Torsion-resistant suspension and vehicle

Abstract

The utility model provides an anti-torsion suspension and a vehicle. The anti-torsion suspension comprises a first support, a second support, a connecting piece and an elastic piece, wherein the first support and the second support are arranged at an interval; the connecting piece is arranged between the first support and the second support; the first support is used for being connected with a vehicle frame, the second support is used for being connected with a power assembly, the second support can slide relative to the connecting piece, the second support abuts against the first support, displacement of the second support towards the side close to the first support can be limited, and the second support abuts against the connecting piece. And the displacement of the second support towards one side far away from the first support can be limited. According to the torsion-resistant suspension, the elastic piece is used for replacing a rubber main spring structure in a traditional suspension assembly, the function of the traditional suspension can be achieved, the technical problem caused by heat damage of a rubber main spring of the suspension in the prior art can be solved, the durability and reliability of the suspension can be improved, and the service life of the suspension is prolonged. And the comfort of the vehicle is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle parts, and in particular to an anti-torsion mount. Meanwhile, the utility model also relates to a vehicle provided with the anti-torsion mount. Background Art

[0002] As more and more hybrid models that can achieve both fuel and electric drive modes are available, people are demanding more and more performance from hybrid models. In hybrid models, the layout of the powertrain is mainly transverse front-wheel drive, and these powertrains mostly adopt a pendulum suspension layout structure.

[0003] The pendulum suspension system is mainly composed of the left suspension, the right suspension and the rear suspension. In this arrangement, the left and right suspensions are usually installed on the longitudinal beams of the vehicle body, mainly for support and vibration isolation. The rear suspension is installed on the subframe, mainly responsible for torsion resistance and vibration isolation. The reasonable arrangement of these three suspensions can effectively improve the ride comfort and handling stability of the vehicle. The design of the rear suspension enables the system to provide effective torsion resistance and limit when the powertrain generates large torque, protecting the powertrain and suspension system from damage.

[0004] The main spring of the conventional torsion suspension (i.e. rear suspension) is a rubber structure, which is prone to failure when subjected to high temperatures for a long time. In order to reduce the temperature of the main spring, some models will open holes at the lower guard plate so that air can be blown into the hole to cool the main spring of the suspension when the vehicle is moving forward. However, this will increase the wind resistance of the vehicle, thereby increasing the vehicle's fuel consumption or power consumption, and causing energy waste. It will also generate loud noise when the vehicle is driving at high speed, which is not conducive to the comfort of the vehicle. Utility Model Content

[0005] In view of this, the utility model aims to provide a torsion-resistant suspension to overcome the problem of heat damage easily generated by the suspension main spring in the prior art and to help improve durability and reliability.

[0006] In order to achieve the above object, the technical solution of the utility model is implemented as follows:

[0007] A torsion suspension comprises a first support and a second support which are arranged at intervals, a connecting member arranged between the first support and the second support, and an elastic member connecting the first support and the second support together;

[0008] The first support is used to be connected to the vehicle frame, the second support is used to be connected to the powertrain, and the second support can slide relative to the connecting member. The second support abuts against the first support to limit the displacement of the second support toward the side close to the first support, and the second support abuts against the connecting member to limit the displacement of the second support toward the side away from the first support.

[0009] Further, the connecting member includes a rod body, and a first limit block and a second limit block provided at two opposite ends of the rod body, the rod body is slidably provided on the first support and the second support, and the first limit block can limit the rod body from escaping from the first support, and the second limit block is used to abut against the second support to limit the displacement of the second support to a side away from the first support; or,

[0010] The connecting member includes a rod body and a limit block arranged at one end of the rod body, and the rod body is connected to the first support. The limit block is used to abut against the second support to limit the displacement of the second support to a side away from the first support.

[0011] Furthermore, the rod body is a steel wire rope.

[0012] Further, the first support has a first cavity, and the first limit block is arranged in the first cavity; and / or the second support has a second cavity, and the second limit block is arranged in the second cavity.

[0013] Furthermore, the second limit block follows the shape of the second cavity and slides against the side wall of the second cavity; and / or, the second limit block includes a bottom plate and a side plate arranged along the circumference of the bottom plate, and the rod body is connected to the bottom plate.

[0014] Furthermore, the first limit block is provided with a first buffer member, and the first buffer member is used to abut against the first support; and / or the second limit block is provided with a second buffer member, and the second buffer member is used to abut against the second support.

[0015] Furthermore, a third buffer is provided at one end of the second support close to the first support, and the second support abuts against the first support through the third buffer.

[0016] Furthermore, the first support has a first column, and the second support has a second column; the elastic member is a spring sleeved outside the first column and the second column.

[0017] Furthermore, the first column and / or the second column is provided with a sleeve arranged along the circumference thereof, and part of the spring is inserted in the sleeve.

[0018] Compared with the prior art, the utility model has the following advantages:

[0019] The torsion-resistant suspension described in the utility model is achieved by arranging a connecting piece between the first support and the second support, and the elastic piece connects the first support and the second support together, so that the first support is connected to the frame, and the second support is connected to the powertrain, and the second support can slide relative to the connecting piece. Through the sliding of the second support and the cooperation of the elastic piece, an effective torsion-resistant limiting effect is provided for the powertrain in the front-rear direction of the whole vehicle, which can not only play the role of a traditional suspension and help protect the powertrain and the suspension system from damage, but also absorb the vibration transmitted from the powertrain and reduce the transmission of the vibration to the frame, thereby helping to improve the comfort of the cockpit; and the torsion-resistant suspension replaces the rubber main spring structure in the traditional suspension assembly with the elastic piece, thereby overcoming the problem that the suspension main spring is prone to heat damage.

[0020] In addition, the rod body and the first limit block and the second limit block have the advantages of simple structure and easy layout and implementation. The rod body is slidably arranged on the first support and the second support, which is convenient for the assembly of the torsion-resistant suspension on the vehicle. The first limit block can limit the rod body from escaping from the first support, while the second limit block can limit the displacement of the second support, which is conducive to ensuring the performance of the torsion-resistant suspension. The steel wire rope has high tensile strength and can be deformed in other directions, which can improve the torsion resistance of the suspension. At the same time, the steel wire rope can also absorb impact loads, reduce damage caused by impact, and has good flexibility and good flexibility in use.

[0021] In addition, by setting the first cavity and the second cavity, not only the weight of the first support and the second support can be reduced, but also installation space can be provided for the first limit block and the second limit block, which can reduce the overall space occupied by the torsion suspension and improve the exquisiteness of the torsion suspension. The second limit block follows the shape of the second cavity and can play a certain guiding role in the sliding of the second support, thereby improving the stability of the second limit block during sliding; the setting of the bottom plate and the side plate in the second limit block not only has a high structural strength, but also has a good limiting effect, and is light in weight, which can reduce the influence of its gravity on the rod body.

[0022] Furthermore, the provision of the first buffer on the first limit block is conducive to preventing abnormal noise caused by the direct contact between the first limit block and the first support, thereby achieving a buffering and noise reduction effect; the provision of the second buffer on the second limit block is conducive to preventing abnormal noise caused by the direct contact between the second limit block and the second support, having a good buffering and noise reduction effect, and being easy to arrange and implement. By providing a third buffer abutting against the first support, it is possible to prevent the first support and the second support from directly contacting each other to generate noise, thereby achieving a good buffering and noise reduction effect.

[0023] The arrangement of the first column, the second column and the spring not only facilitates the arrangement of the spring, but also cooperates with the spring to provide a good guide for the sliding of the second support. By providing a sleeve and inserting part of the spring in the sleeve, the connection between the spring and the first support and the second support is facilitated, which is more convenient for assembling the spring on the vehicle than the structure in which the spring is directly connected to the first column and the second column.

[0024] In addition, another object of the present invention is to provide a vehicle, on which the torsion-resistant suspension as described above is provided.

[0025] The vehicle described in the utility model is helpful to reduce the torque transmitted from the powertrain to the frame by arranging the above-mentioned torsion-resistant suspension, thereby helping to improve the comfort of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0027] Figure 1 It is a structural schematic diagram of the torsion-resistant suspension according to an embodiment of the utility model in a use state from one viewing angle;

[0028] Figure 2 It is a structural schematic diagram of the torsion-resistant suspension according to an embodiment of the utility model in another viewing angle in a use state;

[0029] Figure 3 for Figure 2 Schematic diagram of AA direction in;

[0030] Figure 4 This is a schematic structural diagram of the first support and the frame according to an embodiment of the utility model;

[0031] Figure 5 This is a schematic diagram of the structure of the second support and the mounting bracket 201 according to an embodiment of the utility model;

[0032] Description of reference numerals:

[0033] 1. Frame; 2. Second support; 3. Elastic member; 4. Rod body; 5. Second limit block;

[0034] 100, first cavity; 101, front crossbeam; 102, mounting hole; 103, first support; 104, sleeve;

[0035] 200, second cavity; 201, mounting bracket; 202, connecting ring; 203, annular groove; 204, third buffer; 205, second column;

[0036] 401, a first limiting block; 402, a first buffer member;

[0037] 501, bottom plate; 502, side plate; 503, second buffer member. DETAILED DESCRIPTION

[0038] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features in the embodiments can be combined with each other.

[0039] In the description of the present utility model, it should be noted that the directional words such as "up, down, left, right, front, and back" used in the present embodiment are defined based on the up-down direction, left-right direction, and front-back direction of the vehicle. Among them, the up-down direction of the whole vehicle is also the height direction of the vehicle (Z direction), the front-back direction of the whole vehicle is also the length direction of the vehicle (X direction), and the left-right direction of the whole vehicle is also the width direction of the vehicle (Y direction). In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0040] In addition, in the description of the present invention, unless otherwise clearly defined, the terms "installation", "connection", "connection", and "connector" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood in combination with specific circumstances.

[0041] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0042] This embodiment relates to a torsion mount, for example, it can be a rear mount in a pendulum-type suspension system disposed between a powertrain and a vehicle frame 1. The torsion mount overcomes the problem of heat damage in a conventional torsion mount due to the provision of a rubber main spring by optimizing its own structure, and has better torsion resistance.

[0043] In terms of overall structure, the torsion suspension includes a first support 103 and a second support 2 which are arranged at intervals, a connecting member arranged between the first support 103 and the second support 2, and an elastic member 3 connecting the first support 103 and the second support 2. The first support 103 is used to connect with the vehicle frame 1, the second support 2 is used to connect with the powertrain, and the second support 2 can slide relative to the connecting member. The second support 2 abuts against the first support 103, which can limit the displacement of the second support 2 toward the side close to the first support 103, and the second support 2 abuts against the connecting member, which can limit the displacement of the second support 2 toward the side away from the first support 103.

[0044] The torsion-resistant suspension described in this embodiment is achieved by arranging a connecting piece between the first support 103 and the second support 2, and the elastic piece 3 connects the first support 103 and the second support 2 together, so that the first support 103 is connected to the frame 1, and the second support 2 is connected to the powertrain and can slide relative to the connecting piece. Through the sliding of the second support 2 and the cooperation of the elastic piece 3, an effective torsion-resistant limiting effect can be provided for the powertrain in the front-rear direction of the whole vehicle. It can not only play the role of a traditional suspension and help protect the powertrain and the suspension system from damage, but also absorb the vibration transmitted from the powertrain and reduce the transmission of vibration to the frame 1, thereby helping to improve the comfort of the cockpit.

[0045] The torsion-resistant suspension also limits the displacement of the second support 2 toward the side close to the first support 103 by the second support 2 and the first support 103 abutting against each other, and limits the displacement of the second support 2 toward the side away from the first support 103 by the second support 2 and the connecting member abutting against each other, which can effectively prevent a large displacement between the power assembly and the frame 1, and also help to ensure the connection effect between the two, thereby further improving the comfort of the vehicle. In addition, the torsion-resistant suspension replaces the rubber main spring structure in the traditional suspension assembly with the elastic member 3, thereby overcoming the problem that the main spring of the suspension is prone to heat damage.

[0046] Based on the above overall introduction, an exemplary structure of the torsion suspension described in this embodiment is as follows when in use: Figures 1 to 3 As shown in . The first support 103 can be specifically connected to the front crossbeam 101 on the subframe 1, and the second support 2 can be connected to the powertrain itself or the mounting bracket 201 provided on the powertrain. In addition, the torsion mount mainly plays a torsion limiting role on the torque transmitted from the powertrain in the front and rear directions of the vehicle.

[0047] As a preferred embodiment, Figure 3 and Figure 4 As shown in , the first support 103 has a first column, the second support 2 has a second column 205, and the elastic member 3 is a spring sleeved outside the first column and the second column 205. The arrangement of the first column, the second column 205 and the spring here not only facilitates the arrangement of the spring, but also enables the outer peripheral walls of the first column and the second column 205 to cooperate with the spring, thereby playing a better guiding role for the sliding of the second support 2.

[0048] Specifically, the first column and the second column 205 are coaxially arranged, and the second column 205 mainly slides relative to the first column in the front-rear direction of the vehicle, and causes the spring to stretch or compress. The first column is directly connected to the front crossbeam 101. In addition to the second column 205, the second support 2 also has a mounting bracket 201 arranged at the other end of the second column 205, and the mounting bracket 201 is arranged at the end of the second column 205 away from the first column. The mounting bracket 201 is also, as shown in FIG. Figure 3 As shown in FIG. 1 , relative to the end facing the first cylinder, a connecting ring 202 with a radially outwardly convex arrangement is provided at the other end of the second cylinder 205. Figure 5 As shown in the state, an arc-shaped groove with a notch facing downward is provided on the mounting bracket 201, the outer peripheral wall of the top of the connecting ring 202 abuts against the inner peripheral wall of the arc-shaped groove, and the two are welded together, so that the second support 2 and the mounting bracket 201 are fixedly connected together.

[0049] The structure of the connecting ring 202 and the arc groove is simple, which is convenient for processing and forming, and the connection effect of the two is good. Of course, in specific implementation, the second support 2 can also be connected to the mounting bracket 201 using other structures, as long as the second support 2 is fixed on the mounting bracket 201.

[0050] It should be noted that, in this embodiment, the first support 103 and the front cross beam 101 of the frame 1, as well as the second support 2 and the mounting bracket 201 can be processed in an integrated manner, which is conducive to improving processing efficiency and is easy to process. Of course, the first support 103 and the front cross beam 101, as well as the mounting bracket 201 and the second support 2 can also be processed separately and then connected by welding or other methods.

[0051] To facilitate the arrangement of the spring on the first column and the second column 205, in this embodiment, Figures 3 to 5 As shown in the figure, the first and second cylinders 205 are provided with sleeves 104 arranged along their circumferences, and part of the spring is inserted in the sleeves 104. The sleeves 104 are hollow inside and can be fixed on the first and second cylinders 205 by welding. In order to facilitate the arrangement of the sleeves 104 on the second cylinder 205, an annular groove 203 with a notch facing the first cylinder is provided on the connecting ring 202, and the sleeves 104 on the second cylinder 205 can be fixed in the annular groove 203. The two ends of the spring can be respectively inserted into the sleeves 104 at the corresponding ends, and are respectively connected to the first and second cylinders 205 through the sleeves 104.

[0052] Of course, it is also feasible to directly connect the two ends of the spring to the first column and the second column 205, but this structure requires welding of the spring to the first column and the second column 205 when assembling the whole vehicle, which is not convenient for assembly. By setting the sleeve 104 and inserting part of the spring into the sleeve 104, it is convenient to connect the spring to the first support 103 and the second support 2, which is convenient for assembling the spring on the whole vehicle compared to the structure of directly connecting the spring to the first column and the second column 205. In addition, the sleeve 104 can also be only set outside the first column or the second column 205, so that one end of the spring is connected to the sleeve 104, and the other end is directly connected to the first column or the second column 205.

[0053] In addition, when there is a gap between the spring and the sleeve 104, a noise reduction coating can be added to the inner wall surface of the sleeve 104 to reduce the friction noise between the spring and the sleeve 104. When the spring and the sleeve 104 are tightly connected, no noise will be generated between the two, and there is no need to set a noise reduction coating. In specific implementation, the noise reduction coating can adopt a coating with a noise reduction effect in the prior art, for example, the noise reduction coating can be composed of a sound insulation coating coated on the inner wall of the sleeve 104, and the sound insulation coating can adopt a coating commonly used in the prior art, which will not be described in detail here.

[0054] In some embodiments, Figure 3 As shown in the figure, the connecting member includes a rod body 4, and a first limit block 401 and a second limit block 5 arranged at two opposite ends of the rod body 4. The rod body 4 is slidably arranged on the first support 103 and the second support 2, and the first limit block 401 can limit the rod body 4 from escaping from the first support 103. The second limit block 5 is used to abut against the second support 2 to limit the displacement of the second support 2 away from the first support 103.

[0055] In terms of specific structure, the rod body 4 is a straight rod extending along the front-to-back direction of the vehicle in the initial state, and is slidably arranged on the first support 103 and the second support 2 along the front-to-back direction of the vehicle, that is, the second support 2 only slides relative to the first support 103 in the front-to-back direction of the vehicle. This is conducive to the torsion mount to resist and limit the torque of the powertrain in the front-to-back direction of the vehicle. Here, the arrangement of the rod body 4 and the first limit block 401 and the second limit block 5 has the advantages of simple structure and easy arrangement and implementation. The rod body 4 is slidably arranged on the first support 103 and the second support 2, and the first limit block 401 and the second limit block 5 limit the position of the second support 2, which has a good limiting effect.

[0056] In another embodiment, the connecting member in this embodiment includes a rod body 4 and a limit block provided at one end of the rod body 4, and the rod body 4 is connected to the first support 103, and the limit block is used to abut against the second support 2 to limit the displacement of the second support 2 to the side away from the first support 103. At this time, the rod body 4 is still a straight rod extending along the front and rear direction of the whole vehicle in the initial state, and one end of the rod body 4 is directly connected to the first support 103. The limit block is provided at one end of the rod body 4, and can limit the second support 2 from moving to the side away from the first support 103, and also has a good limiting effect.

[0057] In this embodiment, only one stopper is provided on the rod body 4. Compared with the above-mentioned solution of providing the first stopper 401 and the second stopper 5, one stopper structure can be omitted, thereby reducing the number of parts and components, thereby reducing production costs, and also facilitating the lightweight design of the vehicle. However, this structure may not be conducive to the assembly of the torsion mount on the vehicle.

[0058] In specific implementation, the rod body 4 in this embodiment is preferably a steel wire rope, which can adopt the existing structure. The steel wire rope has a high tensile strength and can be deformed in other directions, which can improve the torsion resistance of the suspension. At the same time, the steel wire rope can also absorb impact loads, reduce damage caused by impact, and has good flexibility and good use flexibility. In order to further improve the use effect of the torsion suspension, such as Figure 3 As shown in the figure, the first support 103 in this embodiment has a first cavity 100, and the first limit block 401 is arranged in the first cavity 100. The second support 2 has a second cavity 200, and the second limit block 5 is arranged in the second cavity 200. By providing the first cavity 100 and the second cavity 200, not only the weight of the first support 103 and the second support 2 can be reduced, but also installation space can be provided for the first limit block 401 and the second limit block 5, which can reduce the occupied space of the torsion suspension as a whole, and also improve the exquisiteness of the torsion suspension.

[0059] In specific implementation, the first cavity 100 is set through the crossbeam and can be connected with the cavity in the crossbeam. In order to facilitate the arrangement of the first limit block 401 in the first cavity 100, a mounting hole 102 can also be set on the crossbeam to facilitate the arrangement and installation of the first limit block 401 in the first cavity 100. The second cavity 200 is set through the end away from the first column to facilitate the second limit block 5 to be installed in the second cavity 200. It can be understood that in this embodiment, when only one limit block is set on the rod body 4, the limit block can be slidably set in the second cavity 200, which can also facilitate the arrangement of the limit block.

[0060] As a preferred embodiment, Figure 3As shown in , the second limit block 5 follows the shape of the second cavity 200 and slides against the side wall of the second cavity 200. The second limit block 5 follows the shape of the second cavity 200, and can play a certain guiding role in the sliding of the second support 2, thereby improving the stability of the second limit block 5 during sliding. For example, if the cross section of the second cavity 200 is circular, the cross section of the second limit block 5 is also circular, and the outer peripheral wall of the second limit block 5 can abut against the inner side wall of the second cavity 200. Of course, the cross sections of the second cavity 200 and the second limit block 5 can also be other geometric shapes, as long as the shapes and specifications of the two are compatible.

[0061] like Figure 3 As shown in , the second limit block 5 of this embodiment includes a bottom plate 501, and a side plate 502 arranged along the circumference of the bottom plate 501, and the rod body 4 is connected to the bottom plate 501. Wherein, relative to the side facing the first column, the side plate 502 is arranged on the other side of the bottom plate 501. The arrangement of the bottom plate 501 and the side plate 502 in the second limit block 5 not only has a high structural strength, but also can play a good limiting effect, and is light in weight, which can reduce the influence of its gravity on the rod body 4. Wherein, the outer walls of the side plate 502 and the bottom plate 501 are both in contact with the inner wall of the second cavity. Here, the arrangement of the side plate 502 is also conducive to increasing the contact area between the second limit block 5 and the second cavity 200, which can further improve the stability of the second limit block 5 during sliding.

[0062] like Figure 3 As shown in , the first limit block 401 is provided with a first buffer 402, and the first buffer 402 is used to abut against the first support 103. The arrangement of the first buffer 402 on the first limit block 401 is conducive to preventing abnormal noise caused by the direct abutment between the first limit block 401 and the first support 103, thereby achieving the effect of buffering and noise reduction. In addition, the second limit block 5 is provided with a second buffer 503, and the second buffer 503 is used to abut against the second support 2. The arrangement of the second buffer 503 on the second limit block 5 is conducive to preventing abnormal noise caused by the direct abutment between the second limit block 5 and the second support 2, has a good buffering and noise reduction effect, and is easy to arrange and implement.

[0063] Furthermore, in this embodiment, a third buffer 204 is provided at one end of the second support 2 close to the first support 103, and the second support 2 abuts against the first support 103 through the third buffer 204. By providing the third buffer 204 abutting against the first support 103, noise generated by direct abutment between the first support 103 and the second support 2 is prevented, thereby having a better buffering and noise reduction effect. In specific implementation, the first buffer 402, the second buffer 503 and the third buffer 204 can all be made of heat-resistant rubber or high-temperature-resistant silicone to facilitate processing and molding, and have a better buffering and noise reduction effect.

[0064] The first buffer 402 is arranged at one end of the first limit block 401 facing the bottom of the first cavity 100, the second buffer 503 is arranged at one end of the second limit block 5 facing the body of the second cavity 200, and the third buffer 204 is arranged at one end of the second support 2 facing the first support 103. In specific implementation, the thickness of the first buffer 402, the second buffer 503 and the third buffer 204 are all 1 to 50 mm, so as to have a better buffering effect. For example, the thickness of the three is 2 mm, 10 mm, 15 mm, 20 mm, 30 mm, 40 mm or 50 mm, etc.

[0065] In addition, based on the gap between the conventional powertrain and the subframe, and the overall structure of the torsion suspension, the length of the first support 103 and the second support 2 in this embodiment can be 5 to 300 mm, and the spacing between the two can be 0 to 50 mm. In specific implementation, for example, the length of the first support 103 and the second support 2 can be 5 mm, 10 mm, 50 mm, 100 mm, 150 mm, 200 mm, 250 mm or 300 mm, and the spacing between the two can be 2 mm, 10 mm, 15 mm, 20 mm, 30 mm, 40 mm or 50 mm, which can be determined according to needs in specific implementation.

[0066] When the torsion-resistant suspension in this embodiment is in use, when the powertrain approaches the front cross beam 101, the second support 2 will slide toward the first support 103, and the spring will be compressed until the third buffer member 204 on the second support 2 abuts against the first support 103, thereby limiting the displacement of the second support 2 toward the side of the first support 103. After the torque disappears, the second support 2 is reset under the action of the spring.

[0067] When the powertrain moves away from the front cross beam 101, the second support 2 slides in the direction away from the first support 103 until the first limit block 401 abuts against the first support 103, and the second buffer member 503 on the second limit block 5 abuts against the second support 2. At this time, the second support 2 cannot continue to move in the direction away from the first support 103. After the torque disappears, the second support 2 is reset under the action of the spring.

[0068] The torsion-resistant suspension in this embodiment abandons the rubber main spring in the traditional torsion-resistant suspension and replaces it with the elastic member 3, and cooperates with the first support 103 and the second support 2, fundamentally solving the problem of heat damage caused by the main spring rubber in the prior art, and having better performance.

[0069] In addition, the present embodiment also relates to a vehicle, on which the torsion-resistant suspension as described above is provided.

[0070] Furthermore, the vehicle can be either a fuel vehicle or a hybrid vehicle, and it can be understood that when the vehicle is a fuel vehicle, the powertrain includes an engine and a transmission, and when the vehicle is a hybrid vehicle, the powertrain includes an engine and an electric drive.

[0071] The vehicle described in this embodiment can prevent the occurrence of heat damage problems by providing the above-mentioned torsional suspension, and can better ensure the performance of the torsional suspension, thereby helping to reduce the vibration and noise transmitted from the powertrain to the frame 1, and further helping to improve the comfort of the vehicle.

[0072] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A torsion mount, characterized in that: It comprises a first support (103) and a second support (2) which are arranged at intervals, a connecting member arranged between the first support (103) and the second support (2), and an elastic member (3) connecting the first support (103) and the second support (2); The first support (103) is used to be connected to the vehicle frame (1), the second support (2) is used to be connected to the powertrain, and the second support (2) can slide relative to the connecting member, the second support (2) abuts against the first support (103), and can limit the displacement of the second support (2) toward the side close to the first support (103), and the second support (2) abuts against the connecting member, and can limit the displacement of the second support (2) toward the side away from the first support (103).

2. The torsion mount according to claim 1, characterized in that: The connecting member comprises a rod body (4), and a first limit block (401) and a second limit block (5) arranged at two opposite ends of the rod body (4); the rod body (4) is slidably arranged on the first support (103) and the second support (2), and the first limit block (401) can limit the rod body (4) from escaping from the first support (103); the second limit block (5) is used to abut against the second support (2) to limit the displacement of the second support (2) to a side away from the first support (103); or, The connecting member comprises a rod body (4) and a limit block arranged at one end of the rod body (4), and the rod body (4) is connected to the first support (103), and the limit block is used to abut against the second support (2) to limit the displacement of the second support (2) away from the first support (103).

3. The torsion mount according to claim 2, characterized in that: The rod body (4) is a steel wire rope.

4. The torsion mount according to claim 2, characterized in that: The first support (103) has a first cavity (100), and the first limit block (401) is arranged in the first cavity (100); and / or, The second support (2) has a second cavity (200), and the second limit block (5) is arranged in the second cavity (200).

5. The torsion mount according to claim 4, characterized in that: The second limiting block (5) follows the shape of the second cavity (200) and is in sliding contact with the side wall of the second cavity (200); and / or, The second limiting block (5) comprises a bottom plate (501) and a side plate (502) arranged along the circumference of the bottom plate (501), and the rod body (4) is connected to the bottom plate (501).

6. The torsion mount according to claim 2, characterized in that: The first limiting block (401) is provided with a first buffer member (402), and the first buffer member (402) is used to abut against the first support (103); and / or, The second limiting block (5) is provided with a second buffer member (503), and the second buffer member (503) is used for abutting against the second support (2).

7. The torsion mount according to claim 1, characterized in that: A third buffer component (204) is provided at one end of the second support (2) close to the first support (103), and the second support (2) abuts against the first support (103) via the third buffer component (204).

8. The torsion mount according to any one of claims 1 to 7, characterized in that: The first support (103) has a first column, and the second support (2) has a second column (205); The elastic member (3) is a spring sleeved outside the first column and the second column (205).

9. The torsion mount according to claim 8, characterized in that: The first column and / or the second column (205) is provided with a sleeve (104) arranged along the circumference thereof, and part of the spring is inserted into the sleeve (104).

10. A vehicle, characterized in that: The vehicle is provided with the torsion mount according to any one of claims 1 to 9.

Images