Automobile suspension assembly and automobile

Abstract

The present application provides an automobile suspension assembly and an automobile, and relates to the field of automobile technology. The suspension assembly includes a bracket, a bushing arranged thereon, and an anti-collision pad arranged on the bushing, wherein the bushing includes an outer tube, an inner tube and a rubber main spring, and the anti-collision pad includes a first anti-collision pad and a second anti-collision pad, the first anti-collision pad and the second anti-collision pad are respectively arranged on a first side and a second side of the bushing, the first anti-collision pad and the rubber main spring are an integrated part, the first anti-collision pad is located at a first end of the rubber main spring, and the first anti-collision pad and the rubber main spring are integrally formed, thereby saving an anti-collision pad and assembly hours, improving work efficiency, and solving the problem that the anti-collision pad is not firmly connected to the bushing, which easily causes the anti-collision pad to fall off.

Description

Technical Field

[0001] The present application relates to the automotive field, and in particular to an automotive suspension assembly and an automotive vehicle. Background Art

[0002] With the rapid development of new energy vehicles, the suspension layout of new energy vehicle powertrain has also developed from torque shaft layout to center of mass layout, and the suspension structure mainly adopts rubber bushing suspension.

[0003] In the related art, in the nylon rubber bushing suspension assembly, two anti-collision pads are respectively mounted on both sides of the bushing, and the connection between the anti-collision pad and the bushing is not firm, which may easily cause the anti-collision pad to fall off. Utility Model Content

[0004] The embodiment of the present application provides an automobile suspension assembly and an automobile, wherein the anti-collision pads on both sides of the bushing are designed by vulcanization and assembly, thereby solving the problems of uneven glue usage and weak bonding.

[0005] In a first aspect, an embodiment of the present application provides an automobile suspension assembly, comprising a bracket, a bushing disposed on the bracket, and an anti-collision pad disposed on the bushing;

[0006] The bushing includes an outer tube, an inner tube arranged inside the outer tube, and a rubber main spring arranged between the outer tube and the inner tube. The outer tube is arranged on the bracket. The outer tube of the rubber bushing is made of lightweight nylon, and the bracket is made of lightweight cast aluminum. This can reduce the weight of the suspension, reduce the energy consumption of the whole vehicle, and increase the mileage. At the same time, nylon is softer than cast aluminum, and the bushing will not cause the suspension bracket to crack when it is pressed into the bracket. This prevents the suspension bracket from being scrapped and reduces manufacturing costs.

[0007] The rubber main spring adopts a double herringbone design to better attenuate the vibration of the powertrain and improve the NVH performance and durability of the vehicle. There are 4 pairs of limit blocks designed in the main spring. The left and right pairs of limit blocks adopt an arc design. When the vehicle accelerates or decelerates suddenly, the contact area of ​​the limit blocks on the left and right sides gradually increases, which can eliminate the problem of abnormal noise during collision. The upper and lower pairs of limit blocks adopt a small plane design. When the powertrain moves vertically with a large displacement, it can provide effective support to prevent the powertrain from interfering with the movement of surrounding parts;

[0008] The crash pad comprises a first crash pad and a second crash pad, wherein the first crash pad and the second crash pad are respectively arranged on a first side and a second side of the bushing;

[0009] The first anti-collision pad and the rubber main spring are an integrated part. The first anti-collision pad is located at the first end of the rubber main spring. The anti-collision pad is directly vulcanized on the other side of the bushing, which saves an anti-collision pad and assembly man-hours, thus saving costs. The anti-collision pads on both sides can not only limit the axial position of the bushing, but also prevent abnormal noise caused by excessive displacement of the powertrain and collision with the suspension installation point.

[0010] In a feasible implementation, a positioning block is provided on the outer wall of the second side of the inner tube;

[0011] The second anti-collision pad includes a pad body and a reinforcement ring arranged in the middle of the pad body, the inner diameter of the reinforcement ring matches the outer diameter of the inner tube, and a positioning groove is provided on the reinforcement ring, and the positioning groove matches the positioning block;

[0012] When the second crash pad is assembled on the bushing, the reinforcement ring is sleeved on the inner tube, and the positioning groove is sleeved on the positioning block. The square limit block is used to facilitate the positioning and installation of the crash pad, and the problem of the crash pad rotation is solved at the same time.

[0013] In a feasible implementation, a limiting ring is provided on the outer wall of the second end of the inner tube;

[0014] When the second anti-collision pad is assembled on the bushing, the reinforcement ring is clamped with the limiting ring. Through the design of the limiting ring, the second anti-collision pad is prevented from falling out after the second anti-collision pad is assembled in place.

[0015] In a feasible implementation, the first end of the outer tube is provided with a flange, the second side outer wall of the first anti-collision pad is in contact with the first side outer wall of the flange; the second side outer wall of the flange is in contact with the first side outer wall of the bracket;

[0016] When the bushing is pressed into the bracket, the flange fits the bracket and is pressed into place, which is convenient for the bushing to be pressed. Because the rubber is elastic, the bushing is pressed into the concave part when it is pressed, so as to avoid inadequate pressing and damage to the rubber.

[0017] In a feasible implementation, the bracket is provided with a mounting ring, the outer tube of the bushing is press-fitted into the mounting ring of the bracket, and the mounting ring and the outer tube are interference-fitted.

[0018] In a feasible implementation, the outer tube has a plurality of inwardly protruding limit bosses, and the plurality of limit bosses are evenly distributed. The plurality of limit bosses can reduce the distance between the outer tube and the inner tube, improve the suspension limit capability, reduce the displacement of the powertrain, and improve the comfort of the entire vehicle.

[0019] In a feasible implementation, the outer wall of the limiting boss is provided with a groove, and the groove design ensures uniform wall thickness at the boss, improves the strength of the outer tube, and eliminates quality problems during injection molding of the outer tube and eliminates internal stress.

[0020] In a feasible implementation, the bracket is provided with mounting holes, and the mounting holes include a first positioning hole, a second positioning hole, and a third positioning hole;

[0021] The first positioning hole, the second positioning hole and the third positioning hole all have unique shapes and / or inner diameters;

[0022] The first positioning hole and the second positioning hole are both circular through holes, the inner diameter of the first positioning hole is greater than the inner diameter of the second positioning hole, and the third positioning hole is a waist-shaped through hole.

[0023] In a feasible implementation, the first side of the mounting hole is a flange surface, the flange surface of the mounting hole is provided with reinforcing ribs, and the reinforcing ribs wrap the mounting hole.

[0024] In a feasible implementation, the rubber main spring has two groups of limit blocks distributed in a cross shape. The limit blocks in the first group are arc-shaped limit blocks. When the vehicle accelerates or decelerates suddenly, the contact area of ​​the limit blocks on the left and right sides gradually increases, which can eliminate the problem of abnormal noise during collision. The limit blocks in the second group are square limit blocks. When the powertrain moves in a large vertical displacement, effective support can be provided to prevent the powertrain from interfering with the movement of surrounding parts.

[0025] In a second aspect, an embodiment of the present application further provides a vehicle, comprising a vehicle frame, a powertrain, and the above-mentioned vehicle suspension assembly;

[0026] The automobile suspension assembly is arranged on the vehicle frame, and the power assembly is arranged on the automobile suspension.

[0027] An embodiment of the present application provides an automobile suspension assembly and an automobile, wherein the suspension assembly includes a bracket, a bushing arranged thereon, and an anti-collision pad arranged on the bushing, wherein the bushing includes an outer tube, an inner tube and a rubber main spring, and the anti-collision pad includes a first anti-collision pad and a second anti-collision pad, the first anti-collision pad and the second anti-collision pad are respectively arranged on a first side and a second side of the bushing, the first anti-collision pad and the rubber main spring are an integrated part, the first anti-collision pad is located at a first end of the rubber main spring, and the first anti-collision pad and the rubber main spring are integrally formed, thereby saving an anti-collision pad and assembly hours, improving work efficiency, and solving the problem of loose connection between the anti-collision pad and the bushing, which easily causes the anti-collision pad to fall off. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a structural schematic diagram of a nylon rubber bushing suspension assembly in the related art;

[0029] Figure 2 A schematic diagram of the structure of the automobile suspension assembly provided in this application;

[0030] Figure 3 It is an exploded view of the vehicle suspension assembly;

[0031] Figure 4 is a schematic diagram of the structure of a first crash pad;

[0032] Figure 5 is a schematic diagram of the structure of the outer tube;

[0033] Figure 6 is a schematic structural diagram of a first side of a suspension assembly;

[0034] Figure 7 is a schematic structural diagram of the second side of the suspension assembly;

[0035] Figure 8 is a side view of the bushing;

[0036] Fig. 9 It is a structural diagram of the rubber main spring.

[0037] Description of reference numerals:

[0038] 1- bracket; 2- bushing; 3- anti-collision pad;

[0039] 11-first positioning hole; 12-second positioning hole; 13-third positioning hole; 14-assembly ring; 21-outer tube; 22-inner tube; 23-rubber main spring; 31-first anti-collision pad; 32-second anti-collision pad;

[0040] 211- flange; 212- limiting boss; 221- positioning block; 222- limiting ring; 231- first limiting block; 232- second limiting block; 321- pad; 322- reinforcing ring. DETAILED DESCRIPTION

[0041] In order to enable those skilled in the art to better understand the technical solutions in the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work should fall within the scope of protection of the present application.

[0042] With the rapid development of new energy vehicles, the suspension layout of new energy vehicle powertrain has also developed from torque shaft layout to center of mass layout, and the suspension structure mainly adopts rubber bushing suspension.

[0043] like Figure 1The figure shows a conventional nylon rubber bushing suspension assembly, in which A is an anti-collision pad, B is a nylon bracket, C is a steel insert, D is a rubber main spring, and E is the main spring inner tube. Because the installation point requires a larger clamping force, the installation hole adopts a steel insert design. In order to increase axial positioning, two anti-collision pads are installed on both sides of the bushing.

[0044] The conventional nylon rubber bushing suspension assembly is manufactured as follows: first, three steel inserts are placed into the injection mold, and the nylon material is pressed into the injection mold, and the nylon bracket is made after cooling. Then the nylon bracket and the main spring inner tube are placed in the vulcanization mold, and the rubber is injected and vulcanized into a rubber main spring. The rubber is injected into the bumper pad vulcanization mold and vulcanized into a bumper pad. Then glue is applied to the inner tubes on both sides of the bushing, and two bumpers are assembled on both sides of the main spring inner tube. Finally, the suspension is placed on the press, and the bumper pad is pressed tightly with the press, and the pressure is maintained for a period of time to ensure that the bumper pad is firmly bonded.

[0045] Because the mounting point requires a large clamping force, the mounting hole needs to be designed with steel inserts. To increase axial positioning, two anti-collision pads need to be installed on both sides of the bushing to prevent the suspension from colliding with surrounding parts and causing abnormal noise.

[0046] In conventional nylon rubber bushing suspension assemblies, the bumper pad is mounted on the inner tube and positioned using a semicircular rubber structure, which is easy to rotate and not firmly positioned. The bumper pad is glued to the inner tube, but the amount of glue is difficult to guarantee, which affects the appearance of the product. Insecure bonding can easily cause the bumper pad to fall off.

[0047] The present application provides a new suspension structure. The double-H-shaped rubber main spring design can meet the needs of powertrain limitation and vibration isolation under different working conditions, and improve the NVH performance and comfort of the whole vehicle. The suspension mounting holes adopt the design of primary and auxiliary positioning holes to ensure accurate suspension positioning and installation. The anti-collision pads on both sides of the bushing are designed with vulcanization and assembly solutions to solve the problems of inconsistent glue usage and weak bonding. This solution can produce 8 suspension bushings at a time while keeping the mold volume the same, greatly improving production efficiency and saving labor hours and production costs. The bushing and bracket adopt a press-fit interference fit design to avoid placing the bracket into the vulcanization mold, causing high-temperature deformation.

[0048] The specific structure of the automobile suspension assembly provided by the present application is described in detail below with reference to the accompanying drawings.

[0049] Reference Figure 2-Figure 9 As shown, the embodiment of the present application provides an automobile suspension assembly, including a bracket 1, a bushing 2 arranged on the bracket 1, and an anti-collision pad 3 arranged on the bushing 2. The bracket 1 can be a cast aluminum bracket, and its main body shape is the same as that of the bracket of a conventional automobile suspension assembly;

[0050] The bushing 2 includes an outer tube 21, an inner tube 22 disposed inside the outer tube 21, and a rubber main spring 23 disposed between the outer tube 21 and the inner tube 22. The outer tube 21 can be a nylon outer tube, the inner tube 22 can be an aluminum profile, and the rubber main spring 23 is made of rubber, which can reduce the suspension weight, reduce the energy consumption of the vehicle, and increase the mileage. The outer tube 21 is disposed on the bracket 1;

[0051] The anti-collision pad 3 includes a first anti-collision pad 31 and a second anti-collision pad 32. Both the first anti-collision pad 31 and the second anti-collision pad 32 can be rubber anti-collision pads. The first anti-collision pad 31 and the second anti-collision pad 32 are respectively arranged on the first side and the second side of the bushing 2. The anti-collision pads on both sides can not only limit the axial position of the bushing, but also prevent abnormal noise caused by excessive displacement of the powertrain and collision with the suspension installation point;

[0052] The first anti-collision pad 31 and the rubber main spring 23 are integrated into one piece. The first anti-collision pad 31 is located at a first end of the rubber main spring 23 .

[0053] In some examples, the first anti-collision pad 31 and the rubber main spring 23 can be vulcanized into an integral body without the need for glue bonding, thereby solving the problems of inconsistent glue usage and loose bonding, saving an anti-collision pad and assembly labor, and saving costs and labor.

[0054] Reference Figure 3-Figure 8 As shown, in some embodiments, a positioning block 221 is provided on the outer wall of the second side of the inner tube 22. The positioning block 221 may be a square positioning block or a trapezoidal positioning block, and in order to improve the positioning effect, a plurality of positioning blocks 221 are provided;

[0055] The second anti-collision pad 32 includes a pad body 321 and a reinforcement ring 322 disposed in the middle of the pad body 321. The pad body 321 may be a U-shaped pad. The inner diameter of the reinforcement ring 322 matches the outer diameter of the inner tube 22. The reinforcement ring 322 is provided with a positioning groove, which matches the positioning block 221.

[0056] like Figure 4 As shown, the second anti-collision pad 32 is provided with two positioning grooves, and the two positioning grooves are designed to be symmetrical up and down. Figure 7 As shown, the upper outer wall and the lower outer wall of the inner tube 22 are both provided with positioning blocks 221. When the second anti-collision pad 32 is assembled on the bushing 2, the reinforcement ring 322 is sleeved on the inner tube 22, and the positioning groove is sleeved on the positioning block 221. The positioning block facilitates the positioning and installation of the anti-collision pad and solves the problem of rotation of the anti-collision pad.

[0057] In some embodiments, a limiting ring 222 is disposed on the outer wall of the second end of the inner tube 22, and the limiting ring 222 may be two half rings;

[0058] When the second anti-collision pad 32 is assembled on the bushing 2, the reinforcement ring 322 is engaged with the limiting ring 222, and the rubber main spring and the limiting ring 222 clamp the reinforcement ring 322 of the second anti-collision pad 32. The limiting block ensures that the second anti-collision pad 32 is prevented from falling out after the second anti-collision pad 32 is assembled in place;

[0059] Reference Figure 8 As shown, in some embodiments, the first end of the outer tube 21 is provided with a flange 211, and the flange 211 is an annular structure protruding outward, and the second side outer wall of the first anti-collision pad 31 is in contact with the first side outer wall of the flange 211; the second side outer wall of the flange 211 is in contact with the first side outer wall of the bracket 1;

[0060] The outer tube of the bushing is designed with flanges to increase the outer ring area and facilitate rubber vulcanization. When the bushing is assembled on the bracket, the flange fits the bracket and is pressed into place, which is convenient for bushing press-fitting. Because rubber is elastic, the bushing is pressed into the concave part when press-fitting to avoid inadequate press-fitting and damage to the rubber.

[0061] Reference Figure 3-Figure 6 As shown, in some embodiments, the bracket 1 is provided with an assembly ring 14, which is a circular ring structure, and the outer tube 21 of the bushing 2 is pressed into the assembly ring 14 of the bracket 1. The assembly ring 14 and the outer tube 21 are interference fit, and the bushing is pressed into the bracket through the interference fit to avoid placing the bracket into a vulcanization mold, which causes high temperature deformation;

[0062] In addition, the outer tube of the ordinary suspension bushing is a steel tube, which is easy to cause the bracket to crack when pressed into the cast aluminum bracket. The outer tube of the suspension is made of nylon material, which will not cause the bracket to crack when pressed in, and can also reduce weight.

[0063] In some embodiments, the inner tube 22 has a waist-shaped hole inside, which is convenient for positioning during vulcanization and press-fitting of the bushing. The mounting hole of the inner tube 22 is chamfered to facilitate bolt installation.

[0064] Reference Figure 5 As shown, in some embodiments, the outer tube 21 has four inwardly protruding limit bosses 212, and the four limit bosses 212 are evenly distributed. Through the design of the limit bosses 212, the distance between the outer tube 21 and the inner tube 22 can be shortened, the suspension limit capacity can be improved, the displacement of the powertrain can be reduced, and the comfort of the entire vehicle can be improved.

[0065] In some embodiments, the outer wall of the limiting boss 212 is provided with grooves, and each limiting boss 212 has two rows of grooves on its outer wall to ensure uniform wall thickness at the boss and improve the strength of the outer tube. At the same time, it eliminates quality problems during injection molding of the outer tube and eliminates internal stress.

[0066] Reference Figure 6As shown, in some embodiments, the bracket 1 is provided with mounting holes, and the mounting holes include a first positioning hole 11, a second positioning hole 12 and a third positioning hole 13;

[0067] The first positioning hole 11, the second positioning hole 12 and the third positioning hole 13 all have unique shapes and / or inner diameters;

[0068] The first positioning hole 11 and the second positioning hole 12 are both circular through holes, the inner diameter of the first positioning hole 11 is larger than the inner diameter of the second positioning hole 12, and the third positioning hole 13 is a waist-shaped through hole, the two ends of the waist-shaped hole are semicircular arcs, and the middle is a parallel plane;

[0069] In some embodiments, the mounting holes are bolt mounting holes. When M12 bolts are used for installation, the sizes of the three mounting holes of the suspension are as follows: the first positioning hole 11 is a circular through hole with a diameter of 14, the second positioning hole 12 is a circular through hole with a diameter of 12.5, and the third positioning hole 13 is a waist-shaped through hole with a diameter of 12.5×14. Among them, the second positioning hole 12 is the main positioning hole, the first positioning hole 11 is the auxiliary positioning hole, and the third positioning hole 13 is the mounting hole. The main positioning hole and the auxiliary positioning hole are circular through holes, and the M12 bolts penetrate the center of the circular through holes to ensure the accuracy of the suspension positioning installation. The mounting holes are waist-shaped through holes, and the M12 bolts can penetrate any position of the waist-shaped through holes to eliminate the influence of partial errors of the workpiece and ensure the stability of the suspension installation.

[0070] In some embodiments, the first side of the mounting hole is a flange surface, and the flange surface of the mounting hole is provided with reinforcing ribs, which wrap the mounting hole. The flange surfaces of the three bolt mounting holes are wrapped with reinforcing ribs, which can disperse the stress of the bolt flange surfaces and improve the strength of the bracket.

[0071] Reference Fig. 9 As shown, in some embodiments, the rubber main spring has four V-shaped reinforcing ribs, and the four reinforcing ribs are arranged opposite to each other in a cross-shaped tip. The rubber main spring adopts a double herringbone design to better attenuate the vibration of the powertrain and improve the NVH performance and durability of the vehicle.

[0072] Fig. 9As shown, the rubber main spring 23 has two groups of limit blocks distributed in a cross shape, and the four limit blocks are respectively located at the ends of the four reinforcing ribs close to the axis of the rubber main spring 23, wherein the left and right two first limit blocks 231 are designed in an arc shape as a whole, and the protruding ends of the two first limit blocks 23 are relatively outward, and the first limit blocks 23 facing the axis of the rubber main spring 23 are concave arcs. When the whole vehicle accelerates and decelerates suddenly, the contact area of ​​the first limit blocks 231 on the left and right sides gradually increases, which can eliminate the problem of abnormal noise during collision; the upper and lower second limit blocks 232 are designed with small planes, and the upper and lower surfaces of the second limit blocks 232 are both planes. When the powertrain moves in a large vertical displacement, it can provide effective support to prevent the powertrain from interfering with the movement of surrounding parts.

[0073] According to the above technical features, the working principle of the automobile suspension assembly provided by this application in actual application scenarios is:

[0074] During manufacturing, the inner tube 22 and the outer tube 21 are placed in a vulcanization mold, and the inner tube 22 is located inside the outer tube 21, and then the rubber is injected into the vulcanization mold, and the rubber is vulcanized at high temperature between the inner tube 22 and the outer tube 21 to form a rubber main spring 23. At the same time, the first anti-collision pad 31 is directly vulcanized in the vulcanization mold, that is, the first anti-collision pad 31 and the rubber main spring 23 are an integral part; the present application improves the structure of the bushing 2, and the traditional vulcanization mold can only vulcanize two suspensions at a time. The present application scheme can produce 8 suspension bushings at a time under the condition of the same mold volume, which greatly improves the production efficiency and saves working time and production costs;

[0075] During assembly, the bushing 2 is pressed into the assembly ring 14 of the bracket 1, the assembly ring 14 and the outer tube 21 are interference fit, the second anti-collision pad 32 is sleeved on the inner tube 22, and the positioning groove is sleeved with the positioning block 221, so as to prevent the second anti-collision pad 32 from rotating; the rubber main spring 23 is inserted into the outer tube 21, and the inner tube 22 is inserted into the rubber main spring 23, so that the rubber main spring 23 and the limiting ring 222 clamp the reinforcing ring 322 of the second anti-collision pad 32, and the limiting block ensures that the second anti-collision pad 32 is prevented from falling out after the second anti-collision pad 32 is assembled in place, so as to form the entire suspension assembly;

[0076] When the suspension assembly is fixed, the bracket 1 is provided with a first positioning hole 11, a second positioning hole 12 and a third positioning hole 13, wherein the third positioning hole 13 is a waist-shaped through hole, the first positioning hole 11 and the second positioning hole 12 are both circular through holes, and the inner diameter of the first positioning hole 11 is larger than the inner diameter of the second positioning hole 12. During installation, the second positioning hole 12 is the main positioning hole, the first positioning hole 11 is the auxiliary positioning hole, and the third positioning hole 13 is the installation hole. The design of the main and auxiliary positioning holes ensures accurate suspension positioning and installation.

[0077] The present application also provides a vehicle, comprising a vehicle frame, a powertrain, and the above-mentioned vehicle suspension assembly;

[0078] The automobile suspension assembly is arranged on the vehicle frame, and the power assembly is arranged on the automobile suspension, wherein the vehicle frame and the power assembly are both conventional automobile component systems.

[0079] It is easy to understand that those skilled in the art can combine, split, reorganize, etc. the embodiments of the present application to obtain other embodiments based on the several embodiments provided in the present application, and these embodiments do not exceed the protection scope of the present application.

[0080] The above specific implementation methods further explain in detail the purpose, technical solutions and beneficial effects of the embodiments of the present application. It should be understood that the above are only specific implementation methods of the embodiments of the present application and are not used to limit the protection scope of the embodiments of the present application. Any modifications, equivalent substitutions, improvements, etc. made on the basis of the technical solutions of the embodiments of the present application should be included in the protection scope of the embodiments of the present application.

Claims

1. An automobile suspension assembly, characterized in that: It comprises a bracket (1), a bushing (2) arranged on the bracket (1), and an anti-collision pad (3) arranged on the bushing (2); The bushing (2) comprises an outer tube (21), an inner tube (22) arranged inside the outer tube (21), and a rubber main spring (23) arranged between the outer tube (21) and the inner tube (22); the outer tube (21) is arranged on the bracket (1); The crash pad (3) comprises a first crash pad (31) and a second crash pad (32), wherein the first crash pad (31) and the second crash pad (32) are respectively arranged on a first side and a second side of the bushing (2); The first anti-collision pad (31) and the rubber main spring (23) are an integrated piece, and the first anti-collision pad (31) is located at a first end of the rubber main spring (23).

2. The automobile suspension assembly according to claim 1, characterized in that: A positioning block (221) is provided on the second side outer wall of the inner tube (22); The second anti-collision pad (32) comprises a pad body (321) and a reinforcement ring (322) arranged in the middle of the pad body (321), the inner diameter of the reinforcement ring (322) matches the outer diameter of the inner tube (22), and a positioning groove is provided on the reinforcement ring (322), and the positioning groove matches the positioning block (221); When the second anti-collision pad (32) is assembled on the bushing (2), the reinforcement ring (322) sleeves the inner tube (22), and the positioning groove sleeves the positioning block (221).

3. The automobile suspension assembly according to claim 2, characterized in that: A limiting ring (222) is provided on the outer wall of the second end of the inner tube (22); When the second anti-collision pad (32) is assembled on the bushing (2), the reinforcement ring (322) is engaged with the limiting ring (222).

4. The automobile suspension assembly according to claim 1, characterized in that: The first end of the outer tube (21) is provided with a flange (211), and the second side outer wall of the first anti-collision pad (31) is in contact with the first side outer wall of the flange (211); The second side outer wall of the flange (211) fits with the first side outer wall of the bracket (1).

5. The automobile suspension assembly according to claim 1, characterized in that: The bracket (1) is provided with an assembly ring (14), the outer tube (21) is pressed into the assembly ring (14), and the assembly ring (14) and the outer tube (21) are interference fit.

6. The automobile suspension assembly according to any one of claims 1 to 5, characterized in that: The outer tube (21) is provided with a plurality of inwardly protruding limiting bosses (212), and the plurality of limiting bosses (212) are evenly distributed.

7. The automobile suspension assembly according to claim 6, characterized in that: The outer wall of the limiting boss (212) is provided with a groove, and the groove is used to eliminate the internal stress of the outer tube (21).

8. The automobile suspension assembly according to claim 1, characterized in that: The bracket (1) is provided with mounting holes, and the mounting holes include a first positioning hole (11), a second positioning hole (12) and a third positioning hole (13); The first positioning hole (11) and the second positioning hole (12) are both circular through holes, the inner diameter of the first positioning hole (11) is larger than the inner diameter of the second positioning hole (12), and the third positioning hole (13) is a waist-shaped through hole.

9. The automobile suspension assembly according to claim 3, characterized in that: The rubber main spring (23) has two groups of limit blocks distributed in a cross shape, the limit blocks in the first group are arc-shaped limit blocks, and the limit blocks in the second group are square limit blocks.

10. An automobile, characterized in that: Comprising a vehicle frame, a powertrain, and the vehicle suspension assembly according to any one of claims 1 to 9; The automobile suspension assembly is arranged on the vehicle frame, and the power assembly is arranged on the automobile suspension.

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