Limiting power assembly suspension and vehicle

Abstract

The invention belongs to the technical field of commercial vehicle power assembly suspensions.The limiting power assembly suspension comprises a frame end suspension bracket, a power assembly end suspension bracket, a suspension core body, a suspension rubber body and a rubber body fixing piece, the frame end suspension bracket is provided with a first containing groove, and the power assembly end suspension bracket is provided with a second containing groove; the power assembly end suspension bracket is provided with a first containing groove, the power assembly end suspension bracket is provided with a second containing groove, the suspension core body is fixed in the second containing groove of the power assembly end suspension bracket, part of the suspension core body can stretch into the first containing groove, and the suspension core body is limited between the groove bottom wall of the first containing groove and the groove bottom wall of the second containing groove. The rubber body fixing piece is fixed to the groove bottom wall of the first containing groove, and the suspension rubber body is clamped between the rubber body fixing piece and the suspension core body. According to the limiting power assembly suspension and the vehicle, six-degree-of-freedom omnibearing limiting is achieved, and the reliability risk caused by frequent large-displacement stretching of the suspension rubber body is greatly reduced.

Description

Technical Field

[0001] This invention relates to the field of powertrain mounting technology for commercial vehicles, and more particularly to a limiting powertrain mounting and vehicle. Background Technology

[0002] As the connecting component between the powertrain and the chassis, the powertrain mount consists of a rubber body and a metal bracket. Its performance directly affects the vehicle's vibration comfort, handling stability, and component lifespan. With the development of commercial vehicles towards heavier loads and higher speeds, the demands for multi-directional dynamic displacement control of the powertrain under complex operating conditions are becoming increasingly stringent. The mount's limiting design must simultaneously meet the dual functions of vibration damping and limiting extreme displacements to prevent interference between the powertrain and surrounding components, thus ensuring driving safety.

[0003] Currently, in existing commercial vehicle powertrain mounting technologies, limiting structures are typically designed only for the vertical and longitudinal directions. For example, rigid blocks are placed at the upper and lower ends of the mounting damping pads to limit maximum vertical displacement, or tie rod structures are used at the connection between the bracket and the vehicle frame to constrain longitudinal impact displacement. However, lateral limiting is often limited by the overall vehicle layout and mounting manufacturing process, resulting in insufficient limiting under tensile conditions. This leads to excessive lateral tensile displacement of the mounting rubber body, significantly reducing its reliability. Summary of the Invention

[0004] The purpose of this invention is to provide a limiting powertrain mount and vehicle that can reduce the reliability risk caused by frequent large lateral displacement stretching of the mount rubber body.

[0005] To achieve this objective, the present invention adopts the following technical solution:

[0006] A limiting powertrain mount, comprising:

[0007] A frame-end suspension bracket, one side of which is used to connect to the frame, and the side of the frame-end suspension bracket away from the frame has a first receiving groove.

[0008] The powertrain end suspension bracket is used to connect to the powertrain, and the powertrain end suspension bracket has a second receiving groove. The side of the frame end suspension bracket away from the frame can be detachably connected to the powertrain end suspension bracket so that the first receiving groove and the second receiving groove are opposite to each other and form a receiving space.

[0009] The suspension core is fixed in the second receiving groove of the powertrain end suspension bracket, and a part of the suspension core can extend into the first receiving groove. The suspension core is limited between the bottom wall of the first receiving groove and the bottom wall of the second receiving groove.

[0010] A suspended rubber body is placed within the receiving space;

[0011] A rubber body fixing component is fixed to the bottom wall of the first receiving groove, and a suspended rubber body is sandwiched between the rubber body fixing component and the suspended core.

[0012] Preferably, the chassis-end suspension bracket and the powertrain-end suspension bracket are connected by a fastening assembly.

[0013] Preferably, the first receiving groove is provided as a first slide rail, and the suspended rubber body can be assembled onto the first slide rail;

[0014] And / or, the second receiving groove is provided with a second slide rail, and the suspended rubber body can be fitted onto the second slide rail.

[0015] Preferably, the suspension core includes a first connecting part and a second connecting part. The first connecting part and the second connecting part are arranged perpendicularly and are L-shaped. The first connecting part can abut against the side wall of the first receiving groove along a first direction, and the second connecting part can abut against the bottom wall of the second receiving groove along a second direction. The first direction and the second direction are perpendicular.

[0016] Preferably, one of the frame-end suspension bracket and the powertrain-end suspension bracket is provided with a protrusion, and the other of the frame-end suspension bracket and the powertrain-end suspension bracket is provided with a protrusion mating part, and the protrusion and the protrusion mating part mate.

[0017] Preferably, the side of the frame end suspension bracket connected to the frame is provided with a slot, which communicates with the first receiving groove. The rubber body fastener includes a body and a third connecting part connected to the body. The body is located in the first receiving groove, and the third connecting part extends out of the first receiving groove and is engaged with the slot.

[0018] Preferably, the suspension core and the suspension rubber body are integrally molded structural components;

[0019] And / or, the suspension rubber body and the rubber body fastener are integrally molded structural components;

[0020] And / or, the suspension core, the suspension rubber body, and the rubber body fastener are integrally molded structural components.

[0021] Preferably, the frame end suspension bracket is a structural component made of metal.

[0022] And / or, the powertrain end suspension bracket is a structural component made of metal;

[0023] And / or, the suspension core is a structural component made of metal.

[0024] Preferably, the rubber body fastener is a sheet metal part.

[0025] A vehicle comprising a powertrain mounting with any of the aforementioned technical solutions.

[0026] The beneficial effects of this invention are:

[0027] This invention provides a powertrain mounting and vehicle with a symmetrical design of a first and second receiving groove. This design completely encloses the lateral sides of the mounting rubber body with the bottom walls of the grooves of the frame-end mounting bracket and the powertrain-end mounting bracket, forming a double lateral limiting surface with a fixed spacing. Compared to traditional single-sided or open limiting structures for mountings, this design effectively limits the lateral shear deformation of the mounting rubber body during vehicle steering and roll, preventing internal structural damage caused by excessive deflection deformation. The mounting core is fixed within the second receiving groove of the powertrain-end bracket. When lateral forces are applied, the mounting rubber body is constrained and limited by the mounting core, controlling lateral deformation within a preset range and significantly reducing the risk of lateral tearing of the rubber body.

[0028] The suspension rubber body is set within the receiving space enclosed by the frame-end suspension bracket and the powertrain-end suspension bracket, with part of the suspension core extending into the first receiving groove of the frame-end suspension bracket, forming a lateral "pin-type" positioning. Since the suspension core is fixed to the powertrain-end suspension bracket and the rubber body fastener is fixed to the frame-end suspension bracket, the suspension rubber body is sandwiched between the rubber body fastener and the suspension core. The suspension rubber body is wrapped by the sidewalls of the receiving groove in both the lateral and longitudinal directions, forming double-sided lateral limiting surfaces and double-sided vertical limiting surfaces, respectively. When the powertrain generates lateral impact or longitudinal inertial force due to bumps or load changes, the rigid constraints of the receiving wall sidewalls and the rubber body fastener and the suspension core directly limit the excessive stretching of the suspension rubber body, avoiding permanent deformation or tearing of the rubber material due to overpressure. This solves the problem of easy fatigue failure of the rubber body under different working conditions in traditional suspensions.

[0029] By using rigid boundary constraints and multi-directional collaborative limiting, the displacement of the suspension rubber body under tensile and compressive conditions is greatly reduced. This limiting powertrain suspension has dual vertical, dual longitudinal, and dual lateral limiting, thereby achieving all-round limiting in six degrees of freedom. This greatly reduces the reliability risk caused by frequent large displacement stretching of the suspension rubber body. At the same time, it has the advantages of simple manufacturing and installation, fewer parts and lower cost. It effectively solves the problem of early failure of heavy powertrain suspension systems in commercial vehicles, construction machinery and other heavy vehicles caused by multi-directional impacts, and provides key guarantee for the stable operation of powertrains under high load and harsh conditions. Attached Figure Description

[0030] Figure 1 This is a cross-sectional view of the limiting powertrain suspension provided in an embodiment of the present invention;

[0031] Figure 2 This is a schematic diagram of the structure of the limiting powertrain suspension provided in an embodiment of the present invention;

[0032] Figure 3This is a schematic diagram of the limiting powertrain suspension provided in an embodiment of the present invention;

[0033] Figure 4 This is a top view of the limiting powertrain suspension provided in an embodiment of the present invention;

[0034] Figure 5 This is a front view of the limiting powertrain mounting provided in an embodiment of the present invention;

[0035] Figure 6 This is a schematic diagram of the structure of the frame-end suspension bracket provided in an embodiment of the present invention;

[0036] Figure 7 This is a schematic diagram of the powertrain end suspension bracket provided in an embodiment of the present invention.

[0037] In the figure: 1. Chassis end suspension bracket; 11. First receiving groove; 12. First slide rail; 13. Protruding mating part;

[0038] 2. Powertrain end suspension bracket; 21. Second receiving groove; 22. Second slide rail; 23. Protrusion;

[0039] 3. Wire thread insert one; 4. Wire thread insert two; 5. Wire thread insert three;

[0040] 6. Suspension core; 61. First connecting part; 62. Second connecting part;

[0041] 7. Suspended rubber body;

[0042] 8. Rubber body fastener; 81. Body; 82. Third connecting part. Detailed Implementation

[0043] The present invention 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, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0044] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0045] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0046] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0047] like Figure 1-7 As shown, an embodiment of the present invention provides a limiting powertrain mount, including a frame-end mount bracket 1, a powertrain-end mount bracket 2, a mount core 6, a mount rubber body 7, and a rubber body fixing member 8. One side of the frame-end mount bracket 1 is used for connection to the frame, and the side of the frame-end mount bracket 1 away from the frame has a first receiving groove 11. The powertrain-end mount bracket 2 is used for connection to the powertrain, and the powertrain-end mount bracket 2 has a second receiving groove 21. The side of the frame-end mount bracket 1 away from the frame can connect with the powertrain-end mount bracket. The frame 2 is connected so that the first receiving groove 11 and the second receiving groove 21 are opposite to each other and form a receiving space. The suspension core 6 is fixed in the second receiving groove 21 of the powertrain end suspension bracket 2, and part of the suspension core 6 can extend into the first receiving groove 11. The suspension core 6 is limited between the bottom wall of the first receiving groove 11 and the bottom wall of the second receiving groove 21. The suspension rubber body 7 is disposed in the receiving space. The rubber body fixing member 8 is fixed to the bottom wall of the first receiving groove 11. The suspension rubber body 7 is sandwiched between the rubber body fixing member 8 and the suspension core 6.

[0048] The symmetrical design of the first receiving groove 11 and the second receiving groove 21 ensures that the lateral sides of the suspension rubber body 7 are completely enclosed by the bottom walls of the grooves of the frame-end suspension bracket 1 and the powertrain-end suspension bracket 2, forming a double lateral limiting surface with a fixed spacing. Compared with traditional single-sided or open limiting structures for suspensions, this design can effectively limit the lateral shear deformation of the suspension rubber body 7 during vehicle steering and roll, avoiding internal structural damage caused by excessive deflection deformation of the rubber body. The suspension core 6 is fixed in the second receiving groove 21 of the powertrain-end suspension bracket 2. When lateral forces are applied, the suspension rubber body 7 is constrained and limited by the suspension core 6, controlling the lateral deformation within a preset range and significantly reducing the risk of lateral tearing of the rubber body.

[0049] The suspension rubber body 7 is disposed within the accommodating space formed by the frame-end suspension bracket 1 and the powertrain-end suspension bracket 2, and part of the suspension core 6 extends into the first accommodating groove 11 of the frame-end suspension bracket 1, forming a "pin-type" positioning along the second direction. Since the suspension core 6 is fixed to the powertrain-end suspension bracket 2 and the rubber body fixing member 8 is fixed to the frame-end suspension bracket 1, the suspension rubber body 7 is sandwiched between the rubber body fixing member 8 and the suspension core 6. The suspension rubber body 7 is wrapped by the side wall of the accommodating groove in both the lateral and longitudinal directions, forming double-sided lateral limiting surfaces and double-sided vertical limiting surfaces, respectively. When the powertrain generates lateral impact or longitudinal inertial force due to bumps or load changes, the rigid constraints of the accommodating wall side wall and the rubber body fixing member 8 and the suspension core 6 directly limit the excessive stretching of the suspension rubber body 7, avoiding permanent deformation or tearing of the rubber material due to overpressure, thus solving the problem of easy fatigue failure of the rubber body under different working conditions in traditional suspensions.

[0050] By using rigid boundary constraints and multi-directional collaborative limiting, the displacement of the suspension rubber body 7 under tensile and compressive conditions is greatly reduced. This limiting powertrain suspension has dual vertical, dual longitudinal, and dual lateral limiting, thereby achieving all-round limiting in six degrees of freedom. This greatly reduces the reliability risk caused by frequent large displacement stretching of the suspension rubber body 7. At the same time, it has the advantages of simple manufacturing and installation, fewer parts and lower cost. It effectively solves the problem of early failure of heavy powertrain suspension systems in commercial vehicles, construction machinery and other heavy vehicles caused by multi-directional impacts, and provides key guarantee for the stable operation of powertrains under high load and harsh conditions.

[0051] Optionally, the suspension core 6 is fitted with a wire threaded sleeve 3 for connection to the engine mount. For example... Figure 4 As shown, there are two wire thread inserts 3, which can improve the connection stability.

[0052] Furthermore, such as Figure 5As shown, the frame-end suspension bracket 1 and the powertrain-end suspension bracket 2 are connected by a fastening assembly. Specifically, the fastening assembly includes bolts, wire thread inserts 4 and 5. Wire thread inserts 4 and 5 are sequentially inserted into the frame-end suspension bracket 1 and the powertrain-end suspension bracket 2, and are then connected and fixed to the frame by bolts.

[0053] The limit powertrain mount adopts a split structure. The split structure allows for the selection of optimal materials for different components, avoiding the "performance redundancy" or "cost waste" caused by the single material selection of the integral mount. It also avoids the complex mold design of the integral structure, resulting in good manufacturing and assembly processability, simple structure, and low production cost.

[0054] Optionally, the frame-end suspension bracket 1 is a structural component made of metal. Specifically, the frame-end suspension bracket 1 can be made of aluminum alloy or structural steel.

[0055] Optionally, the powertrain end suspension bracket 2 is a structural component made of metal. Specifically, the powertrain end suspension bracket 2 can be made of aluminum alloy or structural steel.

[0056] Furthermore, such as Figure 6 As shown, the first receiving groove 11 is provided with a first slide rail 12, and the suspended rubber body 7 can be assembled on the first slide rail 12.

[0057] The internal structure of the frame end suspension bracket 1 and the suspension rubber body 7 are connected by a sliding rail. The sliding rail structure has a certain angle and height, and the sliding rail structure provides a clear assembly path for the suspension rubber body 7. The suspension rubber body 7 can be directly pushed into the first receiving groove 11 along the first sliding rail 12. The assembly and disassembly are quick, which can shorten the installation time and facilitate quick disassembly and replacement during later maintenance.

[0058] Similarly, such as Figure 7 As shown, the second receiving groove 21 is provided with a second slide rail 22, and the suspended rubber body 7 can be assembled onto the second slide rail 22. The suspended rubber body 7 can be directly pushed into the second receiving groove 21 along the second slide rail 22, which allows for quick assembly and disassembly, shortens installation time, and facilitates quick disassembly and replacement during later maintenance.

[0059] Furthermore, the suspension core 6 includes a first connecting portion 61 and a second connecting portion 62. The first connecting portion 61 and the second connecting portion 62 are arranged perpendicularly and in an L-shape. The first connecting portion 61 can abut against the side wall of the first receiving groove 11 along a first direction, and the second connecting portion 62 can abut against the bottom wall of the second receiving groove 21 along a second direction. The first direction and the second direction are perpendicular. Specifically, the first direction is vertical, and the second direction is horizontal.

[0060] like Figure 1 and Figure 3As shown, the first connecting part 61 abuts against the side wall of the first receiving groove 11 of the frame end suspension bracket 1 along the first direction, forming a vertical limiting boundary. That is, the side wall of the first receiving groove 11 in the first direction plays a limiting role on the first connecting part 61 of the suspension core 6, and thus plays a vertical limiting role on the suspension rubber body 7.

[0061] The second connecting part 62 abuts against the bottom wall of the second receiving groove 21 of the powertrain end suspension bracket 2 along the second direction, forming a lateral limiting boundary. That is, the side wall of the second receiving groove 21 in the second direction plays a limiting role on the second connecting part 62 of the suspension core 6, and thus plays a lateral limiting role on the suspension rubber body 7.

[0062] like Figure 2 As shown, the third direction is longitudinal, and the first and second directions are perpendicular to the third direction. The suspension core 6 is placed in the receiving space, and the suspension core 6 can abut against the side wall of the receiving space along the third direction. That is, the side wall of the receiving space in the third direction limits the suspension core 6, and thus limits the suspension rubber body 7 longitudinally.

[0063] The frame-end suspension bracket 1 restricts the longitudinal, vertical, and lateral displacements of the suspension rubber body 7, while the powertrain-end suspension bracket 2 restricts the longitudinal, vertical, and lateral displacements of the suspension rubber body 7. The coordinated operation of the frame-end suspension bracket 1 and the powertrain-end suspension bracket 2 enables the suspension assembly to have dual longitudinal, vertical, and lateral limiting functions for the suspension rubber body 7, which can significantly improve the reliability of the suspension assembly.

[0064] Optionally, the suspension core 6 is a structural component made of metal. Specifically, the suspension core 6 can be made of aluminum alloy or high-strength steel.

[0065] Furthermore, one of the frame-end suspension bracket 1 and the powertrain-end suspension bracket 2 is provided with a protrusion 23, and the other of the frame-end suspension bracket 1 and the powertrain-end suspension bracket 2 is provided with a protruding mating part 13, the protrusion 23 and the protruding mating part 13 cooperating. Specifically, the protrusion 23 is a boss, and its specific shape is not specifically limited, and the protruding mating part 13 can be a groove or a blind hole for cooperating with the corresponding boss shape.

[0066] like Figure 5 and Figure 6 As shown, the protruding mating part 13 on the frame end suspension bracket 1 and the protruding part 23 on the powertrain end suspension bracket 2 cooperate to play a positioning role. During the assembly of the frame end suspension bracket 1 and the powertrain end suspension bracket 2, the two parts can be automatically guided to quickly align, avoiding assembly deviations such as bolt hole misalignment, which can shorten the positioning time, improve assembly efficiency, and at the same time improve the shear resistance of the structure.

[0067] Furthermore, the frame-end suspension bracket 1 has a slot on one side connected to the frame, which communicates with the first receiving groove 11. The rubber body fastener 8 includes a body 81 and a third connecting part 82 connected to the body 81. The body 81 is located inside the first receiving groove 11, and the third connecting part 82 extends out of the first receiving groove 11 and is engaged with the slot. Specifically, the third connecting part 82 is formed by bending the body 81.

[0068] The body 81 of the rubber body fixing component 8 is located in the first receiving groove 11 and directly presses the suspended rubber body 7. The third connecting part 82 extends out of the first receiving groove 11 and is engaged in the slot, forming a double fixing of "pressing in the groove + engaging outside the groove". The slot is locked by bending and deforming the third connecting part 82, which can prevent the suspended rubber body 7 from being pulled out.

[0069] Optionally, the rubber body fastener 8 is a metal sheet metal part.

[0070] Furthermore, the suspension core 6 and the suspension rubber body 7 are integrally molded structural components. Specifically, the suspension core 6 and the suspension rubber body 7 are integrated through a vulcanization process. The vulcanized integral structure can improve the connection strength between the suspension rubber body 7 and the suspension core 6, avoiding the failure problem of "easy separation of metal-rubber interface" caused by local stress concentration.

[0071] Optionally, the suspension rubber body 7 and the rubber body fixing part 8 are integrally molded structural parts.

[0072] Preferably, the suspension core 6, the suspension rubber body 7, and the rubber body fixing part 8 are integrally molded structural parts.

[0073] An embodiment of the present invention provides a vehicle including a powertrain mounting with limiting capabilities according to any of the above-described technical solutions.

[0074] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A limiting powertrain mounting, characterized in that, include: A frame-end suspension bracket (1) is used to connect to the frame, and the frame-end suspension bracket (1) has a first receiving groove (11) on the side away from the frame. A powertrain end suspension bracket (2) is used to connect to the powertrain. The powertrain end suspension bracket (2) has a second receiving groove (21). The side of the frame end suspension bracket (1) away from the frame can be detachably connected to the powertrain end suspension bracket (2) so that the first receiving groove (11) and the second receiving groove (21) are opposite to each other and form a receiving space. The suspension core (6) is fixed in the second receiving groove (21) of the powertrain end suspension bracket (2), and a portion of the suspension core (6) can extend into the first receiving groove (11). The suspension core (6) is limited to the bottom wall of the first receiving groove (11) and the bottom wall of the second receiving groove (21). A suspended rubber body (7) is disposed within the accommodating space; The rubber body fixing member (8) is fixed to the bottom wall of the first receiving groove (11), and the suspended rubber body (7) is sandwiched between the rubber body fixing member (8) and the suspended core (6).

2. The limiting powertrain mounting according to claim 1, characterized in that, The frame-end suspension bracket (1) and the powertrain-end suspension bracket (2) are connected by a fastening assembly.

3. A limiting powertrain mounting according to claim 1, characterized in that, The first receiving groove (11) is provided with a first slide rail (12), and the suspended rubber body (7) can be assembled on the first slide rail (12); And / or, the second receiving groove (21) is provided with a second slide rail (22), and the suspended rubber body (7) can be fitted onto the second slide rail (22).

4. A limiting powertrain mounting according to claim 1, characterized in that, The suspended core (6) includes a first connecting part (61) and a second connecting part (62). The first connecting part (61) and the second connecting part (62) are arranged perpendicularly and in an L-shape. The first connecting part (61) can abut against the side wall of the first receiving groove (11) along a first direction, and the second connecting part (62) can abut against the bottom wall of the second receiving groove (21) along a second direction. The first direction is perpendicular to the second direction.

5. A limiting powertrain mounting according to claim 1, characterized in that, One of the frame-end suspension bracket (1) and the powertrain-end suspension bracket (2) is provided with a protrusion (23), and the other of the frame-end suspension bracket (1) and the powertrain-end suspension bracket (2) is provided with a protruding mating part (13), and the protrusion (23) mates with the protruding mating part (13).

6. A limiting powertrain mounting according to claim 1, characterized in that, The frame end suspension bracket (1) has a slot on one side of the frame connected to the frame. The slot is connected to the first receiving groove (11). The rubber body fixing member (8) includes a body (81) and a third connecting part (82) connected to the body (81). The body (81) is located in the first receiving groove (11). The third connecting part (82) extends out of the first receiving groove (11) and is engaged with the slot.

7. A limiting power assembly mount according to any one of claims 1 to 6, characterized in that, The suspension core (6) and the suspension rubber body (7) are integrally molded structural components; And / or, the suspended rubber body (7) and the rubber body fixing member (8) are integrally molded structural components; And / or, the suspension core (6), the suspension rubber body (7), and the rubber body fixing member (8) are integrally formed structural components.

8. A limiting powertrain mounting according to claim 7, characterized in that, The frame end suspension bracket (1) is a structural component made of metal. And / or, the powertrain end suspension bracket (2) is a structural component made of metal; And / or, the suspension core (6) is a structural component made of metal.

9. A limiting powertrain mounting according to claim 7, characterized in that, The rubber body fastener (8) is a metal sheet metal part.

10. A vehicle, characterized in that, Includes the limiting powertrain mount as described in any one of claims 1 to 9.

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