Suspension system and vehicle comprising same
By setting nonlinear stiff elastic parts in the rear pull rod of the vehicle suspension system and adjusting the acceleration limit distance, the problem of easy damage to the oil pan during acceleration or braking is solved, extending the service life of the oil pan and reducing maintenance costs.
Patent Information
- Application Number
- CN202421650658.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-12
- Publication Date
- 2025-05-16
- Estimated Expiration
- 2034-07-12
AI Technical Summary
In existing vehicle suspension systems, the engine oil pan is easily damaged during acceleration or braking, resulting in a short service life.
A suspension system is designed, wherein the first rear tie rod is connected to the transmission and the second rear tie rod is connected to the engine. By setting a nonlinear stiff elastic member in the rear tie rod, the acceleration limit distance is adjusted so that the first rear tie rod bears most of the load and protects the oil pan.
Effectively extend the service life of the oil pan and reduce maintenance frequency and cost.
Smart Images
Figure CN222875759U_ABST
Abstract
Description
[Technical field]
[0001] The utility model relates to a suspension system and a vehicle comprising the suspension system, in particular to a suspension system comprising a pull rod and a vehicle comprising the suspension system. [Background technology]
[0002] With the continuous development of society, vehicles as means of transportation have become an indispensable part of people's lives. Common vehicles include cars, trucks, buses, etc. In order to meet different functions, many vibration systems are usually installed on vehicles, such as fuel engines or electric motors for providing power, air-conditioning compressors for compressing and driving refrigerants, etc. These vibration systems will generate large vibrations during operation, which seriously affects the driving experience of drivers and passengers. In addition, when the vehicle encounters some uneven road conditions, it will cause the vehicle to shake, which will also affect the driving experience of drivers and passengers. For this reason, people have developed many suspension systems for vibration reduction.
[0003] For fuel vehicles or extended-range electric vehicles, two rear rods are often designed, one rear rod is connected to the gearbox, and the other rear rod is connected to the engine. Due to spatial layout and other reasons, the oil pan on the engine is often connected to the rear rod. When the vehicle accelerates or brakes, the oil pan is more easily damaged.
[0004] Therefore, it is hoped to propose a new technical solution to solve the above technical problems. [Utility Model Content]
[0005] The technical problem to be solved by the utility model is to provide a suspension system and a vehicle comprising the suspension system, wherein the service life of the oil pan is relatively long.
[0006] In order to solve the above technical problems, the utility model can adopt the following technical solutions: A suspension system, comprising a first rear tie rod connected to a gearbox and a second rear tie rod connected to an engine, the engine comprising an oil pan, and the second rear tie rod connected to the oil pan. The first rear tie rod comprises a first inner core, a first outer shell, and a first elastic member for providing nonlinear stiffness, the first rear tie rod forms a first acceleration limit area between the first inner core and the first outer shell, and the first elastic member is located in the first acceleration limit area. The second rear tie rod comprises a second inner core, a second outer shell, and a second elastic member for providing nonlinear stiffness, the second rear tie rod forms a second acceleration limit area between the second inner core and the second outer shell, and the second elastic member is located in the second acceleration limit area. In the front-to-back direction, the first acceleration limit area has a first acceleration limit distance, the second acceleration limit area has a second acceleration limit distance, and the first acceleration limit distance is smaller than the second acceleration limit distance.
[0007] In a preferred embodiment, along the front-rear direction, the contact stiffness of the first elastic member is greater than the contact stiffness of the second elastic member.
[0008] In a preferred embodiment, along the front-to-back direction, the thickness of the first elastic member is smaller than the thickness of the second elastic member; the first elastic member includes a first free end and a first connecting root, the second elastic member includes a second free end and a second connecting root, the cross-section of the first free end is smaller than the cross-section of the first connecting root, the cross-section of the second free end is smaller than the cross-section of the second connecting root, and the cross-section of the first free end is larger than the cross-section of the second free end.
[0009] In a preferred embodiment, the first inner core has a first limiting surface facing the first acceleration limit area, the first outer shell has a second limiting surface facing the first acceleration limit area, the first acceleration limit distance is formed between the first limiting surface and the second limiting surface, and the first elastic member is connected to the first limiting surface or the second limiting surface; the second inner core has a third limiting surface facing the second acceleration limit area, the second outer shell has a fourth limiting surface facing the second acceleration limit area, the second acceleration limit distance is formed between the third limiting surface and the fourth limiting surface, and the second elastic member is connected to the third limiting surface or the fourth limiting surface.
[0010] In a preferred embodiment, the first inner core and the first outer shell are arranged in a horizontal direction, and the second inner core and the second outer shell are arranged in a horizontal direction; the suspension system includes a first adapter bracket connecting the first rear tie rod and the gearbox and a second adapter bracket connecting the second rear tie rod and the oil pan.
[0011] In a preferred embodiment, the first rear pull rod forms a first vibration damping area between the first inner core and the first outer shell, and the first rear pull rod includes a fifth elastic member located in the first vibration damping area to provide linear stiffness; the second rear pull rod forms a second vibration damping area between the second inner core and the second outer shell, and the second rear pull rod includes a sixth elastic member located in the second vibration damping area to provide linear stiffness.
[0012] In order to solve the above technical problems, the utility model can also adopt the following technical solutions: A suspension system, which includes a first rear tie rod connected to a gearbox and a second rear tie rod connected to an engine, the engine includes an oil pan, and the second rear tie rod is connected to the oil pan. The first rear tie rod includes a first inner core, a first outer shell and a third elastic member for providing nonlinear stiffness, the first rear tie rod forms a first deceleration limit area between the first inner core and the first outer shell, and the third elastic member is located in the first deceleration limit area. The second rear tie rod includes a second inner core, a second outer shell and a fourth elastic member for providing nonlinear stiffness, the second rear tie rod forms a second deceleration limit area between the second inner core and the second outer shell, and the fourth elastic member is located in the second deceleration limit area. In the front-to-back direction, the first deceleration limit area has a first deceleration limit distance, the second deceleration limit area has a second deceleration limit distance, and the first deceleration limit distance is smaller than the second deceleration limit distance.
[0013] In a preferred embodiment, along the front-to-back direction, the contact stiffness of the third elastic member is greater than the contact stiffness of the fourth elastic member, and the thickness of the third elastic member is less than the thickness of the fourth elastic member; the third elastic member includes a third free end and a third connecting root, and the fourth elastic member includes a fourth free end and a fourth connecting root, the cross-section of the third free end is smaller than the cross-section of the third connecting root, the cross-section of the fourth free end is smaller than the cross-section of the fourth connecting root, and the cross-section of the third free end is larger than the cross-section of the fourth free end.
[0014] In order to solve the above technical problems, the utility model can also adopt the following technical solution: a vehicle, comprising a rear cross beam and a suspension system as described in any of the previous embodiments, the rear cross beam comprising a first mounting groove and a second mounting groove, the first rear tie rod portion being installed in the first mounting groove, and the second rear tie rod portion being installed in the second mounting groove.
[0015] In order to solve the above technical problems, the utility model can also adopt the following technical solutions: a vehicle, comprising a gearbox, an engine, a motor and a suspension system as described in any of the previous embodiments, wherein the suspension system comprises a left suspension connected to the gearbox and a right suspension connected to the engine; the vehicle comprises a right end cover connected to the right suspension, and the engine and the motor are both connected to the right end cover.
[0016] Compared with the prior art, the utility model has the following beneficial effects: by setting the first acceleration limit distance of the first acceleration limit area to be smaller than the second acceleration limit distance of the second acceleration limit area, it is achieved that during the acceleration of the vehicle, the first rear tie rod bears most of the load, while the second rear tie rod bears a relatively small load, which can prevent the oil pan from being damaged by the second rear tie rod, thereby effectively protecting the oil pan, extending the service life of the product, and reducing the frequency and cost of maintenance.
Brief Description of the Drawings
[0017] Figure 1 A partial schematic diagram of a vehicle according to a preferred embodiment of the utility model.
[0018] Figure 2 for Figure 1 A schematic top view of the vehicle is shown.
[0019] Figure 3 for Figure 2 An enlarged view of a detail of the vehicle shown.
[0020] Figure 4 for Figure 1 A front view of the first rear tie rod is shown.
[0021] Figure 5 for Figure 1 A front view of the second rear tie rod is shown. [Specific implementation method]
[0022] The following is an explanation and description of the technical scheme of the embodiment of the utility model in conjunction with the drawings of the embodiment of the utility model, but the following embodiment is only a preferred embodiment of the utility model, not all embodiments. Based on the embodiment of the utility model, other embodiments obtained by those skilled in the art without creative work are all within the protection scope of the utility model.
[0023] Ginseng Figure 1 and Figure 2 The utility model provides a vehicle 100, which includes a frame 1, a powertrain 2 and a suspension system 3. The suspension system 3 is used to install the powertrain 2 on the frame 1. The frame 1 includes a front crossbeam 11, a rear crossbeam 12, and a left crossbeam 13 and a right crossbeam 14 connecting the front crossbeam 11 and the rear crossbeam 12. The powertrain 2 includes a gearbox 21, an engine 22 and a motor 23, which can be applied to extended-range electric vehicles. Of course, in other embodiments, the powertrain 2 may not include the motor 23, such as a fuel vehicle. The suspension system 3 includes a left suspension 31 connected to the gearbox 21, a right suspension 32 connected to the engine 22, a first rear tie rod 33 connected to the gearbox 21, and a second rear tie rod 34 connected to the engine 22. Combined with Figure 3 The rear cross beam 12 includes a first mounting groove (not shown) and a second mounting groove (not shown), the first rear tie rod 33 is partially mounted in the first mounting groove, and the second rear tie rod 34 is partially mounted in the second mounting groove, so that space can be saved to arrange more vibration-damping materials and vibration-damping structures. The vehicle 100 includes a right end cover 4 connected to the right suspension 32, and the engine 22 and the motor 23 are both connected to the right end cover 4. The engine 22 includes an oil pan 221, and the main functions of the oil pan 221 are to protect the oil circuit assembly (not shown) at the bottom of the engine 22, to close the crankcase (not shown), to serve as the shell of the oil storage tank (not shown), to prevent impurities from entering, to collect and store lubricating oil, to dissipate part of the heat, and to prevent lubricating oil from oxidizing. In this embodiment, the second rear tie rod 34 is partially connected to the cylinder block (not shown) of the engine 22, and partially connected to the oil pan 221.
[0024] Key points Figures 3 to 5The first rear tie rod 33 includes a first inner core 331, a first outer shell 332, a first elastic member 333 and a third elastic member 334 for providing nonlinear stiffness, and a fifth elastic member 335 for providing linear stiffness. The first elastic member 333 and the third elastic member 334 are used to improve the NVH performance of the vehicle 100 during acceleration and deceleration, and the fifth elastic member 335 is used to improve the NVH performance of the vehicle 100 during constant speed driving and idling. The first rear tie rod 33 forms a first acceleration limit area 10, a first deceleration limit area 20, and a first vibration reduction area 30 between the first inner core 331 and the first outer shell 332. The first elastic member 333 is located in the first acceleration limit area 10, the third elastic member 334 is located in the first deceleration limit area 20, and the fifth elastic member 335 is located in the first vibration reduction area 30. The second rear tie rod 34 includes a second inner core 341, a second outer shell 342, a second elastic member 343 and a fourth elastic member 344 for providing nonlinear stiffness, and a sixth elastic member 345 for providing linear stiffness. The second elastic member 343 and the fourth elastic member 344 are used to improve the NVH performance of the vehicle 100 during acceleration and deceleration, and the sixth elastic member 345 is used to improve the NVH performance of the vehicle 100 during constant speed driving and idling. The second rear tie rod 34 forms a second acceleration limit area 40, a second deceleration limit area 50 and a second vibration reduction area 60 between the second inner core 341 and the second outer shell 342. The second elastic member 343 is located in the second acceleration limit area 40, the fourth elastic member 344 is located in the second deceleration limit area 50, and the sixth elastic member 345 is located in the second vibration reduction area 60. In the front-to-back direction, the first acceleration limit area 10 has a first acceleration limit distance D1, and the second acceleration limit area 40 has a second acceleration limit distance D2, and the first acceleration limit distance D1 is smaller than the second acceleration limit distance D2. In this way, when the vehicle accelerates, the powertrain 2 is twisted, the upper parts of the gearbox 21 and the engine 22 are tilted backward, and the lower part of the gearbox 21 moves forward, thereby driving the first housing 332 to move forward, and the oil pan 221 moves forward, thereby driving the second housing 342 to move forward. The utility model sets the first acceleration limit distance D1 to be smaller than the second acceleration limit distance D2, so that the first rear tie rod 33 bears most of the load, while the second rear tie rod 34 bears a relatively small load, which can prevent the oil pan 221 from being damaged by the second rear tie rod 34, thereby effectively protecting the oil pan 221, which is conducive to extending the service life of the product and reducing the frequency and cost of maintenance.In the front-to-back direction, the first deceleration limit area 20 has a first deceleration limit distance D3, and the second deceleration limit area 50 has a second deceleration limit distance D4, and the first deceleration limit distance D3 is smaller than the second deceleration limit distance D4. With such a configuration, when the vehicle brakes, the upper part of the power assembly 2 tilts forward, the lower part of the gearbox 21 moves backward, thereby driving the first housing 332 to move backward, and the oil pan 221 moves backward, thereby driving the second housing 342 to move backward. The utility model prevents the excessive force between the oil pan 221 and the second housing 342 by setting the first deceleration limit distance D3 to be smaller than the second deceleration limit distance D4, thereby effectively protecting the oil pan 342, which is beneficial to extending the service life of the product and reducing the frequency and cost of maintenance.
[0025] Key points Figure 4 and Figure 5The first inner core 331 has a first limiting surface 3311 facing the first acceleration limiting area 10, the first outer shell 332 has a second limiting surface 3321 facing the first acceleration limiting area 10, the first limiting surface 3311 and the second limiting surface 3321 form the first acceleration limiting distance D1, and the first elastic member 333 is connected to the first limiting surface 3311 or the second limiting surface 3321. The second inner core 341 has a third limiting surface 3411 facing the second acceleration limiting area 40, the second outer shell 342 has a fourth limiting surface 3421 facing the second acceleration limiting area 40, the third limiting surface 3411 and the fourth limiting surface 3412 form the second acceleration limiting distance D2, and the second elastic member 343 is connected to the third limiting surface 3411 or the fourth limiting surface 3412. In the front-to-back direction, the contact stiffness of the first elastic member 333 is greater than the contact stiffness of the second elastic member 334. Contact stiffness refers to the stiffness generated when the first elastic member 333 or the second elastic member 334 contacts other parts. The contact stiffness of the first elastic member 333 is greater than the contact stiffness of the second elastic member 334, which means that the stiffness of the first elastic member 333 is greater than the stiffness of the second elastic member 334 under different working conditions after contact. In this way, under the same displacement, the first rear pull rod 33 generates higher stiffness and can withstand a larger load. In this embodiment, along the front-to-back direction, the thickness of the first elastic member 333 is less than the thickness of the second elastic member 334. The first elastic member 333 includes a first free end 3331 and a first connecting root 3332. The first connecting root 3332 is connected to the first inner core 331 or the first outer shell 332, and a buffer gap is provided between the first free end 3331 and one of the first inner core 331 and the first outer shell 332 that is not connected to the first elastic member 333. The second elastic member 343 includes a second free end 3431 and a second connection root 3432, wherein the second connection root 3432 is connected to the second inner core 341 or the second outer shell 342, and a buffer gap is provided between the second free end 3431 and the one of the second inner core 341 and the second outer shell 342 that is not connected to the second elastic member 343. The cross section of the first free end 3331 is smaller than the cross section of the first connection root 3332, the cross section of the second free end 3431 is smaller than the cross section of the second connection root 3432, and the cross section of the first free end 3331 is larger than the cross section of the second free end 3431. In a preferred embodiment, the first elastic member 333 gradually increases from the first free end 3331 to the first connection root 3332, and the second elastic member 334 gradually increases from the second free end 3431 to the second connection root 3432.
[0026] Continue to focus on Figure 4 and Figure 5 , the first inner core 331 has a fifth limiting surface 3312 facing the first deceleration limit area 20, the first outer shell 332 has a sixth limiting surface 3322 facing the first deceleration limit area 20, the first deceleration limit distance D3 is formed between the fifth limiting surface 3312 and the sixth limiting surface 3322, and the third elastic member 334 is connected to the fifth limiting surface 3312 or the sixth limiting surface 3322. The second inner core 341 has a seventh limiting surface 3412 facing the second deceleration limit area 50, the second outer shell 342 has an eighth limiting surface 3422 facing the second deceleration limit area 50, and the fourth elastic member 344 is connected to the seventh limiting surface 3412 or the eighth limiting surface 3422. In the front-to-back direction, the contact stiffness of the third elastic member 334 is greater than the contact stiffness of the fourth elastic member 344. The explanation of contact stiffness is the same as above. With such arrangement, under the same displacement, the first rear pull rod 33 generates higher rigidity and can bear a larger load. In this embodiment, along the front-to-back direction, the thickness of the third elastic member 334 is less than the thickness of the fourth elastic member 344. The third elastic member 334 includes a third free end 3341 and a third connecting root 3342. The third connecting root 3342 is connected to the first inner core 331 or the first outer shell 332, and a buffer gap is provided between the third free end 3341 and the one of the first inner core 331 and the first outer shell 332 that is not connected to the third elastic member 334. The fourth elastic member 344 includes a fourth free end 3441 and a fourth connecting root 3442. The fourth connecting root 3442 is connected to the second inner core 341 or the second outer shell 342, and a buffer gap is provided between the fourth free end 3441 and the one of the second inner core 341 and the second outer shell 342 that is not connected to the fourth elastic member 344. The cross section of the third free end 3341 is smaller than the cross section of the third connection root 3342, the cross section of the fourth free end 3441 is smaller than the cross section of the fourth connection root 3442, and the cross section of the third free end 3341 is larger than the cross section of the fourth free end 3441. In a preferred embodiment, the third elastic member 334 gradually increases from the third free end 3341 to the third connection root 3342, and the fourth elastic member 344 gradually increases from the fourth free end 3441 to the fourth connection root 3442.
[0027] Ginseng Figures 1 to 3, the first inner core 331 and the first outer shell 332 are arranged in the horizontal direction, and the second inner core 341 and the second outer shell 342 are arranged in the horizontal direction. The suspension system 3 further includes a first adapter bracket 35 connecting the first rear tie rod 33 and the gearbox 21, and a second adapter bracket 36 connecting the second rear tie rod 34 and the oil pan 221. In this embodiment, the first inner core 331 is connected to the rear cross beam 12, the first outer shell 332 is connected to the first adapter bracket 35, the second inner core 341 is connected to the rear cross beam 12, and the second outer shell 342 is connected to the second adapter bracket 36. A first vibration-damping bushing is provided between the first rear tie rod 33 and the first adapter bracket 35, and a second vibration-damping bushing is provided between the second rear tie rod 34 and the second adapter bracket 36.
[0028] It is understandable that the above embodiments of the present invention can be combined with each other to obtain more embodiments without conflict. The various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction.
[0029] In the description of the present utility model, it should be understood that the terms "center", "upper", "lower", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present utility model. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.
[0030] In the present invention, unless otherwise clearly specified and limited, the terms "install", "connect", "connect", "fix" and the like 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 according to specific circumstances.
Claims
1. A suspension system comprising a first rear tie rod connected to a gearbox and a second rear tie rod connected to an engine, the engine comprising an oil pan, the second rear tie rod being connected to the oil pan, characterized in that: The first rear pull rod includes a first inner core, a first outer shell and a first elastic member for providing nonlinear stiffness, the first rear pull rod forms a first acceleration limit area between the first inner core and the first outer shell, and the first elastic member is located in the first acceleration limit area; the second rear pull rod includes a second inner core, a second outer shell and a second elastic member for providing nonlinear stiffness, the second rear pull rod forms a second acceleration limit area between the second inner core and the second outer shell, and the second elastic member is located in the second acceleration limit area; along the front-to-back direction, the first acceleration limit area has a first acceleration limit distance, the second acceleration limit area has a second acceleration limit distance, and the first acceleration limit distance is smaller than the second acceleration limit distance.
2. The suspension system according to claim 1, characterized in that: In the front-rear direction, the contact stiffness of the first elastic member is greater than the contact stiffness of the second elastic member.
3. The suspension system according to claim 2, characterized in that: Along the front-to-back direction, the thickness of the first elastic member is smaller than the thickness of the second elastic member; the first elastic member includes a first free end and a first connecting root, the second elastic member includes a second free end and a second connecting root, the cross-section of the first free end is smaller than the cross-section of the first connecting root, the cross-section of the second free end is smaller than the cross-section of the second connecting root, and the cross-section of the first free end is larger than the cross-section of the second free end.
4. The suspension system according to claim 1, wherein: The first inner core has a first limiting surface facing the first acceleration limit area, the first outer shell has a second limiting surface facing the first acceleration limit area, the first acceleration limit distance is formed between the first limiting surface and the second limiting surface, and the first elastic member is connected to the first limiting surface or the second limiting surface; the second inner core has a third limiting surface facing the second acceleration limit area, the second outer shell has a fourth limiting surface facing the second acceleration limit area, the second acceleration limit distance is formed between the third limiting surface and the fourth limiting surface, and the second elastic member is connected to the third limiting surface or the fourth limiting surface.
5. The suspension system according to claim 1, wherein: The first inner core and the first outer shell are arranged in a horizontal direction, and the second inner core and the second outer shell are arranged in a horizontal direction; the suspension system includes a first adapter bracket connecting the first rear tie rod and the gearbox and a second adapter bracket connecting the second rear tie rod and the oil pan.
6. The suspension system according to claim 1, wherein: The first rear pull rod forms a first vibration damping area between the first inner core and the first outer shell, and the first rear pull rod includes a fifth elastic member located in the first vibration damping area to provide linear stiffness; the second rear pull rod forms a second vibration damping area between the second inner core and the second outer shell, and the second rear pull rod includes a sixth elastic member located in the second vibration damping area to provide linear stiffness.
7. A suspension system comprising a first rear tie rod connected to a gearbox and a second rear tie rod connected to an engine, the engine comprising an oil pan, the second rear tie rod being connected to the oil pan, characterized in that: The first rear pull rod includes a first inner core, a first outer shell and a third elastic member for providing nonlinear stiffness, the first rear pull rod forms a first deceleration limit area between the first inner core and the first outer shell, and the third elastic member is located in the first deceleration limit area; the second rear pull rod includes a second inner core, a second outer shell and a fourth elastic member for providing nonlinear stiffness, the second rear pull rod forms a second deceleration limit area between the second inner core and the second outer shell, and the fourth elastic member is located in the second deceleration limit area; along the front-to-back direction, the first deceleration limit area has a first deceleration limit distance, the second deceleration limit area has a second deceleration limit distance, and the first deceleration limit distance is smaller than the second deceleration limit distance.
8. The suspension system according to claim 7, characterized in that: In the front-to-back direction, the contact stiffness of the third elastic member is greater than the contact stiffness of the fourth elastic member, and the thickness of the third elastic member is less than the thickness of the fourth elastic member; the third elastic member includes a third free end and a third connecting root, and the fourth elastic member includes a fourth free end and a fourth connecting root, the cross-section of the third free end is smaller than the cross-section of the third connecting root, the cross-section of the fourth free end is smaller than the cross-section of the fourth connecting root, and the cross-section of the third free end is larger than the cross-section of the fourth free end.
9. A vehicle comprising a rear cross beam, characterized in that: The vehicle comprises the suspension system according to any one of claims 1 to 8, the rear cross beam comprises a first mounting groove and a second mounting groove, the first rear tie rod portion is mounted in the first mounting groove, and the second rear tie rod portion is mounted in the second mounting groove.
10. A vehicle, characterized in that: The vehicle includes a gearbox, an engine, a motor and a suspension system as described in any one of claims 1 to 8, wherein the suspension system includes a left suspension connected to the gearbox and a right suspension connected to the engine; the vehicle includes a right end cover connected to the right suspension, and the engine and the motor are both connected to the right end cover.