Suspension structure and vehicle

Abstract

The utility model provides a suspension structure and a vehicle, and belongs to the technical field of vehicle power device installation, the suspension structure comprises an installation pipe, an inner core, main spring rubber and a limiting part, the two ends of the installation pipe are open, the inner core is inserted in the installation pipe, and the inner core is provided with an outward extending part extending out of the installation pipe. And the main spring rubber is also positioned in the mounting pipe and is connected between the mounting pipe and the inner core. And the limiting part is arranged on the inner core and is provided with a first limiting piece which is at least partially positioned in the mounting pipe and a second limiting piece which is arranged on the outward extending part. And the first limiting piece and the main spring rubber are arranged at intervals in the axial direction of the mounting pipe and are used for limiting the position of the inner core in the radial direction of the mounting pipe. According to the suspension structure, the first limiting piece and the second limiting piece of the limiting part can be allowed to have different characteristics with the main spring rubber, good response and buffering effects on high-frequency small-amplitude vibration of the power assembly can be achieved, and improper movement of the power assembly can be limited.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle power device installation, in particular to a suspension structure. Simultaneously, the utility model also relates to a vehicle provided with the suspension structure. Background Art

[0002] The suspension system plays a crucial role in enhancing vehicle ride comfort and stability. As an essential component of the suspension system, rubber works with the powertrain to form a vibration absorber, effectively absorbing road vibrations and significantly reducing the vehicle's bumpy ride. The main spring rubber is typically located at the connection between the powertrain and the frame. Its primary function is to absorb and isolate vibrations generated during powertrain operation, thereby reducing the amount of vibration transmitted to the rest of the vehicle and effectively enhancing driving comfort. The main spring rubber is typically designed with low to medium stiffness. This allows it to effectively cushion high-frequency, small-amplitude vibrations while also providing essential support when carrying part of the powertrain's weight.

[0003] The key function of stopper rubber is to limit excessive displacement of the powertrain or other powertrain components in extreme situations. Compared to main spring rubber, stopper rubber generally exhibits higher stiffness. This high stiffness provides strong restraint when the powertrain exceeds its normal operating range, effectively preventing damage to other suspension components or the vehicle structure. However, existing suspension structures generally struggle to meet the distinct stiffness requirements of stopper rubber and main spring rubber. Utility Model Content

[0004] In view of this, the present invention aims to propose a suspension structure so that the main spring rubber and the first and second limiting members of the limiting portion have different characteristics, thereby being able to better adapt to different working conditions.

[0005] In order to achieve the above-mentioned purpose, the technical solution of the utility model is achieved as follows:

[0006] A suspension structure comprising:

[0007] Install the pipe with both ends open;

[0008] an inner core, inserted into the mounting tube, the inner core having an overhanging portion extending out of the mounting tube;

[0009] A main spring rubber is located in the mounting tube and is connected between the mounting tube and the inner core;

[0010] A limiting portion is provided on the inner core, and the limiting portion has a first limiting member at least partially located in the mounting tube, and a second limiting member provided on the protruding portion. The first limiting member and the main spring rubber are arranged at an axial distance from each other along the mounting tube, and are used to limit the radial displacement of the inner core along the mounting tube. The second limiting member is used to limit the axial displacement of the inner core along the mounting tube.

[0011] Furthermore, the first limiting member and the second limiting member are integrally formed of rubber.

[0012] Furthermore, the first limiting member is annular and is sleeved on the inner core, and an annular space is formed between the first limiting member and the mounting tube, and the annular space is arranged around the first limiting member; and / or,

[0013] The first limiting member and the main spring rubber have different stiffnesses.

[0014] Furthermore, the mounting tube is provided with a limiting plate protruding outward in its radial direction;

[0015] The limiting plate is used to abut against the second limiting member to limit the displacement of the inner core along the axial direction of the mounting tube.

[0016] Furthermore, an inner tube is sleeved on one end of the inner core away from the protruding portion, and the main spring rubber is connected between the inner tube and the mounting tube, and is connected to the inner core through the inner tube; and / or,

[0017] An outer tube is provided outside the inner core; the main spring rubber is connected to the outer tube and is connected to the mounting tube through the outer tube.

[0018] Furthermore, the main spring rubber includes a plurality of sub-springs spaced apart along the circumference of the inner core.

[0019] Furthermore, the protruding portion has a connecting block extending along a first radial direction of the mounting tube, and the connecting block is provided with a connecting hole arranged along a second radial direction;

[0020] The first radial direction is perpendicular to the second radial direction, and the connecting hole is used to connect to a power assembly.

[0021] Furthermore, the mounting tube has a first tube body and a second tube body spaced apart along its axial direction;

[0022] The main spring rubber is arranged in the first tube body, and the first limiting member is arranged in the second tube body.

[0023] Furthermore, the diameter of the second tube is smaller than the diameter of the first tube.

[0024] Compared with the prior art, the present invention has the following advantages:

[0025] The suspension structure described in the present invention allows the main spring rubber and the first limit member to be arranged at axial intervals along the mounting tube, thereby allowing the first limit member and the second limit member of the limit portion to have different characteristics from the main spring rubber. When the powertrain vibrates, the main spring rubber will deform, and its low to medium stiffness characteristics enable it to have a better response and buffering effect on the high-frequency and small-amplitude vibrations generated; and when the powertrain faces a large displacement risk, the first limit member and the second limit member can respectively limit the radial and axial displacements of the inner core, thereby effectively reducing the impact of the powertrain vibration on the vehicle, and ensuring the stable position of the inner core under various working conditions, which can improve the overall reliability and durability of the suspension system.

[0026] In addition, integrally molding the first and second limit members with rubber can reduce the number of parts and assembly processes, which is beneficial to improving production efficiency and product consistency. Compared with multiple parts set separately, they can be better arranged, reduce additional space occupation, and help achieve a compact design of the suspension structure.

[0027] The first limiter is designed to be a ring-shaped piece that is sleeved on the inner core, which can limit the radial displacement of the inner core uniformly in the circumferential direction, so that the constraints on the inner core in all radial directions are relatively consistent, and can effectively avoid problems such as tilting of the inner core or abnormal friction with the inner wall of the mounting tube due to local uneven force, thereby improving the stability of the suspension structure in the radial direction; and the first limiter has a different stiffness from the main spring rubber, so that the main spring rubber can fully absorb and isolate the vibration of the powertrain, and at the same time, it can also enable the first limiter to fully withstand large impact forces and limit excessive movement of the inner core.

[0028] By arranging a limiting plate on the mounting tube for abutting against the second limiting member, the contact area between the mounting tube and the second limiting member can be increased, thereby having a better limiting effect on the inner core. Compared with the method of increasing the wall thickness of the mounting tube to ensure the contact area with the second limiting member, the cost and weight can be reduced.

[0029] Secondly, by arranging an inner tube outside the inner core and connecting the main spring rubber to the inner core through the inner tube, when the powertrain generates vibration and transmits it to the inner core, the vibration is first transmitted through the inner tube and then to the main spring rubber. The inner tube can preliminarily disperse and buffer the vibration to a certain extent, avoiding the vibration energy from concentrating on a certain point of the main spring rubber, thereby optimizing the uniformity of vibration transmission; moreover, the inner tube can serve as an intermediate connecting component, first connecting the main spring rubber to the inner tube, and then connecting the inner tube to the inner core, so that the first limiter and the main spring rubber have different characteristics during manufacturing, and it is also convenient for the assembly process.

[0030] By arranging an outer tube outside the inner core and connecting the main spring rubber to the mounting tube through the outer tube, the outer tube can share part of the force transmitted from the inner core, thereby reducing the risk of damage such as excessive tearing of the mounting tube. Moreover, the outer tube can preliminarily disperse and regulate the vibration from the inner core, and can convert the concentrated and irregular vibration transmitted from the inner core into a relatively more uniform vibration form, which is beneficial to improving the protection of the mounting tube and also facilitates the overall assembly of the suspension structure.

[0031] Furthermore, the main spring rubber comprises multiple sub-springs spaced circumferentially around the inner core, reducing the risk of damage to the main spring rubber due to localized force concentration and enhancing its structural durability. A connecting block extending radially along the outer tube is provided on the overhanging portion, facilitating the provision of multiple connection holes for connecting to the powertrain, thereby enhancing the secure connection between the two. Furthermore, compared to designs where the connecting block extends in other directions, this reduces the distance between the powertrain and the mounting tube, not only facilitating the effective function of the main spring rubber and the first stopper, but also reducing the overall space occupied, facilitating layout on the vehicle body.

[0032] In addition, the mounting tube has a first tube body and a second tube body spaced apart along its own axial direction, which makes it convenient to flexibly design the inner diameter of the first tube body according to the vibration characteristics of different powertrains to optimize the installation and vibration absorption effect of the main spring rubber; at the same time, the inner diameter of the second tube body can be flexibly designed according to the driving conditions of different vehicles and the requirements for controlling the radial displacement of the inner core, so as to better achieve the restriction of the radial displacement of the inner core; moreover, when assembling the suspension structure, the main spring rubber can be accurately installed in the first tube body, and the first limiter can be installed in the second tube body, which can reduce the probability of errors during the installation process.

[0033] By making the diameter of the second tube body smaller than that of the first tube body, the relatively larger diameter of the first tube body allows the main spring rubber to have more room for deformation in the radial direction, and can better cope with vibrations from different directions and intensities, avoiding the impact of its vibration absorption and buffering effects due to limited space; and the second tube body mainly cooperates with the first limiter, and the smaller diameter can form a closer fitting relationship between the inner wall of the second tube body and the first limiter, thereby more effectively constraining the radial movement range of the inner core.

[0034] Another object of the present invention is to provide a vehicle provided with the suspension structure as described above.

[0035] The vehicle described in the present invention, by providing the suspension structure as described above, can allow the limit portion and the main spring rubber to have different characteristics, respectively, and fully play their role under different working conditions, thereby ensuring that the vehicle can maintain a stable and comfortable operating state under various driving conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which constitute part of the present invention, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0037] Figure 1 This is a schematic structural diagram of the suspension structure according to an embodiment of the present utility model at a first viewing angle;

[0038] Figure 2 Schematic diagram of the structure of the suspension structure according to the embodiment of the present utility model under two viewing angles;

[0039] Figure 3 This is a schematic structural diagram of the suspension structure according to an embodiment of the present utility model from a third viewing angle;

[0040] Figure 4 This is a schematic structural diagram of the suspension structure according to an embodiment of the present utility model at a fourth viewing angle;

[0041] Figure 5 This is a schematic structural diagram of the suspension structure according to an embodiment of the present utility model at a fifth viewing angle;

[0042] Figure 6 Schematic diagram of the structure of the suspension structure according to an embodiment of the present utility model at a sixth viewing angle;

[0043] Figure 7 for Figure 6 Sectional view along line AA.

[0044] Description of reference numerals:

[0045] 1. Mounting tube; 2. Inner core; 3. First stopper; 4. Second stopper; 5. First frame; 6. Second frame; 7. Main spring rubber; 8. Inner tube; 9. Outer tube;

[0046] 101. The first pipe body; 102. The second pipe body; 1021. Limiting plate;

[0047] 201, connecting block; 2011, connecting hole;

[0048] 501, first through hole;

[0049] 601. Second through hole. DETAILED DESCRIPTION

[0050] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features therein can be combined with each other.

[0051] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate the description of this utility model and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0052] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, they can refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will understand the specific meanings of these terms in this utility model based on specific circumstances.

[0053] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0054] Example 1

[0055] Given that existing suspension structures using an integrally vulcanized rubber body struggle to simultaneously meet the differing stiffness requirements of both the main spring rubber 7 and the stopper rubber, resulting in poor suspension system performance, this embodiment proposes a suspension structure comprising a mounting tube 1, an inner core 2, a main spring rubber 7, and a stopper.

[0056] The mounting tube 1 is open at both ends, and the inner core 2 is inserted into the mounting tube 1 and has an extended portion extending outward from the mounting tube 1. The main spring rubber 7 is also located in the mounting tube 1 and connected between the mounting tube 1 and the inner core 2. The limiting portion is provided on the inner core 2 and includes a first limiting member 3, which is at least partially located in the mounting tube 1, and a second limiting member 4, which is provided on the extended portion. Furthermore, the first limiting member 3 and the main spring rubber 7 are spaced apart along the axial direction of the mounting tube 1 and are used to limit the radial displacement of the inner core 2 along the mounting tube 1. The second limiting member 4 is used to limit the axial displacement of the inner core 2 along the mounting tube 1.

[0057] The suspension structure of this embodiment allows the main spring rubber 7 and the first limiter 3 to be spaced apart along the axial direction of the mounting tube 1, thereby allowing the first limiter 3 and the main spring rubber 7 to have different characteristics. When the powertrain vibrates, the main spring rubber 7 will deform, and its low to medium stiffness characteristics enable it to have a better response and buffering effect to the high-frequency and small-amplitude vibrations generated. When the powertrain faces a large displacement risk, the first limiter 3 can better limit the improper radial movement of the inner core 2.

[0058] In addition, the second limiter 4 can limit the excessive axial movement of the inner core 2, so that the main spring rubber 7 can focus on vibration absorption, while the first limiter 3 and the second limiter 4 respectively control the radial and axial displacements of the inner core 2, which can not only effectively reduce the impact of powertrain vibration on the vehicle, but also ensure the stable position of the inner core 2 under various working conditions, thereby improving the overall reliability and durability of the suspension system.

[0059] Based on the above overall introduction, an exemplary structure of the suspension structure of this embodiment is referred to as Figures 1 to 7 As shown in , it is similar to the overall structure of the existing sleeve type suspension, the mounting tube 1 is used to connect with the vehicle body, and the inner core 2 is used to connect with the powertrain. Figure 1 、 Figure 6 and Figure 7 As shown in FIG, the mounting tube 1 has a first tube body 101 and a second tube body 102 spaced apart along its axial direction. In addition, the main spring rubber 7 is provided in the first tube body 101 , and the first limiter 3 is provided in the second tube body 102 .

[0060] This design facilitates independent adjustment of the relevant structural parameters of the main spring rubber 7 and the first stopper 3. The inner diameter of the first tube 101 can be flexibly adjusted to optimize the installation and vibration absorption of the main spring rubber 7, based on the vibration characteristics of different powertrains. Furthermore, the inner diameter of the second tube 102 can be flexibly designed to meet different requirements for controlling the radial displacement of the inner core 2, thereby better limiting the radial displacement of the inner core 2. Furthermore, when assembling the suspension structure, the main spring rubber 7 can be accurately installed in the first tube 101 and the first stopper 3 in the second tube 102, respectively, reducing the probability of errors during installation.

[0061] In addition, based on Figure 7 In the state shown, the first tube 101 is located at the lower portion of the mounting tube 1, and the main spring rubber 7 is located at the lower portion of the inner core 2. The second tube 102 is located at the upper portion of the mounting tube 1, and the first limiter 3 is spaced apart from the main spring rubber 7 and located at the upper portion of the inner core 2. In this embodiment, as a preferred embodiment, the diameter of the second tube 102 is smaller than that of the first tube 101. In this case, to improve the structural continuity between the first tube 101 and the second tube 102, the first tube 101 and the second tube 102 are connected by a cone.

[0062] This structure is mainly based on the functional requirements of different components in the suspension structure and the optimization of overall performance. Since the first tube body 101 mainly accommodates the main spring rubber 7, in order to ensure that the main spring rubber 7 can fully elastically deform when absorbing the vibration of the powertrain, it is necessary to provide it with sufficient space. The relatively large diameter allows the main spring rubber 7 to have more room for deformation in the radial direction, which can better cope with vibrations from different directions and intensities, and avoid affecting its vibration absorption and buffering effects due to limited space. The second tube body 102 mainly serves the first limiter 3. The first limiter 3 focuses on limiting the radial displacement of the inner core 2. In a space environment with a smaller diameter, the first limiter 3 can play a role more quickly and accurately to prevent excessive radial movement of the inner core 2.

[0063] Combine Figure 1 and Figure 7 As shown in FIG, this embodiment comprises a cylindrical inner core body and an overhanging portion disposed on the inner core body. A first stopper 3 is specifically disposed on the inner core body and can be vulcanized to the inner core body 2. The overhanging portion includes a connecting block 201 extending along a first radial direction of the mounting tube 1. The connecting block 201 is provided with a connecting hole 2011 disposed along a second radial direction. Furthermore, the first radial direction is perpendicular to the second radial direction. The connecting hole 2011 is used to connect to the powertrain.

[0064] Among them, based on Figure 4 As shown in the state, the first radial direction is Figure 4 The left and right directions in the middle, and the second radial direction is Figure 4 In this embodiment, by providing a connecting block 201 on the protruding portion that extends radially along the mounting tube 1, multiple connection holes 2011 for connecting to the powertrain are provided on the connecting block 201, thereby improving the connection strength between the two. Furthermore, compared to arrangements where the connecting block 201 extends in other directions, this arrangement helps reduce the distance between the powertrain and the mounting tube 1. This not only facilitates the effective functioning of the main spring rubber 7 and the first stopper 3, but also reduces the overall space occupied, facilitating layout on the vehicle body.

[0065] Furthermore, the structural design of connecting block 201 increases the contact area and strength of the connection between the suspension structure and the powertrain, thereby enhancing the stability of the connection between the two. Furthermore, the presence of connecting hole 2011 provides a precise mounting point for the connection between the suspension structure and the powertrain. During assembly, the suspension structure and the powertrain can be secured together by inserting bolts or other fasteners through connecting hole 2011, facilitating the connection between the two.

[0066] As a specific embodiment, the connecting blocks 201 of this embodiment are arranged symmetrically about the center plane of the mounting tube 1. Specifically, three connecting holes 2011 are spaced apart on the connecting block 201, and the two connecting holes 2011 at each end are also arranged symmetrically. This design allows the force applied by the powertrain on the connecting block 201 to be relatively evenly distributed across the mounting tube 1 and the entire suspension structure, preventing the force from being concentrated on one side, resulting in excessive or uneven localized force on the suspension structure.

[0067] Here, it is understood that, in addition to being set to three, the number of the connecting holes 2011 can also be set to other numbers. In addition, in addition to providing the connecting holes 2011 on the connecting block 201, a connecting column for connecting to the powertrain can also be provided.

[0068] As a preferred embodiment, Figure 1 As shown in , the first limiter 3 and the second limiter 4 of this embodiment are integrally molded with rubber. Because rubber has good elasticity, wear resistance and certain damping characteristics. The use of rubber integrally molded to make the first limiter 3 and the second limiter 4 can give full play to the elastic deformation ability of rubber to realize the limiting function. Integrally molding the first limiter 3 and the second limiter 4 can reduce the number of parts and assembly processes, improve production efficiency and product consistency. Compared with manufacturing the first limiter 3 and the second limiter 4 separately and then assembling them, integral molding can effectively avoid the problem of unstable performance that may be caused by assembly errors. At the same time, the integrally molded rubber structure has better integrity, there is no weak link in the connection part, its internal stress distribution is more uniform, and it can more reliably undertake the limiting and buffering tasks.

[0069] Among them, as a preferred embodiment, Figure 1 and Figure 7 As shown in , the first position-limiting member 3 of this embodiment is annular and sleeved on the inner core 2. An annular space is formed between the first position-limiting member 3 and the mounting tube 1, and the annular space is provided around the first position-limiting member 3. By designing the first position-limiting member 3 as an annular shape sleeved on the inner core 2, the radial displacement of the inner core 2 can be uniformly limited in the circumferential direction, and the constraints on the inner core 2 in all radial directions are relatively consistent. This effectively avoids problems such as tilting of the inner core 2 or abnormal friction with the inner wall of the mounting tube 1 due to local uneven force, thereby improving the stability of the suspension structure in the radial direction.

[0070] In addition, as a specific embodiment, the first limiter 3 and the main spring rubber 7 have different stiffnesses. Generally, the stiffness of the first limiter 3 is greater than that of the main spring rubber 7. With this arrangement, during the normal operation of the powertrain, the main spring rubber 7 is continuously in a slightly deformed state, consuming vibration energy through elastic deformation, thereby reducing the vibration transmitted to other parts of the vehicle. The first limiter 3 is a key component for limiting the radial displacement of the inner core 2. When faced with special working conditions such as sudden acceleration, emergency braking, or extremely bumpy roads, the first limiter 3 with higher stiffness can withstand greater impact forces and limit excessive movement of the inner core 2, thereby preventing the inner core 2 from colliding with or being damaged by the mounting tube 1. This difference in stiffness allows the two to perform their respective functions in the suspension structure, allowing the vehicle to exhibit excellent comprehensive performance whether it is driving smoothly on urban roads or experiencing severe bumps on off-road conditions.

[0071] Combine Figure 1 and Figure 6 As shown in FIG, as a preferred embodiment, the mounting tube 1 is provided with a limit plate 1021 that protrudes outward in its radial direction. The limit plate 1021 is used to abut against the second limit member 4 to limit the displacement of the inner core 2 along the axial direction of the mounting tube 1. The second limit member 4 of this embodiment is specifically a limit rubber block provided on the protruding portion, and in order to provide a limiting effect, as shown in FIG. Figure 6 As shown in FIG, the limiting rubber blocks of this embodiment are two located on opposite sides of the inner core 2. Correspondingly, the limiting plates 1021 are also two located on both sides of the mounting tube 1.

[0072] The provision of the limiting plate 1021 allows for a larger limiting rubber block, thereby increasing the contact area with the inner core 2 and providing a better position-limiting effect on the inner core 2. Compared to increasing the wall thickness of the mounting tube 1 to maintain the same contact area, this structure can significantly reduce the weight and manufacturing cost of the mounting tube 1.

[0073] In addition, as a further embodiment, Figure 7 As shown in , an inner tube 8 is provided at one end of the inner core 2 away from the protruding portion, and the main spring rubber 7 is connected between the inner tube 8 and the mounting tube 1, and is connected to the inner core 2 through the inner tube 8. In this embodiment, by providing the inner tube 8 and connecting the main spring rubber 7 to the inner core 2 through the inner tube 8, when the powertrain generates vibration and transmits it to the inner core 2, the vibration is first transmitted through the inner tube 8 and then to the main spring rubber 7. The inner tube 8 can, to a certain extent, preliminarily disperse and buffer the vibration, preventing the vibration energy from being concentrated on a certain point of the main spring rubber 7, thereby optimizing the uniformity of vibration transmission. In addition, the inner tube 8 can serve as an intermediate connecting component, first connecting the main spring rubber 7 to the inner tube 8, and then connecting the inner tube 8 to the inner core 2, so that the first limiter 3 and the main spring rubber 7 have different stiffnesses during manufacturing, and it is also convenient for assembly.

[0074] In addition, as Figure 7 As shown in FIG, an outer tube 9 is provided outside the inner core 2, and the main spring rubber 7 is connected to the outer tube 9, and is connected to the mounting tube 1 through the outer tube 9. Specifically, the outer tube 9 and the mounting tube 1 can be press-fitted together by interference fit or welded together. Because the outer tube 9 can share some of the force transmitted from the inner core 2, the risk of damage to the mounting tube 1, such as excessive tearing, can be reduced. Moreover, the outer tube 9 can initially disperse and regulate the vibration from the inner core 2, converting the concentrated, irregular vibration transmitted from the inner core 2 into a relatively more uniform vibration form, which helps to improve the protection of the mounting tube 1 and also facilitates the overall assembly of the suspension structure.

[0075] It should be noted that, in addition to providing both the inner tube 8 and the outer tube 9, only the inner tube 8 or only the outer tube 9 may be provided.

[0076] In this embodiment, as a preferred implementation, the main spring rubber 7 includes a plurality of sub-springs spaced apart circumferentially along the inner core 22. Moreover, preferably, the plurality of sub-springs are evenly arranged along the circumference of the inner core 2. By making the main spring rubber 77 consist of a plurality of sub-springs spaced apart circumferentially along the inner core 2, when the powertrain vibrates, the vibration wave will be transmitted to the inner core 2, and then act on each sub-spring. Since the sub-springs are evenly distributed circumferentially, the force from the inner core 2 can be more evenly distributed to each sub-spring. In addition, the risk of damage to the main spring rubber 7 due to local force concentration can also be reduced, which is conducive to enhancing its structural durability.

[0077] Combine Figure 2 and Figure 3 As shown in FIG, as a specific embodiment, five sub-springs are arranged progressively along the circumference of the inner core 2. Each sub-spring is fan-shaped and extends to the bottom end of the first tube 101. This prevents the formation of extra space within the first tube 101, thereby preventing impurities from entering and affecting the function of the main spring rubber 7. It is understood that the number of sub-springs, other than the five shown in the figure, can also be set to four, six, or any other number.

[0078] In addition, in order to facilitate the connection between the suspension structure and the vehicle body, as a further embodiment, the suspension structure includes a connecting frame provided on the mounting tube 1, and the connecting frame is used to connect to the vehicle body. Figures 1 to 3 As shown in FIG, as a specific embodiment, the connecting frame of this embodiment includes a first frame body 5 and a second frame body 6, respectively provided on either side of the mounting tube 1. Furthermore, the first frame body 5 is provided at one end of the mounting tube 1 connected to the main spring rubber 7 and extends outward approximately along the axial direction of the mounting tube 1. A first through hole 501 is defined at the extended end of the first frame body 5.

[0079] In addition, if Figure 1 and Figure 2 In the embodiment, the second frame 6 comprises a base plate and side plates disposed on opposite sides of the base plate. The two side plates are spaced apart along the axial direction of the mounting tube 1 and each has a groove formed thereon that conforms to the mounting tube 1. In this embodiment, the mounting tube 1 is positioned within the grooves and connected to the two side plates. Furthermore, a second through-hole 601 is provided at each end of the base plate. Thus, the suspension structure can be connected to the vehicle body via the first through-hole 501 of the first frame 5 and the second through-hole 601 of the second frame 6.

[0080] It should be mentioned here that the structure of the connecting frame is not limited to Figure 1 As shown in , it can be adjusted accordingly according to design requirements, as long as the suspension structure can be connected to the vehicle body. Even without providing a connecting frame, it is feasible to connect the suspension structure to the vehicle body by pressing the mounting tube 1 onto the vehicle body.

[0081] The suspension structure of this embodiment utilizes the above-described structure, offering a wider range of design options due to the completely independent design of the first stopper 3 and the main spring rubber 7. In contrast, in conventional structures, the first stopper 3 can only be designed within the gap between the main spring rubber 7. This imposes design limitations on both components within the radial plane of the mounting tube 1, hindering design flexibility. Furthermore, this suspension structure exhibits excellent adaptability to both high-frequency, low-amplitude vibrations and low-frequency, high-amplitude displacements, ensuring stable and comfortable vehicle operation under various driving conditions and enhancing the driving experience.

[0082] Example 2

[0083] This embodiment relates to a vehicle, on which the suspension structure of the first embodiment is provided.

[0084] The vehicle of this embodiment, by providing the above-mentioned suspension structure, can allow the first limiter 3 and the main spring rubber 7 to have different characteristics, respectively, and fully play their roles under different working conditions, thereby ensuring that the vehicle can maintain a stable and comfortable operating state under various driving conditions, which is conducive to improving the driving experience of the vehicle.

[0085] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A suspension structure, characterized in that: include: The installation pipe (1) is open at both ends; An inner core (2) is inserted into the mounting tube (1), and the inner core (2) has an outwardly extending portion extending out of the mounting tube (1); A main spring rubber (7) is located in the mounting tube (1), and the main spring rubber (7) is connected between the mounting tube (1) and the inner core (2); A limiting portion is provided on the inner core (2), and the limiting portion comprises a first limiting member (3) at least partially located in the mounting tube (1), and a second limiting member (4) provided on the protruding portion, wherein the first limiting member (3) and the main spring rubber (7) are spaced apart along the axial direction of the mounting tube (1) and are used to limit the radial displacement of the inner core (2) along the mounting tube (1), and the second limiting member (4) is used to limit the axial displacement of the inner core (2) along the mounting tube (1).

2. The suspension structure according to claim 1, wherein: The first limiting member (3) and the second limiting member (4) are integrally formed of rubber.

3. The suspension structure according to claim 2, wherein: The first limiting member (3) is annular and sleeved on the inner core (2), and an annular space is formed between the first limiting member (3) and the mounting tube (1), and the annular space is arranged around the first limiting member (3); and / or, The first limiting member (3) and the main spring rubber (7) have different rigidities.

4. The suspension structure according to claim 1, wherein: The mounting tube (1) is provided with a limiting plate (1021) protruding outward in its radial direction; The limiting plate (1021) is used to abut against the second limiting member (4) to limit the axial displacement of the inner core (2) along the mounting tube (1).

5. The suspension structure according to claim 1, wherein: An inner tube (8) is sleeved on one end of the inner core (2) away from the protruding portion, and the main spring rubber (7) is connected between the inner tube (8) and the mounting tube (1), and is connected to the inner core (2) through the inner tube (8); and / or, The inner core (2) is provided with an outer tube (9) on its outer shell, the main spring rubber (7) is connected to the outer tube (9), and is connected to the mounting tube (1) through the outer tube (9).

6. The suspension structure according to claim 1, wherein: The main spring rubber (7) includes a plurality of sub-springs spaced apart along the circumference of the inner core (2).

7. The suspension structure according to claim 1, wherein: The protruding portion has a connecting block (201) extending along a first radial direction of the mounting tube (1), and a connecting hole (2011) arranged along a second radial direction is provided on the connecting block (201); The first radial direction is perpendicular to the second radial direction, and the connecting hole (2011) is used to connect to the powertrain.

8. The suspension structure according to any one of claims 1 to 7, characterized in that: The mounting tube (1) comprises a first tube body (101) and a second tube body (102) spaced apart along its axial direction; The main spring rubber (7) is arranged in the first tube body (101), and the first limiting member (3) is arranged in the second tube body (102).

9. The suspension structure according to claim 8, wherein: The diameter of the second tube (102) is smaller than the diameter of the first tube (101).

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

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