Vehicle

Abstract

The utility model provides a vehicle which comprises a power assembly, a vehicle body and a suspension system connected with the power assembly and the vehicle body, and the power assembly is provided with a mass center point. The suspension system comprises a first suspension, a second suspension, a third suspension and a fourth suspension, and the first suspension, the second suspension, the third suspension and the fourth suspension are connected between the power assembly and the vehicle body. The fourth suspension comprises a first lining assembly, a second lining assembly and a first support, the first lining assembly is connected to the power assembly, the second lining assembly is connected to the vehicle body, and the first support is connected between the first lining assembly and the second lining assembly. In the height direction, a plane formed by the elastic center points of the first suspension, the second suspension and the third suspension is located below the mass center point, and the elastic center point of the fourth suspension is located above the mass center point of the power assembly. According to the vehicle provided by the embodiment of the invention, the fourth suspension is additionally arranged, so that the decoupling rate in the Roll direction can reach about 91%, and the decoupling rate is greatly improved.

Description

Technical Field

[0001] The present application relates to the technical field of transportation vehicles, and in particular to a vehicle. Background Art

[0002] The suspension supports and isolates the powertrain and is a critical component in the vehicle. Current automotive, especially new energy vehicles, have increasingly stringent NVH (Noise, Vibration, and Harshness) requirements. Product development is also considering developing both pure electric and extended-range vehicles on the same platform. To maximize shared functionality while meeting engineering, styling, and performance requirements, extended-range models are considering longitudinally placing the powertrain. This limited space for the powertrain mounts results in insufficient mount decoupling, leading to NVH issues. Utility Model Content

[0003] In view of this, an embodiment of the present application provides a vehicle to solve the technical problems in the prior art, improve the suspension decoupling rate while saving the layout space of the entire vehicle.

[0004] An embodiment of the present application provides a vehicle, comprising a powertrain, a vehicle body, and a suspension system connecting the powertrain and the vehicle body, wherein:

[0005] The powertrain has a center of mass point;

[0006] The suspension system includes a first suspension, a second suspension, a third suspension, and a fourth suspension; the first suspension, the second suspension, the third suspension, and the fourth suspension are respectively connected between the powertrain and the vehicle body;

[0007] The fourth suspension includes a first bushing assembly, a second bushing assembly, and a first bracket; the first bushing assembly is connected to the powertrain, the second bushing assembly is connected to the vehicle body, and the first bracket is connected between the first bushing assembly and the second bushing assembly;

[0008] Among them, along the height direction, the plane formed by the elastic center points of the first suspension, the second suspension and the third suspension is located below the center of mass; the elastic center point of the fourth suspension is located above the center of mass of the powertrain.

[0009] The vehicle provided in this embodiment of the application incorporates a fourth mount above the powertrain's center of mass, G. This adds a mounting point to resist roll-direction forces, resulting in a roll-direction decoupling ratio of approximately 91%, significantly improving the decoupling ratio. Furthermore, the addition of the fourth mount eliminates the need to change the positions of the first, second, and third mounts, allowing for a larger overall layout space in the front cabin while minimizing changes to the powertrain's overall structure and enhancing engineering feasibility.

[0010] As a possible implementation, the powertrain includes a longitudinally mounted engine;

[0011] A connection direction between the fourth mount and the powertrain extends along a front-rear direction of the vehicle.

[0012] In the above scheme, since the crankshaft of the longitudinally mounted engine extends in the front-to-back direction, the powertrain will produce a certain amount of swing in the roughly left-to-right direction when the crankshaft rotates. By setting the connection direction between the fourth suspension and the powertrain to extend along the front-to-back direction of the vehicle, the bushing of the fourth suspension can be compressed in the roughly left-to-right direction, so that the fourth suspension can limit the freedom of the powertrain in the corresponding direction, thereby playing a role in resisting the force in the Roll direction.

[0013] As a possible implementation manner, the first bushing assembly, the second bushing assembly and the first bracket are detachably connected.

[0014] In the above solution, by arranging the first bushing assembly, the second bushing assembly and the first bracket to be detachably connected, the installation process of the powertrain and the suspension system can be simplified.

[0015] As a possible implementation, the first bushing assembly includes:

[0016] A pull rod, wherein the pull rod is provided with a first connecting hole, the first connecting hole being used to cooperate with a fixing member to fix the pull rod to the power assembly;

[0017] a first bushing fixedly sleeved in the pull rod;

[0018] The rotating shaft is rotatably arranged in the first bushing.

[0019] In the above solution, the first bushing assembly includes a tie rod, a rotating shaft, and a first bushing. The outer ring of the first bushing can be made of metal and rigidly press-fitted to the tie rod. The rubber of the first bushing can be vulcanized and secured to the outer ring and the rotating shaft, respectively. During operation, the compression deformation of the rubber or the rotation of the rotating shaft drives the torsional deformation of the rubber, thereby reducing the impact of powertrain vibration on the entire vehicle and limiting the amount of powertrain vibration.

[0020] As a possible implementation, the second bushing assembly includes:

[0021] a second bracket, the second bracket including oppositely disposed side plates, the side plates being fixedly connected to the first bracket; the second bracket further including oppositely disposed first and second mounting plates; the first and second mounting plates each being provided with a second connecting hole, the second connecting hole being adapted to engage with a fixing member to secure the second bracket to the shock tower crossbeam of the vehicle body;

[0022] The second bushing is fixedly connected to the second bracket.

[0023] In the above solution, the second bushing assembly includes a second bracket and a second bushing. The second bushing assembly is fixed to the shock tower cross member of the vehicle body via the second bracket, thereby achieving a fixed connection between the fourth mount and the vehicle body. The operating principle of the second bushing is similar to that of the first bushing, with the compression deformation of the rubber or the rotation of the shaft driving the torsional deformation of the rubber.

[0024] As a possible implementation manner, the first bracket includes:

[0025] Body part;

[0026] A first mounting portion is formed at one end of the main body portion close to the first bushing assembly; the first mounting portion is fixedly connected to the rotating shaft.

[0027] In the above solution, the first bracket is connected to the first bushing assembly through the first mounting portion, and a rotational connection can be formed between the two, which plays a role in buffering vibrations of the power assembly.

[0028] As a possible implementation manner, the first bracket further includes:

[0029] The second mounting portion is formed at one end of the main body close to the second bushing assembly; the second mounting portion is fixedly connected to the side plate.

[0030] In the above solution, the first bracket can be connected to the second bushing assembly through the second mounting portion, and the second bracket has the advantage of a simple structure.

[0031] As a possible implementation, the exterior of the engine is covered with a first shell;

[0032] The fourth suspension is connected to the rear end of the first shell.

[0033] In the above solution, the fourth mount is connected to the rear end of the first housing, so that it is higher than the center of mass of the powertrain, and plays a role in resisting the force in the Roll direction, thereby improving the decoupling rate of the mount.

[0034] As a possible implementation manner, the first suspension and the second suspension are respectively located on two sides of the first shell.

[0035] In the above solution, the first suspension and the second suspension can respectively play the role of supporting the power assembly on both sides of the first housing.

[0036] As a possible implementation, the power assembly further includes a generator, the exterior of which is covered with a second housing;

[0037] The third suspension is connected to the rear end of the second shell.

[0038] In the above solution, the third suspension is connected to the rear end of the second housing and plays a supporting role on the rear side of the power assembly.

[0039] In the vehicle provided in the embodiment of the present application, the suspension system includes a first suspension, a second suspension, a third suspension and a fourth suspension, thereby forming a four-point suspension structure. The added fourth suspension is used to resist the force in the Roll direction when the engine is working, thereby improving the suspension decoupling rate and saving the layout space of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0041] Figure 1 It is a structural schematic diagram of a powertrain in related technology;

[0042] Figure 2 A schematic diagram of the center offset of each mount in a powertrain in the related art;

[0043] Figure 3 A schematic diagram of the structure of the powertrain and suspension in a vehicle provided in an embodiment of the present application;

[0044] Figure 4 This is a schematic structural diagram of the fourth suspension in the vehicle provided in an embodiment of the present application.

[0045] In the attached figure:

[0046] 100'-powertrain;

[0047] 10'-engine;

[0048] 20'-generator;

[0049] 1′-first overhang;

[0050] 2′-second overhang;

[0051] 3′-third overhang;

[0052] 100-Powertrain;

[0053] 10-Engine;

[0054] 10a-first housing;

[0055] 20-Generator;

[0056] 20a-second housing;

[0057] G-center of mass;

[0058] 200-suspension system;

[0059] 1- first suspension;

[0060] 2- Second suspension;

[0061] 3- Third suspension;

[0062] 4- fourth suspension;

[0063] 41-first bushing assembly;

[0064] 411-tie rod;

[0065] 411a-first connecting hole;

[0066] 412-rotating shaft;

[0067] 413-first bushing;

[0068] 42-second bushing assembly;

[0069] 421-Second bracket;

[0070] 421a-side panels;

[0071] 421b-first mounting plate;

[0072] 421c-second mounting plate;

[0073] 421d-second connecting hole;

[0074] 422-second bushing;

[0075] 43-first bracket;

[0076] 431-Ontology part;

[0077] 432-first mounting portion;

[0078] 433-second mounting portion;

[0079] 44-Fixer. DETAILED DESCRIPTION

[0080] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0081] It should be clear that the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0082] The terms used in the embodiments of the present application are for the purpose of describing specific embodiments only and are not intended to limit the present application. The singular forms "a", "an", "the" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise.

[0083] It should be understood that the term "and / or" as used herein simply describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. Furthermore, the character " / " in this document generally indicates an "or" relationship between the associated objects.

[0084] The suspension supports the vehicle's powertrain, ensuring it maintains proper posture and prevents deformation under gravity and other loads. Vehicles are increasingly demanding NVH (Noise, Vibration, and Harshness) performance from their powertrains, and insufficient decoupling in the suspension can severely impact NVH.

[0085] Figure 1 It is a structural diagram of the powertrain in the related technology, such as Figure 1 As shown, powertrain 100' is equipped with three mounts: a first mount 1', a second mount 2', and a third mount 3'. The first mount 1' and the second mount 2' are located on either side of the front compartment of powertrain 100'. For some vehicle models, powertrain 100' includes an engine 10' and a generator 20', with the engine 10' located in the front compartment and the generator 20' located in the rear compartment.

[0086] like Figure 1As shown, when the vehicle is stationary on the horizontal ground, the X direction is the front and rear direction of the vehicle, and the Y direction is the left and right direction of the vehicle. The first suspension 1' and the second suspension 2' are respectively located on both sides of the powertrain 100' along the Y direction, and the third suspension 3' is located on the rear side of the powertrain 100' along the X direction. This arrangement occupies a larger space in the left and right directions of the front cabin. Since the generator 20' is smaller and lighter, the center of mass G' of the entire powertrain 100' is closer to the front and upper part, and the plane formed by the elastic center points of the three suspensions is farther away from the center of mass G' of the powertrain 100'. Figure 1 As shown, the plane formed by the elastic center point A of the first suspension 1', the elastic center point B of the second suspension 2', and the elastic center point C of the third suspension 3' is far away from the center of mass G' of the powertrain 100'. The entire plane is below the center of mass G', resulting in a low decoupling rate in the roll angle (Roll) direction of only about 70%, which can cause problems such as vehicle idling and shaking.

[0087] Figure 2 This is a schematic diagram of the displacement of each mounting center in the powertrain in the related art, as shown in FIG. Figure 2 As shown, in order to solve the above-mentioned problem of low decoupling rate, the related art can design an offset of the elastic center point of the suspension. For example, the elastic center points A' and B' are respectively moved upward, and the elastic center point C' is moved backward, so that the plane formed by the three elastic center points can be close to the center of mass G'. Although this design can solve the problem of low decoupling rate, the offset of the elastic center point of the suspension will interfere with other components on the vehicle. For example, the elastic center point C' moves backward, which will interfere with the front floor of the vehicle body, and the suspension is far away from the powertrain 100', so the stiffness and strength of the connecting bracket used cannot be guaranteed, which makes this design difficult to implement.

[0088] In other related technologies, for other types of vehicles, the powertrain has a rear transmission. This larger and heavier transmission shifts the center of mass of the entire powertrain downward and rearward, placing the plane formed by the elastic centers of the three mounts close to the center of mass. This eliminates the issue of low decoupling. However, this type of powertrain occupies a larger space, hindering the placement of other components.

[0089] In another related technology, for other types of vehicles, there is a transmission at the rear of the powertrain, and a four-point suspension method can be used. The first two points of the suspension are located on both sides of the engine along the left-right direction Y, and the rear two points of the suspension are located on both sides of the transmission along the left-right direction Y. This arrangement increases the difficulty of spatial arrangement in the left-right direction.

[0090] In view of this, an embodiment of the present application provides a vehicle that can solve the above-mentioned technical problems, and its powertrain has a high decoupling rate in the roll angle (Roll) direction and does not occupy a large layout space.

[0091] Figure 3 This is a schematic structural diagram of the powertrain and suspension in a vehicle provided in an embodiment of the present application, where the powertrain 100 and the vehicle body are connected via a suspension system 200 .

[0092] The powertrain 100 may include an engine 10 and a generator 20. In one embodiment, the engine 10 is a longitudinally mounted engine. As will be understood by those skilled in the art, a longitudinally mounted engine means that the flywheel end of the engine points toward the rear axle, such that the crankshaft inside the engine is perpendicular to or crosses the front axle.

[0093] The powertrain 100 has a center of mass G. The suspension system 200 may include a first suspension 1, a second suspension 2, a third suspension 3, and a fourth suspension 4. The powertrain 100 is connected to the vehicle body via the first suspension 1, the second suspension 2, the third suspension 3, and the fourth suspension 4. The first suspension 1, the second suspension 2, the third suspension 3, and the fourth suspension 4 may each be connected between the powertrain 100 and the vehicle body.

[0094] The engine 10 may be externally covered with a first housing 10a. The generator 20 may be externally covered with a second housing 20a. The first suspension 1, second suspension 2, third suspension 3, and fourth suspension 4 may be connected to the first housing 10a and / or the second housing 20a, respectively.

[0095] The first suspension 1 , the second suspension 2 and the third suspension 3 may be rubber suspensions or hydraulic suspensions, respectively, which are not specifically limited here.

[0096] Continue to refer to Figure 3 , along the height direction Z, the plane formed by the elastic center points of the first suspension 1, the second suspension 2, and the third suspension 3 is located below the center of mass G. That is, the plane formed by the lines connecting the elastic center point A of the first suspension 1, the elastic center point B of the second suspension 2, and the elastic center point C of the third suspension 3 is located below the center of mass G.

[0097] Those skilled in the art will understand that the center of elasticity of a suspension refers to the spatial location of the point of force application when the suspension system is under load. The center of elasticity of a suspension is crucial for the design and performance evaluation of the suspension system, directly affecting its dynamic characteristics, stability, and interaction with other vehicle components.

[0098] Continue to refer to Figure 3 Along the height direction Z, the elastic center point D of the fourth suspension 4 is located above the center of mass of the power assembly.

[0099] In the technical solution involved in the embodiment of the present application, a fourth mount 4 is added above the center of mass point G of the powertrain 100. This adds a mounting point to resist the force in the roll direction, thereby achieving a roll decoupling rate of approximately 91%, significantly improving the decoupling rate. In the related art, some vehicle models have a relatively small front cabin, limiting the space available for the powertrain and suspension system. In the vehicle provided in the embodiment of the present application, the addition of the fourth mount 4 eliminates the need to change the positions of the first, second, and third mounts 3, thereby increasing the overall front cabin layout space. This reduces the need for changes to the overall structure of the powertrain 100 itself, resulting in greater engineering feasibility.

[0100] The fourth suspension 4 includes a first bushing assembly 41, a second bushing assembly 42, and a first bracket 43. The first bushing assembly 41 is connected to the powertrain 100, and the second bushing assembly 42 is connected to the vehicle body. Specifically, the second bushing assembly 42 can be connected to the shock tower crossbeam of the vehicle body. The first bracket 43 is connected between the first bushing assembly 41 and the second bushing assembly 42. The fourth suspension 4 adopts a tie rod suspension method, which is above the center of mass point G to resist the force in the roll direction, thereby improving the decoupling rate of the powertrain 100 in the roll direction and improving the vehicle idling and shaking problems.

[0101] As mentioned above, in the vehicle provided in the embodiments of the present application, the engine 10 can be a longitudinally mounted engine, with the engine crankshaft extending in the fore-aft direction. Optionally, the connection direction between the fourth mount 4 and the powertrain 100 extends along the fore-aft direction X of the vehicle, allowing the bushing of the fourth mount 4 to be compressed in a generally left-right direction. This allows the fourth mount 4 to restrict the degrees of freedom of the powertrain 100 in the corresponding direction, thereby resisting forces in the roll direction.

[0102] In a specific embodiment, the first bushing assembly 41, the second bushing assembly 42, and the first bracket 43 are detachably connected. During installation, the first bushing assembly 41 is first assembled separately from the power assembly 100 and installed on the vehicle along with the power assembly 100. The first bracket 43 is then connected to the first bushing assembly 41, and the first bracket 43 and the first bushing assembly 41 are then installed in place.

[0103] After the second bushing assembly 42 and the left and right shock tower cross beams are assembled separately, the second bushing assembly 42 and the first bracket 43 are installed together to complete the assembly.

[0104] By arranging the first bushing assembly 41 , the second bushing assembly 42 and the first bracket 43 to be detachably connected, the installation process of the powertrain 100 and the suspension system 200 can be simplified.

[0105] Figure 4This is a schematic diagram of the structure of the fourth suspension in the vehicle provided in the embodiment of the present application, as shown in FIG. Figure 4 As shown, the first bushing assembly 41 includes a pull rod 411 , a rotating shaft 412 and a first bushing 413 .

[0106] The tie rod 411 can be a stamped part or a metal part processed in other ways. A first connecting hole 411a is provided on the tie rod 411, which is used to cooperate with a fixing member to fix the tie rod 411 to the powertrain 100. The fixing member can be a bolt or other forms. The first bushing 413 is fixedly mounted in the tie rod 411. Specifically, the first bushing 413 can include an outer ring made of metal and rigidly pressed together with the tie rod. The first bushing 413 also includes rubber, and the rubber of the first bushing 413 can be vulcanized and fixed to the outer ring and the rotating shaft 412 respectively. The rotating shaft 412 is rotatably inserted into the first bushing 413. During operation, the compression deformation of the rubber or the rotation of the rotating shaft drives the torsional deformation of the rubber, thereby reducing the impact of the vibration of the powertrain 100 on the entire vehicle and limiting the amount of vibration of the powertrain 100.

[0107] Continue to refer to Figure 4 The second bushing assembly 42 includes a second bracket 421 and a second bushing 422, wherein the second bracket 421 can be a stamped part, formed in one piece by a stamping process. The second bracket 421 includes a side plate 421a, and the side plate 421a is fixedly connected to the first bracket 43. The second bracket 421 also includes a first mounting plate 421b and a second mounting plate 421c arranged opposite to each other, and the first mounting plate 421b and the second mounting plate 421c are both provided with a second connecting hole 421d, and the second connecting hole 421d is used to cooperate with the fixing part to fix the second bracket 421 to the shock tower crossbeam of the vehicle body. The fixing part can be a bolt or other form. The second bushing 422 is fixedly connected to the second bracket 421. The working principle of the above-mentioned second bushing 422 is similar to that of the first bushing 413, and the torsional deformation of the rubber is driven by the compression deformation of the rubber or the rotation of the shaft.

[0108] In a specific embodiment, the first bracket 43 includes a main body 431 and a first mounting portion 432. The first mounting portion 432 is formed at one end of the main body 431 near the first bushing assembly 41. The first mounting portion 432 is fixedly connected to the rotating shaft 412, thereby forming a rotational connection between the first bushing assembly 41 and the first bracket 43. Specifically, the first mounting portion 432 can be a flange structure integrally formed with the main body 431. The flange structure is provided with a hole, through which a bolt passes to be fixedly connected to the rotating shaft 412.

[0109] The first bracket 43 may also include a second mounting portion 433, which is formed at one end of the main body 431 near the second bushing assembly 42. The second mounting portion 433 is fixedly connected to the side plate 421a. Specifically, the second mounting portion 433 may be a portion integrally formed with the main body 431, that is, the second mounting portion 433 may be a plate-like structure integrally formed with the main body 431. The second mounting portion 433 has a hole formed in it, through which a bolt or other form of fastener passes to securely connect the second mounting portion 433 to the second bracket 421. This connects the first bracket 43 to the first bushing assembly 41.

[0110] Please continue to refer to Figure 3 As mentioned above, the engine 10 is covered by a first housing 10a, and the fourth mount 4 can be connected to the rear end of the first housing 10a. The fourth mount 4 can be the aforementioned tie-rod mount, installed on the rear end of the first housing 10a, near the upper right side. This position allows it to be above the center of mass G to resist the force in the roll direction.

[0111] In a specific embodiment, the first suspension 1 and the second suspension 2 are respectively located on both sides of the first housing 10a. The first suspension 1 and the second suspension 2 can be rubber suspensions to form support in the left-right direction Y of the power assembly 100.

[0112] Reference Figure 3 The powertrain 100 further includes a generator 20, which is enclosed by a second housing 20a. A third mount 3 is connected to the rear end of the second housing 20a. In this embodiment, the third mount 3 may be a rubber mount, disposed near the center of the rear end of the second housing 20a.

[0113] Therefore, in the vehicle provided in the embodiment of the present application, the powertrain 100 adopts a "four-point suspension" approach, wherein the first suspension 1 and the second suspension 2 are respectively located on either side of the first housing 10a of the engine 10, the third suspension 3 is located near the middle of the rear end face of the second housing 20a of the generator 20, and the plane formed by the elastic center points of these three suspensions is located below the center of mass G. The fourth suspension 4 is located near the upper right side of the rear end face of the first housing 10a of the engine 10, and the elastic center point of the fourth suspension 4 is located above the center of mass G. In this way, by adding the fourth suspension 4 to resist the force in the Roll direction when the engine is operating, the suspension decoupling rate is improved, and the layout space of the entire vehicle can be saved.

[0114] The above description is merely a specific embodiment of the present invention. Any modifications or substitutions that may be readily conceived by a person skilled in the art within the technical scope disclosed herein are intended to be encompassed within the scope of protection of the present invention. The scope of protection of the present invention shall be determined by the scope of protection of the claims.

Claims

1. A vehicle comprising a powertrain, a vehicle body, and a suspension system connecting the powertrain and the vehicle body, characterized in that: The powertrain has a center of mass point; The suspension system includes a first suspension, a second suspension, a third suspension, and a fourth suspension; the first suspension, the second suspension, the third suspension, and the fourth suspension are respectively connected between the powertrain and the vehicle body; The fourth suspension includes a first bushing assembly, a second bushing assembly, and a first bracket; the first bushing assembly is connected to the powertrain, the second bushing assembly is connected to the vehicle body, and the first bracket is connected between the first bushing assembly and the second bushing assembly; Among them, along the height direction, the plane formed by the elastic center points of the first suspension, the second suspension and the third suspension is located below the center of mass; the elastic center point of the fourth suspension is located above the center of mass of the powertrain.

2. The vehicle according to claim 1, characterized in that: The powertrain includes a longitudinally mounted engine; A connection direction between the fourth mount and the powertrain extends along a front-rear direction of the vehicle.

3. The vehicle according to claim 1, wherein: The first bushing assembly, the second bushing assembly and the first bracket are detachably connected.

4. The vehicle according to any one of claims 1 to 3, characterized in that: The first bushing assembly includes: A pull rod, wherein the pull rod is provided with a first connecting hole, the first connecting hole being used to cooperate with a fixing member to fix the pull rod to the power assembly; a first bushing fixedly sleeved in the pull rod; The rotating shaft is rotatably arranged in the first bushing.

5. The vehicle according to claim 4, characterized in that The second bushing assembly includes: a second bracket, the second bracket including a side plate fixedly connected to the first bracket; the second bracket also including a first mounting plate and a second mounting plate disposed opposite each other; the first mounting plate and the second mounting plate each being provided with a second connecting hole, the second connecting hole being configured to engage with a fixing member to secure the second bracket to the shock tower crossbeam of the vehicle body; The second bushing is fixedly connected to the second bracket.

6. The vehicle according to claim 5, characterized in that The first bracket includes: Body part; A first mounting portion is formed at one end of the main body portion close to the first bushing assembly; the first mounting portion is fixedly connected to the rotating shaft.

7. The vehicle according to claim 6, characterized in that The first bracket further includes: The second mounting portion is formed at one end of the main body close to the second bushing assembly; the second mounting portion is fixedly connected to the side plate.

8. The vehicle according to claim 2, characterized in that The outside of the engine is covered with a first shell; The fourth suspension is connected to the rear end of the first shell.

9. The vehicle according to claim 8, characterized in that The first suspension and the second suspension are respectively located on two sides of the first shell.

10. The vehicle according to any one of claims 1 to 3, characterized in that: The powertrain further includes a generator, the exterior of which is covered with a second housing; The third suspension is connected to the rear end of the second shell.

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