Suspension, suspension assembly and vehicle

Abstract

The utility model provides a suspension, a suspension assembly and a vehicle, the suspension relates to the technical field of vehicle suspensions, the suspension comprises an annular sleeve, an inner core and a rubber main spring, the inner core and the rubber main spring are located in the sleeve, the sleeve is formed by splicing a plurality of sector-ring-shaped branch pipes, and the rubber main spring is connected between the inner core and at least one branch pipe in a vulcanization mode. According to the suspension, due to the design that the sleeve is divided into the branch pipes and the branch pipes are spliced, the suspension is more flexible and convenient to manufacture and assemble, different kinds of rubber can be vulcanized on the branch pipes respectively, and suspensions with different performances can be formed by assembling the different branch pipes, so that the application range of the suspension is widened, and the application range of the suspension is widened. And the processing cost is reduced.

Description

Technical Field

[0001] This utility model relates to the field of vehicle suspension technology, and particularly to a suspension. Furthermore, this utility model also relates to a suspension assembly having the aforementioned suspension, and a vehicle having the suspension assembly. Background Technology

[0002] Currently, existing car bodies and powertrains are generally rigidly connected. During the operation of a car, the powertrain will vibrate and generate noise, or the car body will vibrate due to uneven road surfaces, and the vibration will be transmitted to the powertrain, causing the powertrain to vibrate and generate noise.

[0003] As people's demands for automotive comfort continue to increase, major automakers are committed to improving vehicle noise, vibration, and acoustic roughness to meet these needs. In existing technologies, connecting the vehicle body and powertrain with a suspension assembly can reduce the transmission of powertrain vibrations to the vehicle body, while also attenuating powertrain vibrations caused by road surface excitation.

[0004] However, in the manufacturing of existing suspension assemblies, the rubber in the suspension is mostly a one-piece molded structure, and the rubber vulcanized in the suspension is generally set to a certain stiffness. This results in a relatively limited range of applications for the suspension assembly, which cannot meet the different requirements for suspension stiffness in different scenarios, thus hindering the reduction of processing costs. Utility Model Content

[0005] In view of this, the present invention aims to propose a suspension to improve its applicability and reduce processing costs.

[0006] To achieve the above objectives, the technical solution of this utility model is implemented as follows:

[0007] A suspension includes a sleeve, an inner core, and a rubber main spring;

[0008] The sleeve is annular and is formed by splicing together multiple fan-shaped sub-tubes;

[0009] The inner core is located inside the sleeve;

[0010] The rubber main spring is vulcanized and connected between the inner core and at least one of the branch tubes.

[0011] Furthermore, the plurality of the branch pipes include an upper branch pipe and a lower branch pipe arranged vertically, and the rubber main spring is vulcanized and connected between the inner core and the lower branch pipe.

[0012] Furthermore, the rubber main spring includes an inner core connecting part and a support connecting part; the inner core connecting part covers the outer part of the inner core, the upper part of the support connecting part is integrally connected to the inner core connecting part, and the lower part of the support connecting part is connected to the lower branch pipe.

[0013] Furthermore, at least one of the branch tubes is provided with a limiting rubber, which is used to limit the extreme position of the inner core's radial movement along the sleeve.

[0014] Furthermore, the limiting rubber includes a first limiting rubber disposed on the upper branch tube, and the upper part of the inner core connecting part is in contact with the first limiting rubber.

[0015] Furthermore, the limiting rubber includes a second limiting rubber disposed on the upper branch pipe or the lower branch pipe, the second limiting rubber is disposed on both sides of the inner core, and a first gap is provided between the inner core connecting part and each of the second limiting rubbers.

[0016] Furthermore, the lower part of the support connection is provided with a notch, and the limiting rubber includes a third limiting rubber provided on the lower branch pipe. The third limiting rubber is located in the notch and has a second gap between it and the support connection.

[0017] Furthermore, each of the branch pipes has an inwardly bent section at its end, and adjacent branch pipes are connected by abutting each other through adjacent bent sections.

[0018] Compared with the prior art, this utility model has the following advantages:

[0019] The suspension described in this utility model has an inner core located inside the sleeve. It facilitates connection to the powertrain and serves as the base for connecting the rubber main spring. The rubber main spring provides the necessary elasticity and shock absorption to cope with the load and vibration borne by the suspension. By disassembling the sleeve into multiple sub-tubes, the design of splicing the sub-tubes can make the manufacturing and assembly of the suspension more flexible and convenient. For example, different rubbers can be vulcanized on each sub-tube, and by assembling different sub-tubes, suspensions with different properties can be formed, thereby increasing the applicability of the suspension and helping to reduce processing costs.

[0020] Secondly, the multiple tubes are not only spliced ​​together in the circumferential direction to form a sleeve, but also differentiated in the vertical direction, specifically divided into upper tubes and lower tubes. This helps to better distribute and bear the load and vibration from different directions, improving the overall performance and stability of the suspension. The rubber main spring is connected between the inner core and the lower tube through the vulcanization process, so that the rubber main spring mainly bears the vibration from the vertical direction, which can effectively reduce vibration and isolate vibration.

[0021] The inner core connecting part is the part of the rubber main spring that covers the outside of the inner core. It ensures a tight connection between the rubber main spring and the inner core. The main function of the supporting connecting part is to connect the rubber main spring and the lower branch tube. In this way, the rubber main spring can better attenuate vibrations in the vertical direction, so that the suspension has better shock absorption and vibration isolation performance. When applied to vehicles, it helps to improve the overall ride comfort.

[0022] Furthermore, limiting rubber is installed on each branch pipe. When the inner core is subjected to external force or vibration and attempts to move radially within the sleeve, the limiting rubber provides a physical barrier, effectively and reliably preventing excessive movement of the inner core. Simultaneously, the limiting rubber also provides additional shock absorption and vibration isolation functions, further enhancing the overall performance of the suspension. The first limiting rubber on the upper branch pipe effectively restricts the upper limit position of the inner core, which is beneficial for improving the suspension's shock absorption and vibration isolation performance in the vertical direction of the vehicle.

[0023] Furthermore, by installing a second limiting rubber on the upper or lower branch pipe, the movement limit of the inner core can be effectively restricted in the longitudinal direction of the vehicle, thereby improving the shock absorption and vibration isolation performance of the suspension in the longitudinal direction of the vehicle. The second limiting rubber, in conjunction with the first limiting rubber, can improve the shock absorption and vibration isolation performance of the suspension in multiple directions of the vehicle.

[0024] A notch is provided at the lower part of the support connection to accommodate the third limiting rubber, which can better limit the lower extreme position of the inner core. The second gap allows the support connection to have a certain elastic deformation when subjected to vibration or load, while still being limited by the third limiting rubber. The third limiting rubber works in conjunction with the aforementioned first and second limiting rubbers to make the suspension's shock absorption and vibration isolation performance even better.

[0025] Each branch pipe has an inwardly bent section at its end. Adjacent branch pipes are connected by abutting each other through adjacent bent sections, which helps to increase the contact area at the connection points of the branch pipes. This structure helps to enhance the connection strength between the branch pipes, while ensuring the stability and reliability of the entire sleeve structure.

[0026] Meanwhile, another objective of this utility model is to provide a suspension assembly, including a suspension bracket having a suspension mounting hole, and a suspension as described above inserted into the suspension mounting hole.

[0027] An anti-detachment structure is provided between the suspension and the suspension bracket, the anti-detachment structure being used to prevent the suspension from detaching from the suspension bracket along the axial direction of the suspension mounting hole.

[0028] The suspension assembly of this invention has the same beneficial effects as the aforementioned suspension compared to the prior art. Furthermore, the anti-detachment structure between the suspension and the suspension bracket improves the stability of the suspension mounted on the bracket. This anti-detachment structure ensures the suspension remains in the correct position when subjected to external forces or vibrations, preventing unnecessary detachment or loosening. This enhances the stability and reliability of the suspension assembly and also helps improve the shock absorption and vibration isolation performance of the entire suspension system.

[0029] Another objective of this invention is to provide a vehicle having the suspension assembly described above.

[0030] The vehicle described in this utility model has the same beneficial effects as the aforementioned suspension assembly, and will not be repeated here. Attached Figure Description

[0031] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings:

[0032] Figure 1 This is a schematic diagram of the overall structure of the suspension as described in Embodiment 1 of this utility model;

[0033] Figure 2 for Figure 1 A structural diagram from another perspective;

[0034] Figure 3 This is a schematic diagram of the suspension assembly in the annular mounting frame as described in Embodiment 1 of this utility model;

[0035] Explanation of reference numerals in the attached figures:

[0036] 100. Suspension;

[0037] 10. Sleeve; 101. Upper branch pipe; 102. Lower branch pipe; 11. Bend section;

[0038] 20. Inner core; 201. First connecting hole;

[0039] 30. Rubber main spring; 301. Inner core connecting part; 302. Support connecting part; 3021. Notch;

[0040] 40. Limiting rubber; 401. First limiting rubber; 402. Second limiting rubber; 403. Third limiting rubber;

[0041] 51. First gap; 52. Second gap;

[0042] 6. Suspension bracket; 61. Bottom bracket; 62. Connecting bracket; 63. Circular mounting bracket; 631. Suspension mounting hole; 64. Third connecting hole;

[0043] 7. Support arm; 71. Insertion part; 72. Second connecting hole;

[0044] 8. Anti-detachment structure; 81. Flanged edge; 82. Clip head. Detailed Implementation

[0045] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0046] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," and "back," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated 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.

[0047] Furthermore, in the description of this utility model, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model in light of the specific circumstances.

[0048] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0049] Example 1

[0050] This embodiment relates to a suspension system that can improve its applicability and reduce processing costs. In terms of overall structure, it combines... Figures 1 to 3 As shown in the figure, the suspension in this embodiment includes a sleeve 10, an inner core 20, and a rubber main spring 30.

[0051] The sleeve 10 is annular and is formed by splicing multiple branch pipes in a fan-shaped annular shape. The inner core 20 is located inside the sleeve 10, and the rubber main spring 30 is vulcanized and connected between the inner core 20 and at least one of the branch pipes.

[0052] At this time, the inner core 20 of the suspension described in this utility model is located inside the sleeve 10. It can facilitate the connection with the powertrain and serve as the connection base for the rubber main spring 30. The function of the rubber main spring 30 is to provide the necessary elasticity and shock absorption performance to cope with the load and vibration borne by the suspension.

[0053] Meanwhile, by splitting the sleeve 10 into multiple sub-tubes, the design of splicing the sub-tubes may make the manufacturing and assembly of the suspension more flexible and convenient. For example, different rubbers can be vulcanized on each sub-tube, and suspensions with different properties can be formed by assembling different sub-tubes, which can improve the applicability of the suspension and help reduce processing costs.

[0054] It is worth mentioning that the inner core 20 in this embodiment is used to cooperate with the support arm 7. Specifically, the inner core 20 has a first connecting hole 201 in the middle, one end of the support arm 7 is inserted into the first connecting hole 201, and the other end is connected to the powertrain.

[0055] Here, the specific structure of the support arm 7 can refer to the prior art. For example, the support arm 7 has an insert portion 71 that is inserted into the first connection hole 201, and a plurality of second connection holes 72 for connecting with the powertrain. It should be understood that the number of second connection holes 72 can be designed and adjusted according to actual needs, such as two, three or four.

[0056] Based on the above overall introduction, in this embodiment, as a preferred implementation, such as Figure 2 As shown, the multiple pipes include an upper pipe 101 and a lower pipe 102 arranged vertically, with a rubber main spring 30 vulcanized between the inner core 20 and the lower pipe 102. When applied to a vehicle, the upper pipe 101 and the lower pipe 102 are arranged vertically along the height of the vehicle.

[0057] Here, multiple pipes are not only spliced ​​together in the circumferential direction to form the sleeve 10, but also differentiated in the vertical direction, specifically divided into upper pipe 101 and lower pipe 102, which helps to better distribute and bear the load and vibration from different directions, and improve the overall performance and stability of the suspension.

[0058] Meanwhile, the rubber main spring 30 is connected between the inner core 20 and the lower branch tube 102 through the vulcanization process, so that the rubber main spring 30 mainly bears the vibration from the vertical direction, which can effectively reduce vibration and isolate vibration.

[0059] Specifically, as a preferred implementation method, such as Figure 2 As shown, the rubber main spring 30 includes an inner core connecting part 301 and a support connecting part 302. The inner core connecting part 301 covers the inner core 20, the upper part of the support connecting part 302 is connected to the inner core connecting part 301 as a whole, and the lower part of the support connecting part 302 is connected to the lower branch pipe 102.

[0060] Understandably, the inner core connecting part 301 is the portion of the rubber main spring 30 that covers the outer part of the inner core 20. It ensures a tight connection between the rubber main spring 30 and the inner core 20. The main function of the supporting connecting part 302 is to connect the rubber main spring 30 and the lower branch tube 102. In this way, the rubber main spring 30 can effectively dampen vibrations in the vertical direction, giving the suspension better shock absorption and vibration isolation performance. When applied to vehicles, this improves the overall ride comfort.

[0061] Furthermore, in this embodiment, as a preferred implementation, it is still as follows: Figure 2 As shown, at least one of the branch pipes is provided with a limiting rubber 40, which is used to limit the extreme position of the inner core 20 moving radially along the sleeve 10.

[0062] Therefore, by setting limiting rubber 40 on each branch pipe, when the inner core 20 attempts to move radially inside the sleeve 10 under external force or vibration, the limiting rubber 40 provides a physical barrier, effectively and reliably preventing excessive movement of the inner core 20. At the same time, the limiting rubber 40 can also provide additional shock absorption and vibration isolation functions, further enhancing the overall performance of the suspension.

[0063] Furthermore, as a preferred implementation method, we will continue to refer to... Figure 2 As shown, the limiting rubber 40 in this embodiment includes a first limiting rubber 401 disposed on the upper branch pipe 101, and the upper part of the inner core connecting part 301 is abutting and connected to the first limiting rubber 401. The advantage of this arrangement is that it can better limit the upper limit position of the inner core 20, which is beneficial to improving the shock absorption and vibration isolation performance of the suspension in the vertical direction of the vehicle.

[0064] It should be noted that in this embodiment, before installation, the upper part of the inner core connecting part 301 is in a natural state, abutting against the first limiting rubber 401, and undergoing compression deformation to achieve a pre-compression function. After installation, the support arm 7 is pressed down under the weight of the powertrain, and the support connecting part 302 is in a compressed state, which leads to an increase in the gap between the upper part of the inner core connecting part 301 and the first limiting rubber 401. This gap is usually between 0 and 4 mm, such as 1 mm, 2 mm, or 3 mm.

[0065] Meanwhile, in this embodiment, as a preferred implementation, such as Figure 2 As shown, the limiting rubber 40 includes a second limiting rubber 402 disposed on the upper branch pipe 101 or the lower branch pipe 102. The inner core 20 is provided with the second limiting rubber 402 on both sides, and a first gap 51 is provided between the inner core connecting part 301 and each of the second limiting rubbers 402.

[0066] Here, a second limiting rubber 402 is provided on the upper branch pipe 101 or the lower branch pipe 102, which can effectively limit the movement limit of the inner core 20 in the longitudinal direction of the vehicle, thereby improving the shock absorption and vibration isolation performance of the suspension in the longitudinal direction of the vehicle. The second limiting rubber 402, in conjunction with the first limiting rubber 401, can improve the shock absorption and vibration isolation performance of the suspension in multiple directions of the vehicle.

[0067] In this specific structure, the second limiting rubber 402 is disposed on the upper branch pipe 101, and the connection point between the upper branch pipe 101 and the lower branch pipe 102 is located between the second limiting rubber 402 and the rubber main spring 30, that is, at the lower end of the first gap 51. In other embodiments, the second limiting rubber 402 is disposed on the lower branch pipe 102, and the connection point between the upper branch pipe 101 and the lower branch pipe 102 is located between the second limiting rubber 402 and the first limiting rubber 401, that is, at the upper end of the first gap 51.

[0068] It is worth mentioning that the shape of the first gap 51 in this embodiment can change with the shape of the upper part of the rubber main spring 30. Specifically, a first gap 51 is provided between the inner core connecting part 301 and the second limiting rubber 402 in the front-rear direction of the whole vehicle. The upper part of the first gap 51 extends vertically, and the lower part of the first gap 51 extends downward while tilting away from the inner core 20, which facilitates the arrangement of the bending section 11 described below.

[0069] Furthermore, in this embodiment, as a preferred implementation, such as Figure 2 As shown, the lower part of the support connection 302 is provided with a notch 3021, and the limiting rubber 40 includes a third limiting rubber 403 provided on the lower branch pipe 102. The third limiting rubber 403 is located in the notch 3021 and a second gap 52 is provided between it and the support connection 302.

[0070] Therefore, a notch 3021 is provided at the lower part of the support connection 302 to accommodate the third limiting rubber 403, which can better limit the lower extreme position of the inner core 20. The second gap 52 allows the support connection 302 to have a certain elastic deformation when subjected to vibration or load, while still being limited by the third limiting rubber 403. The third limiting rubber 403 works in conjunction with the aforementioned first limiting rubber 401 and second limiting rubber 402, making the suspension's shock absorption and vibration isolation performance even better.

[0071] It is worth mentioning that the specific shape of the second gap 52 in this embodiment can be set as an inverted U-shape, so that it can have a good limiting effect in both the vertical and longitudinal directions of the vehicle.

[0072] It should be noted that, in the preferred embodiment, the stiffness of the limiting rubber 40 is different from that of the rubber main spring 30, and it is better for the stiffness of the limiting rubber 40 to be greater than that of the rubber main spring 30, so as to achieve a better limiting effect. It should be understood that it is also feasible for the stiffness of the limiting rubber 40 to be less than or equal to the stiffness of the rubber main spring 30.

[0073] For ease of processing, in this embodiment, the first limiting rubber 401 and the second limiting rubber 402 have the same stiffness, which is relatively high, and are vulcanized together and connected to the upper branch pipe 101. The third limiting rubber 403 and the rubber main spring 30 have the same stiffness, which is relatively low compared to the first limiting rubber 401 and the second limiting rubber 402, and are vulcanized together and connected to the lower branch pipe 102.

[0074] In other embodiments, the stiffness of the first limiting rubber 401, the second limiting rubber 402, and the third limiting rubber 403 can be set according to requirements. The stiffness of the three can be the same, or the stiffness of the three can be different, or two of the three can have the same stiffness.

[0075] In addition, in this embodiment, as a preferred implementation, refer to Figure 2 As shown, each branch pipe has an inwardly bent section 11 at its end, and adjacent branch pipes are connected by adjacent bent sections 11. This arrangement helps to increase the contact area at the connection points of the branch pipes, and this structure helps to enhance the connection strength between the branch pipes, while ensuring the stability and reliability of the entire sleeve 10 structure.

[0076] In the specific structure, the bent section 11 of this embodiment is inserted into the first gap 51, which facilitates the increase of the connection area of ​​adjacent branch pipes, helps to improve the structural reliability of the sleeve 10 formed by splicing, and can also prevent the branch pipe from axially separating from the suspension bracket 6 along the suspension mounting hole 631.

[0077] It should be understood that in other embodiments, the ends of each branch pipe in this embodiment may not have a bending section 11, allowing adjacent branch pipes to abut tightly. Alternatively, other structures, such as snap-fit ​​structures, may be provided at the ends of each branch pipe, as long as they can ensure a stable connection between the upper branch pipe 101 and the lower branch pipe 102. In addition, welding, screwing, or adhesive bonding are all acceptable methods for connecting the upper branch pipe 101 and the lower branch pipe 102.

[0078] Meanwhile, this embodiment also relates to a suspension assembly, which is still as follows Figure 1 and Figure 3 As shown, the suspension assembly includes a suspension bracket 6 having a suspension mounting hole 631, and a suspension 100 as described above inserted into the suspension mounting hole 631.

[0079] As a preferred embodiment, an anti-detachment structure 8 is provided between the suspension 100 and the suspension bracket 6. The anti-detachment structure 8 is used to prevent the suspension 100 from detaching from the suspension bracket 6 along the axial direction of the suspension mounting hole 631.

[0080] Here, by setting the anti-detachment structure 8, the stability of the suspension 100 installed on the suspension bracket 6 is improved. At the same time, when the suspension 100 is subjected to external forces or vibrations, the anti-detachment structure 8 can ensure that the suspension 100 remains in the correct position, avoiding unnecessary detachment or loosening, which can enhance the stability and reliability of the suspension assembly, and also help improve the shock absorption and vibration isolation performance of the entire suspension system.

[0081] In the specific structure, the suspension bracket 6 of this embodiment includes a bottom bracket 61, an annular mounting bracket 63 disposed on the bottom bracket 61, and a connecting bracket 62 disposed on the annular mounting bracket 63. Both the bottom bracket 61 and the connecting bracket 62 are provided with third connecting holes 64. The suspension assembly is connected to the vehicle frame through each third connecting hole 64. Meanwhile, the suspension mounting hole 631 is disposed on the annular mounting bracket 63.

[0082] In specific implementation, refer to Figure 3 As shown, in a preferred embodiment, the anti-detachment structure 8 includes flanges 81 and clamps 82 located at both ends of the sleeve 10, and each branch pipe is provided with flanges 81 that bend outward along the radial direction of the sleeve 10. Relative to the end with flanges 81, the other end of each branch pipe is provided with wedge-shaped clamps 82, and notches are provided on both sides of the sleeve 10 circumferentially at the location where clamps 82 are provided.

[0083] When the suspension 100 is inserted into the suspension mounting hole 631, the part with the clamp 82 can deform inward along the radial direction of the sleeve 10, and after passing through the suspension mounting hole 631, the part with the clamp 82 returns to its original position, so that the clamp 82 abuts against the end wall of the annular mounting bracket 63, thereby preventing the suspension 100 from detaching from the suspension bracket 6 along the axial direction of the suspension mounting hole 631.

[0084] In this embodiment, the suspension can be used by splitting the sleeve 10 into multiple sub-tubes. The design of splicing the sub-tubes may make the manufacturing and assembly of the suspension more flexible and convenient, thereby increasing the applicability of the suspension and helping to reduce processing costs.

[0085] Example 2

[0086] This embodiment relates to a vehicle that has a suspension assembly as shown in Embodiment 1.

[0087] In this embodiment, the vehicle uses the suspension assembly from Embodiment 1, which splits the sleeve 10 into multiple sub-tubes. Different types of rubber are vulcanized in each sub-tube, which helps to form suspension assemblies with different properties. This increases the range of applications of the suspension assembly and helps to reduce processing costs.

[0088] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A suspension device, characterized in that: It includes a sleeve (10), an inner core (20), and a rubber main spring (30); The sleeve (10) is annular and is formed by splicing together multiple fan-shaped sub-tubes; The inner core (20) is located inside the sleeve (10); The rubber main spring (30) is vulcanized and connected between the inner core (20) and at least one of the branch tubes.

2. The suspension according to claim 1, characterized in that: The plurality of the branch pipes include an upper branch pipe (101) and a lower branch pipe (102) arranged vertically, and the rubber main spring (30) is vulcanized and connected between the inner core (20) and the lower branch pipe (102).

3. The suspension according to claim 2, characterized in that: The rubber main spring (30) includes an inner core connecting part (301) and a support connecting part (302); The inner core connecting part (301) covers the inner core (20), the upper part of the supporting connecting part (302) is connected to the inner core connecting part (301) as a whole, and the lower part of the supporting connecting part (302) is connected to the lower branch pipe (102).

4. The suspension according to claim 3, characterized in that: At least one of the branch tubes is provided with a limiting rubber (40), which is used to limit the extreme position of the inner core (20) in the radial movement along the sleeve (10).

5. The suspension according to claim 4, characterized in that: The limiting rubber (40) includes a first limiting rubber (401) disposed on the upper branch pipe (101), and the upper part of the inner core connecting part (301) is in contact with the first limiting rubber (401).

6. The suspension according to claim 4, characterized in that: The limiting rubber (40) includes a second limiting rubber (402) disposed on the upper branch pipe (101) or the lower branch pipe (102). The second limiting rubber (402) is disposed on both sides of the inner core (20), and a first gap (51) is provided between the inner core connecting part (301) and each of the second limiting rubbers (402).

7. The suspension according to claim 4, characterized in that: The lower part of the support connection (302) is provided with a notch (3021), and the limiting rubber (40) includes a third limiting rubber (403) provided on the lower branch pipe (102). The third limiting rubber (403) is located in the notch (3021) and a second gap (52) is provided between it and the support connection (302).

8. The suspension according to claim 1, characterized in that: Each of the branch pipes has an inwardly bent section (11) at its end, and adjacent branch pipes are connected by adjacent bent sections (11).

9. A suspension assembly, characterized in that: Includes a suspension bracket (6) having a suspension mounting hole (631), and a suspension (100) according to any one of claims 1-8 inserted into said suspension mounting hole (631); An anti-detachment structure (8) is provided between the suspension (100) and the suspension bracket (6), and the anti-detachment structure (8) is used to prevent the suspension (100) from detaching from the suspension bracket (6) along the axial direction of the suspension mounting hole (631).

10. A vehicle, characterized in that: The vehicle is equipped with the suspension assembly as described in claim 9.

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