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, and the suspension structure comprises an outer pipe, an inner core, main spring rubber and a first limiting part. Wherein the outer pipe is provided with a mounting cavity with two open ends, the inner core is inserted into the mounting cavity, and the inner core is provided with an outward extending part extending out of the mounting cavity. The main spring rubber is located in the installation cavity and connected between the outer pipe and the inner core. The first limiting part is arranged on the inner core, the first limiting part and the main spring rubber are arranged at intervals in the axial direction of the outer pipe, at least part of the first limiting part is located in the mounting cavity, and the first limiting part is used for being connected with the outer pipe in an abutting mode so as to limit displacement of the inner core in the radial direction of the outer pipe. According to the suspension structure, the first limiting part and the main spring rubber can be allowed to have different characteristics, and the suspension structure can have good adaptive capacity no matter whether high-frequency small-amplitude vibration or low-frequency large-amplitude displacement tendency exists, so that the driving experience of a vehicle is improved.

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 works closely with the powertrain to create vibration absorbers, precisely absorbing road vibrations and significantly reducing powertrain vibrations within the cabin, laying a solid foundation for a smooth ride. Rubber is a key element of the suspension system, with the main spring rubber typically located at the key connection between the powertrain and the frame. Its key function is to absorb and isolate vibrations generated by the powertrain's operation, preventing them from spreading to other parts of the vehicle and creating a quiet environment for the driver and passengers. Furthermore, the main spring rubber is typically designed with low to medium stiffness, which allows it to sensitively absorb high-frequency, small-amplitude vibrations while providing stable support for the powertrain, ensuring a stable posture.

[0003] The rubber stoppers are responsible for limiting excessive movement of the powertrain or powertrain components in extreme situations. They possess a high degree of rigidity, in stark contrast to the main spring rubber. When the powertrain moves beyond its normal operating range, the rubber stoppers provide a firm stop, preventing damage to other components of the suspension system.

[0004] However, the current suspension structure that uses integrated vulcanized rubber bodies cannot simultaneously meet the different stiffness requirements of the main spring rubber and the limiting rubber block. The main spring rubber requires low to medium stiffness for shock absorption, while the limiting rubber block requires high stiffness for positioning. This contradiction restricts the performance improvement of the suspension system. Utility Model Content

[0005] In view of this, the present invention aims to propose a suspension structure, which can enable the main spring rubber and the first limiting part to have different characteristics and have better adaptability to different working conditions.

[0006] In order to achieve the above-mentioned purpose, the technical solution of the utility model is achieved as follows:

[0007] A suspension structure comprising:

[0008] The outer tube has a mounting cavity with two open ends;

[0009] an inner core, inserted into the mounting cavity, the inner core having an overhanging portion extending out of the mounting cavity;

[0010] A main spring rubber is located in the installation cavity and is connected between the outer tube and the inner core;

[0011] A first limiting portion is provided on the inner core. The first limiting portion and the main spring rubber are spaced apart along the axial direction of the outer tube, and at least a portion of the first limiting portion is located in the mounting cavity. The first limiting portion is used to abut against the outer tube to limit the radial displacement of the inner core along the outer tube.

[0012] Furthermore, the first limiting portion includes a limiting ring sleeved on the inner core, an annular space is formed between the limiting ring and the outer tube, and the annular space is arranged around the limiting ring;

[0013] The limiting ring is made of rubber.

[0014] Furthermore, the inner core has a convex ring convex outwardly in its own radial direction, and the limiting ring is sleeved on the convex ring; and / or,

[0015] The limiting ring and the main spring rubber have different stiffnesses.

[0016] Furthermore, an inner tube is sleeved on one end of the inner core away from the protruding portion;

[0017] The main spring rubber is arranged between the inner tube and the outer tube, and the main spring rubber is connected to the inner core through the inner 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 outer tube, and a connecting hole arranged along a second radial direction is provided on the connecting block;

[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 suspension structure includes a connecting frame provided on the outer tube, and the connecting frame is used to be connected to the vehicle body.

[0022] Furthermore, the suspension structure includes a second limiting portion provided on the outer tube, wherein the second limiting portion and the extending portion are spaced apart from each other along the axial direction of the outer tube;

[0023] The second limiting portion is used to abut against the protruding portion to limit the displacement of the inner core along the axial direction of the outer tube.

[0024] Furthermore, the second limiting portion includes a limiting plate provided on the outer tube, and the limiting plate protrudes outward along the radial direction of the outer tube;

[0025] The limiting plate is provided with a limiting rubber block for abutting against the overhanging portion, and / or the overhanging portion is provided with a limiting rubber block for abutting against the limiting plate.

[0026] Compared with the prior art, the present invention has the following advantages:

[0027] The suspension structure described in the present invention is such that the first limiting portion and the main spring rubber are arranged at an axial interval along the outer tube, and the first limiting portion is used to limit the displacement of the inner core along the radial direction of the outer tube, and the main spring rubber is connected between the outer tube and the inner core. Therefore, the first limiting portion and the main spring rubber can be allowed to have different characteristics respectively. When the powertrain generates small vibrations during normal operation, the main spring rubber can elastically deform to absorb energy; and when the powertrain faces a large displacement risk, the first limiting portion can better limit the improper movement of the inner core. Therefore, whether it is high-frequency small-amplitude vibration or low-frequency large-amplitude displacement trend, the suspension structure can have good adaptability, 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.

[0028] In addition, the first limiting portion includes a limiting ring made of rubber and sleeved on the inner core. It not only has a simple structure and is easy to design and implement, but also can play a good limiting role in the improper displacement of the inner core in each radial direction, and can better disperse the load, reduce stress concentration, and improve fatigue resistance and overall reliability; at the same time, during the contact and action process between the limiting ring and the outer tube, its elastic deformation characteristics can effectively suppress the noise and vibration caused by the collision between components.

[0029] By arranging a convex ring on the inner core and making the limiting ring sleeved on the convex ring, not only can a clear setting be provided for the limiting ring, but also the radial spacing between the inner core and the outer tube can be reduced, thereby reducing the design thickness of the limiting ring, which is conducive to reducing costs; and by making the stiffness of the limiting ring and the main spring rubber different, the main spring rubber can fully absorb and isolate the vibration generated by the powertrain, and at the same time, the limiting ring can fully withstand large impact forces and limit excessive movement of the inner core.

[0030] Secondly, by providing an inner tube and connecting the main spring rubber to the inner core through the inner tube, not only can the vibration energy be more evenly dispersed to various parts of the main spring rubber, thus avoiding premature fatigue or failure of the main spring rubber due to local uneven force; but also, the inner tube can be used 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 limiting part and the main spring rubber have different characteristics during manufacturing, and it is also convenient for assembly.

[0031] 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 extended 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 outer tube, not only facilitating the effective function of the main spring rubber and the first stop, but also reducing the overall footprint, facilitating layout on the vehicle body.

[0032] Furthermore, a connecting bracket provided on the outer tube facilitates connection of the suspension structure to the vehicle body. The provision of a second stopper prevents excessive axial movement of the inner core, ensuring the stability of the suspension system. The second stopper comprises a stopper plate protruding radially outward from the outer tube. This arrangement increases the contact area between the outer tube and the overhanging portion, thereby providing a better position-limiting effect on the inner core.

[0033] Another object of the present invention is to provide a vehicle provided with the suspension structure as described above.

[0034] The vehicle described in the present invention, by providing the suspension structure as described above, can allow the first limiting 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, which is conducive to improving the driving experience of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] 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:

[0036] 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;

[0037] Figure 2 Schematic diagram of the structure of the suspension structure according to the embodiment of the present utility model under two viewing angles;

[0038] 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;

[0039] 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;

[0040] Figure 5This is a schematic structural diagram of the suspension structure according to an embodiment of the present utility model at a fifth viewing angle;

[0041] Figure 6 for Figure 5 Cross-sectional view along line AA;

[0042] Figure 7 This is a diagram of the assembly state of the inner core, the limiting ring and the main spring according to an embodiment of the present utility model;

[0043] Figure 8 This is a schematic structural diagram of the inner core described in an embodiment of the present utility model.

[0044] Description of reference numerals:

[0045] 1. Outer tube; 2. Inner core; 3. Limiting ring; 4. Limiting rubber block; 5. First frame; 6. Second frame; 7. Main spring rubber; 8. Inner tube;

[0046] 101, limit plate;

[0047] 201, connecting block; 2011, connecting hole; 202, convex ring;

[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 integrally vulcanized rubber bodies struggle to simultaneously meet the differing stiffness requirements of both the main spring rubber and the stopper rubber, resulting in poor suspension system performance, this embodiment proposes a suspension structure comprising an outer tube 1, an inner core 2, a main spring rubber 7, and a first stopper.

[0056] The outer tube 1 has an installation cavity open at both ends, into which the inner core 2 is inserted, with an extension extending beyond the cavity. A main spring rubber 7 is located within the installation cavity and connected between the outer tube 1 and the inner core 2. A first stopper is provided on the inner core 2, spaced apart from the main spring rubber 7 along the axial direction of the outer tube 1. At least a portion of the first stopper is located within the installation cavity, abutting the outer tube 1 to limit radial displacement of the inner core 2.

[0057] The suspension structure of this embodiment utilizes a first stopper spaced apart from the main spring rubber 7 along the axial direction of the outer tube 1. The first stopper is used to limit the radial displacement of the inner core 2 along the outer tube 1, and the main spring rubber 7 is connected between the outer tube 1 and the inner core 2. This allows the first stopper and the main spring rubber 7 to have different properties. When the powertrain generates minor vibrations during normal operation, the main spring rubber 7 elastically deforms to absorb energy. However, when the powertrain faces a risk of larger displacement, the first stopper effectively limits the improper movement of the inner core 2. This ensures that the suspension structure is highly adaptable to both high-frequency, small-amplitude vibrations and low-frequency, large-amplitude displacements, ensuring stable and comfortable vehicle operation under various driving conditions and enhancing the driving experience.

[0058] Based on the above overall introduction, an exemplary structure of the suspension structure of this embodiment is referred to as Figures 1 to 6 As shown in , it is similar to the overall structure of the existing sleeve type suspension, with the outer tube 1 being used to connect to the vehicle body, and the inner core 2 being used to connect to the powertrain. The outer tube 1 is cylindrical in shape with the same diameter at all parts, and has an installation cavity formed inside. Figure 6 In the state shown, the main spring rubber 7 is arranged at the lower part of the inner core 2, and the first limiting portion is spaced apart from the main spring rubber 7 and is arranged at the upper part of the inner core 2.

[0059] In addition, as a further embodiment, Figure 6 As shown in FIG, the inner core 2 is away from one end of the protruding portion (ie Figure 6The inner tube 8 is sleeved on the lower end of the outer tube 1 (shown in the state shown). The main spring rubber 7 is specifically disposed between the inner tube 8 and the outer tube 1, and is connected to the inner core 2 through the inner tube 8. The inner tube 8 is cylindrical and conforms to the inner core 2. It can be press-fitted or welded to the inner core 2 through an interference fit. In addition, as a preferred embodiment, the axial length of the inner tube 8 is consistent with the thickness of the main spring rubber 7.

[0060] In this embodiment, the provision of an inner tube 8 and the connection of the main spring rubber 7 to the inner core 2 via the inner tube 8 not only allows for a more even distribution of vibration energy to various parts of the main spring rubber 7, thereby preventing premature fatigue or failure of the main spring rubber 7 due to uneven localized force, but also serves as an intermediate connecting component. The main spring rubber 7 is first connected to the inner tube 8 and then to the inner core 2, facilitating the different properties of the first stopper and the main spring rubber 7 during manufacturing and facilitating assembly.

[0061] In this embodiment, as a preferred implementation, the main spring rubber 7 includes a plurality of sub-springs spaced apart along the circumference of the inner core 2. And, preferably, the plurality of sub-springs are evenly arranged along the circumference of the inner core 2. By making the main spring rubber 7 consist of a plurality of sub-springs spaced apart along the circumference of 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 in the circumference, 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.

[0062] Combine Figure 3 and Figure 7 As shown in FIG, as a specific embodiment, this embodiment has five sub-springs evenly distributed along the circumference of the inner core 2. Each sub-spring is fan-shaped and extends to the bottom end of the outer tube 1. This prevents the formation of extra space within the outer tube 1, 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.

[0063] As a preferred embodiment, the first limiting portion of this embodiment includes a limiting ring 3 that is sleeved over the inner core 2. An annular space is formed between the limiting ring 3 and the outer tube 1. The annular space surrounds the limiting ring 3 and is made of rubber. Due to the annular space formed between the limiting ring 3 and the outer tube 1, when the radial displacement of the inner core 2 reaches a certain level, the limiting ring 3 gradually approaches and eventually contacts the outer tube 1. Due to its inherent material rigidity, the limiting ring 3 can withstand the radial pressure from the inner core 2 and transmit this pressure to the outer tube 1, thereby limiting further radial displacement of the inner core 2 and preventing the inner core 2 from excessive shaking.

[0064] The retaining ring 3 not only has a simple structure, making it easy to design and implement, but also effectively limits improper radial displacement of the inner core 2. It also effectively distributes loads, reduces stress concentration, and improves fatigue resistance and overall reliability. Furthermore, during contact and interaction between the retaining ring 3 and the outer tube 1, its elastic deformation properties effectively suppress noise and vibration caused by collisions between components.

[0065] Among them, as a preferred embodiment, the structure of the inner core 2 of this embodiment is as follows Figure 7 and Figure 8 As shown in , it includes a cylindrical inner core body and an overhanging portion provided on the inner core body. The limiting ring 3 is specifically provided on the inner core body and can be vulcanized and connected to the inner core body. As a further implementation method, combined with Figure 7 and Figure 8 As shown in FIG, the inner core 2 has a radially outwardly projecting protruding ring 202, and the retaining ring 3 is sleeved on the protruding ring 202. The provision of the protruding ring 202 not only provides a clear placement for the retaining ring 3 but also reduces the radial spacing between the inner core 2 and the outer tube 1, thereby reducing the design thickness of the retaining ring 3 and lowering costs. However, it is understood that, in specific implementations, it is feasible to omit the protruding ring 202 from the retaining ring 3.

[0066] As another embodiment, the stiffness of the retaining ring 3 and the main spring rubber 7 differ in this embodiment. Furthermore, due to their different primary functions, the retaining ring 3 is generally stiffer than the main spring rubber 7. This arrangement ensures that during normal powertrain operation, the main spring rubber 7 remains in a state of constant slight deformation, dissipating vibration energy through elastic deformation and thus reducing vibration transmission to other parts of the vehicle.

[0067] As a key component that limits the radial displacement of the inner core 2, the retaining ring 3, with its higher stiffness, can withstand significant impact forces and limit excessive movement of the inner core 2 during unusual operating conditions, such as sudden acceleration, emergency braking, or extremely bumpy roads. This prevents collision and damage between the inner core 2 and the outer tube 1. This difference in stiffness allows the two components to fulfill their respective roles within the suspension structure, ensuring excellent overall performance, whether the vehicle is driving smoothly on urban roads or navigating the rough terrain of off-road driving.

[0068] In addition, combined Figure 1 、 Figure 4 and Figure 7 As shown in FIG, as a preferred embodiment, the extension portion of this embodiment has a connecting block 201 extending along the first radial direction of the outer tube 1, and a connecting hole 2011 arranged along the second radial direction is provided on the connecting block 201. Moreover, the first radial direction is perpendicular to the second radial direction, and the connecting hole 2011 is used to connect to the powertrain. 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 The up and down directions in .

[0069] In this embodiment, by providing a connecting block 201 on the extended portion, extending radially along the outer tube 1, it is convenient to provide multiple connection holes 2011 on the connecting block 201 for connecting to the powertrain, thereby improving the connection between the two. Furthermore, compared to arrangements where the connecting block 201 extends in other directions, this configuration helps reduce the distance between the powertrain and the outer tube 1. This not only facilitates the effective functioning of the main spring rubber 7 and the first stopper, but also reduces the overall space occupied, facilitating layout on the vehicle body.

[0070] Furthermore, the structural design of connecting block 201 increases the contact area and strength of the connection between the suspension structure and the powertrain, enhancing the stability of the connection between the suspension structure and the powertrain. This effectively prevents loosening or failure of the connection due to factors such as vibration and impact during vehicle operation, ensuring safe and reliable operation of the powertrain. Furthermore, the presence of connecting hole 2011 provides a precise mounting point for the connection between the suspension structure and the powertrain. During assembly, bolts or other connectors are inserted through connecting hole 2011 to secure the suspension structure and the powertrain together, facilitating the connection between the two.

[0071] As a specific embodiment, the connecting block 201 of this embodiment is arranged symmetrically about the center plane of the outer tube 1. Specifically, three connecting holes 2011 are provided on the connecting block 201 at intervals, and the two connecting holes 2011 at both ends 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 outer 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.

[0072] 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.

[0073] As a further embodiment, the suspension structure of this embodiment includes a second stopper provided on the outer tube 1, spaced apart from the overhanging portion along the axial direction of the outer tube 1. This second stopper is configured to abut against the overhanging portion to limit the axial displacement of the inner core 2 along the outer tube 1. The provision of this second stopper prevents excessive axial movement of the inner core 2, thereby ensuring the stability of the suspension system.

[0074] At the same time, the second stopper, combined with the first stopper's radial restriction of inner core 2, can fully restrict inner core 2 in both radial and axial directions. This allows the suspension structure to better cope with the various dynamic changes in the vehicle's powertrain under complex and changing driving conditions, significantly improving the stability of the suspension system, regardless of displacement trends caused by lateral, longitudinal, or vertical forces.

[0075] As a specific implementation method, Figure 1 and Figure 5 As shown in the figure, the second stopper comprises a stopper plate 101 provided on the outer tube 1, projecting radially outward from the outer tube 1. Furthermore, the stopper plate 101 is provided with a stopper rubber block 4 for contact with the protruding portion. The provision of the stopper plate 101 allows for a larger stopper rubber block 4, thereby increasing the contact area with the inner core 2 and providing a better stopper effect on the inner core 2. Compared to increasing the wall thickness of the outer tube 1 to maintain the same contact area, this structure significantly reduces the weight and manufacturing cost of the outer tube 1.

[0076] Here, it should be mentioned that, in addition to setting the limiting rubber block 4 on the limiting plate 101, setting the limiting rubber block 4 on the connecting block 201 of the protruding part, or setting the limiting rubber block 4 on both the limiting plate 101 and the protruding part are all feasible. In addition, as a further embodiment, in order to improve the limiting effect of the inner core 2, as shown in FIG. Figure 1 and Figure 5 As shown in FIG, the limiting plate 101 and the limiting rubber block 4 are both arranged on two opposite sides of the outer tube 1.

[0077] 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 outer tube 1, and the connecting frame is used to connect with 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 disposed on either side of the outer tube 1. Furthermore, the first frame body 5 is disposed at one end of the outer tube 1 connected to the main spring rubber 7 and extends outward generally along the axial direction of the outer tube 1. A first through hole 501 is defined at the extended end of the first frame body 5.

[0078] 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 outer tube 1 and each is formed with a groove conforming to the outer tube 1. In this embodiment, the outer 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.

[0079] 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 press-fitting the outer tube 1 onto the vehicle body.

[0080] 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 and the main spring rubber 7. In contrast, in conventional structures, the first stopper 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 outer tube 1, hindering design flexibility. Furthermore, the 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.

[0081] Example 2

[0082] This embodiment relates to a vehicle, on which the suspension structure of the first embodiment is provided.

[0083] The vehicle of this embodiment, by providing the above-mentioned suspension structure, can allow the first limit portion and the main spring rubber 7 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, which is conducive to improving the driving experience of the vehicle.

[0084] 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 outer tube (1) has a mounting cavity with two open ends; An inner core (2) is inserted into the installation cavity, and the inner core (2) has an outward extension portion extending out of the installation cavity; A main spring rubber (7) is located in the installation cavity, and the main spring rubber (7) is connected between the outer tube (1) and the inner core (2); A first limiting portion is provided on the inner core (2), the first limiting portion and the main spring rubber (7) are spaced apart along the axial direction of the outer tube (1), and at least a portion of the first limiting portion is located in the mounting cavity, and the first limiting portion is used to abut against the outer tube (1) to limit the radial displacement of the inner core (2) along the outer tube (1).

2. The suspension structure according to claim 1, wherein: The first limiting portion comprises a limiting ring (3) sleeved on the inner core (2), an annular space is formed between the limiting ring (3) and the outer tube (1), and the annular space is arranged around the limiting ring (3); The limiting ring (3) is made of rubber.

3. The suspension structure according to claim 2, wherein: The inner core (2) has a convex ring (202) convex outwardly along its own radial direction, and the limiting ring (3) is sleeved on the convex ring (202); and / or, The limiting ring (3) and the main spring rubber (7) have different rigidities.

4. 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; The main spring rubber (7) is arranged between the inner tube (8) and the outer tube (1), and the main spring rubber (7) is connected to the inner core (2) through the inner tube (8).

5. 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).

6. The suspension structure according to claim 1, wherein: The protruding portion has a connecting block (201) extending along a first radial direction of the outer 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.

7. The suspension structure according to claim 1, wherein: The suspension structure comprises a connecting frame arranged on the outer tube (1), and the connecting frame is used to be connected to the vehicle body.

8. The suspension structure according to any one of claims 1 to 7, characterized in that: The suspension structure comprises a second limiting portion provided on the outer tube (1), wherein the second limiting portion and the extending portion are spaced apart from each other along the axial direction of the outer tube (1); The second limiting portion is used to abut against the protruding portion to limit the displacement of the inner core (2) along the axial direction of the outer tube (1).

9. The suspension structure according to claim 8, wherein: The second limiting portion comprises a limiting plate (101) provided on the outer tube (1), and the limiting plate (101) protrudes outward in the radial direction of the outer tube (1); The limiting plate (101) is provided with a limiting rubber block (4) for contacting the protruding portion, and / or the protruding portion is provided with a limiting rubber block (4) for contacting the limiting plate (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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