122e are arranged adjacent to each other. The second extension 126a connecting the first buffer 122d abuts against the second extension 126a connecting the second buffer 122e. The second extension 126a can isolate the first buffer 122d and the second buffer 122e, reduce the transmission of vibration energy in the height direction of the vehicle, and thus improve the shock absorption effect.

[0056] In some embodiments, the buffer groove 122a includes a second buffer groove 122c, which provides horizontal shock absorption for the vehicle. The second buffer groove 122c communicates with the buffer space 127, allowing the first limiting member 123, the second limiting member 124, and the first extension 125a to have sufficient displacement space. This improves the flexibility of the first limiting member 123 and the second limiting member 124, and thus, when subjected to a large impact force, the first limiting member 123, the second limiting member 124, and the first extension 125a have a larger movement space and more directions of movement relative to the second support member 126, thereby improving shock absorption performance. The openings of the first buffer groove 122b and the second buffer groove 122c of the same buffer member 122 face different directions to minimize local stress concentration and improve the lifespan of the buffer member 122. The second buffer groove 122c is closer to the center of the buffer 120 than the first buffer groove 122b, and its width is greater. Compared to the first buffer groove 122b, the second buffer groove 122c is closer to the first support member 125, and therefore receives more vibration energy. Limiting the width of the second buffer groove 122c to a smaller value allows the buffer member 122 to effectively restrict the transmission of vibration energy, improving the shock absorption effect. The bottoms of the first buffer groove 122b and the second buffer groove 122c are concave arc-shaped, which reduces the probability of dust and other impurities remaining inside the first buffer groove 122b and the second buffer groove 122c, facilitating cleaning.

[0057] A second aspect of the present invention provides a vehicle, including a vehicle body and a suspension assembly 10 of any of the embodiments of the first aspect described above, the suspension assembly 10 being mounted on the vehicle body.

[0058] It is understood that if the suspension assembly 10 has the beneficial effects of the above embodiments, then the vehicle will have the beneficial effects of the above embodiments accordingly. The specific implementation method can be referred to the above embodiments, and will not be repeated in this application.

[0059] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0060] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A suspension assembly (10) for damping a decelerator (20) of a vehicle, characterized in that The application relates to a front suspension structure (100) arranged at the front side of a reducer (20), wherein the front suspension structure (100) comprises a mounting shell (110) and a bumper (120) mounted in the mounting shell (110), the bumper (120) limits the vibration in the height direction of the vehicle, and the bumper (120) is provided with a mounting hole (121); a rear suspension structure (200) arranged at the rear side of the reducer (20), wherein the rear suspension structure (200) comprises a fixing shell (210) and a shock absorber (220) mounted in the fixing shell (210), the shock absorber (220) is used for damping the vehicle, and the shock absorber (220) is provided with a fixing hole (221) intersecting with the axial direction of the mounting hole (121); the bumper (120) comprises a bumper part (122), a first limiting part (123) and a second limiting part (124), the first limiting part (123) and the second limiting part (124) are arranged on the two sides of the bumper part (122) along the height direction; the bumper (120) further comprises a first supporting part (125) and a second supporting part (126), the second supporting part (126) is arranged outside the first supporting part (125), the bumper part (122) is connected to and located between the first supporting part (125) and the second supporting part (126), the first supporting part (125) is used for connecting the frame of the vehicle, and the second supporting part (126) is used for connecting the reducer (20) of the vehicle; the first supporting part (125) is provided with a first extending part (125a) on the side facing the second supporting part (126), the second supporting part (126) is provided with a second extending part (126a) on the side facing the first supporting part (125), the projections of the first extending part (125a) and the second extending part (126a) in the height direction of the vehicle at least partially overlap, the bumper part (122) is connected to and located between the first extending part (125a) and the second extending part (126a); a bumper gap (128) is formed between the first extending part (125a) and the first limiting part (123) or the second limiting part (124); a bumper space (127) is formed between the first limiting part (123) and / or the second limiting part (124) and the second supporting part (126), and the first limiting part (123) and / or the second limiting part (124) are provided with a bumper part (124a) on the side facing the bumper space (127). ​ ​ ​ ​ ​ ​ ​ The buffer member (122) has a buffer groove (122a) with a depth direction being a height direction of the vehicle; the buffer groove (122a) is provided with at least two, and the at least two buffer grooves (122a) are staggered in the height direction of the vehicle.

2. The suspension assembly (10) of claim 1, characterized in that, The buffer member (122) is provided with at least two, and the at least two buffer members (122) are arranged along the height direction of the vehicle; the buffer groove (122a) comprises a first buffer groove (122b), and the openings of the first buffer grooves (122b) of two adjacent buffer members (122) are oppositely arranged so that the first buffer grooves (122b) of the two buffer members (122) are communicated.

3. The suspension assembly (10) of claim 2, characterized by The buffer groove (122a) comprises a second buffer groove (122c) communicated with the buffer space (127); the openings of the first buffer groove (122b) and the second buffer groove (122c) of the same buffer member (122) face different directions.

4. A vehicle characterized by comprising: A vehicle body and the suspension assembly (10) of any one of claims 1 to 3 are included, and the suspension assembly (10) is mounted to the vehicle body.

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