Suspension bushing and electric automobile

Abstract

The utility model provides a suspension bushing and an electric vehicle. The suspension bushing comprises a common structure, wherein the common structure comprises a first connecting part and a second connecting part which are arranged in the first direction; the first lining is arranged on the outer side of the first connecting part in a sleeving mode, and the first lining is provided with a first limiting part; the second lining is arranged on the outer side of the second connecting part in a sleeving mode, and the second lining is provided with a second limiting part; the first limiting part and the second limiting part are oppositely arranged in the first direction, and a frame can be contained between the first limiting part and the second limiting part. According to the embodiment of the invention, the first limiting part is arranged on the first bushing, and the second limiting part is arranged on the second bushing, so that the movement range of the suspension bushing can be effectively limited, the risks of press-off and looseness of the suspension bushing caused by non-uniform load are reduced, and the stability of a suspension system under dynamic load is ensured.

Description

Suspension bushings and electric vehicles Technical Field

[0001] This application relates to the field of vehicle components, and more particularly to suspension bushings and electric vehicles. Background Technology

[0002] Suspension bushings are important components of electric vehicles. They are used to support the motor, allowing it to be mounted on the vehicle frame and reducing the possibility of motor vibration.

[0003] Suspension bushings typically consist of an inner tube, a main spring, and an outer tube arranged sequentially from the inside out. The outer tube is used to mount the vehicle frame, while the inner tube connects to the motor and is connected to the inside of the outer tube via the main spring. This allows the main spring to reduce vibrations generated by the motor relative to the frame. However, suspension bushings are prone to loosening, resulting in poor installation stability. Summary of the Invention

[0004] This application provides a suspension bushing and a motor vehicle to solve the problem of suspension bushings easily becoming loose.

[0005] In a first aspect, embodiments of this application provide a suspension bushing, comprising:

[0006] The shared structure includes a first connecting portion and a second connecting portion arranged along a first direction;

[0007] A first bushing is sleeved on the outside of the first connecting portion, and the first bushing is provided with a first limiting portion;

[0008] The second bushing is sleeved on the outside of the second connecting part, and the second bushing is provided with a second limiting part;

[0009] The first limiting part and the second limiting part are arranged opposite to each other along the first direction, and the frame can be accommodated between the first limiting part and the second limiting part.

[0010] In some embodiments of this application, the first bushing includes a first outer tube, a first main spring, and a first inner tube arranged sequentially.

[0011] The outer surface of the first main spring is connected to the first outer tube, the first inner tube is disposed inside the first main spring, and the first inner tube is sleeved on the first connecting part;

[0012] The second bushing includes a second outer tube, a second main spring, and a second inner tube arranged sequentially.

[0013] The outer surface of the second main spring is connected to the second outer tube, the second inner tube is disposed inside the second main spring, and the second inner tube is sleeved on the second connecting part.

[0014] In some embodiments of this application, the first outer tube and the second outer tube can be used to pass through the mounting holes of the vehicle frame;

[0015] The first limiting part is disposed on the outer surface of the first outer tube, and the second limiting part is disposed on the outer surface of the second outer tube. The first limiting part and the second limiting part can be used to abut against the two sides of the frame.

[0016] In some embodiments of this application, in the first direction, the first limiting part is disposed at the end of the first outer tube away from the second outer tube, and the second limiting part is disposed at the end of the second outer tube away from the first outer tube.

[0017] In some embodiments of this application, the first limiting part is configured as a first annular limiting part, and the first annular limiting part is sleeved on the periphery of the first outer tube;

[0018] And / or, the second limiting part is configured as a second annular limiting part, which is sleeved on the periphery of the second outer tube.

[0019] In some embodiments of this application, the first limiting part is provided with a first limiting groove, and the second limiting part is provided with a second limiting groove.

[0020] In some embodiments of this application, the first limiting groove can be inserted into and engaged with the limiting protrusion on the vehicle frame, and / or the second limiting groove can be inserted into and engaged with the limiting protrusion on the vehicle frame;

[0021] And / or, the number of the first limiting grooves is multiple, the multiple first limiting grooves are evenly arranged around the first direction, the number of the second limiting grooves is multiple, the multiple second limiting grooves are evenly arranged around the first direction, and the multiple first limiting grooves and the multiple second limiting grooves are correspondingly arranged.

[0022] In some embodiments of this application, the common structure further includes an extension, wherein in the first direction, a first end of the extension is connected to the first connecting portion, and a second end of the extension is connected to the second connecting portion;

[0023] Taking a plane perpendicular to the first direction as a cross-section, the cross-sectional area of ​​the extension is greater than the cross-sectional area of ​​the first connecting part, and the cross-sectional area of ​​the extension is greater than the cross-sectional area of ​​the second connecting part.

[0024] In some embodiments of this application, the first connecting portion is interference-fitted with the first bushing;

[0025] And / or, the second connecting portion is interference-fitted with the second bushing.

[0026] Secondly, embodiments of this application provide an electric vehicle including the aforementioned suspension bushing.

[0027] The suspension bushing provided in this application embodiment, by providing a first limiting part on the first bushing and a second limiting part on the second bushing, can effectively limit the range of motion of the suspension bushing, reduce the risk of suspension bushing compression and loosening caused by uneven load, and ensure the stability of the suspension system under dynamic load; the shared structure design allows the torque to be more evenly distributed between the first bushing and the second bushing, reducing the torsional force borne by a single bushing, thereby reducing the risk of rotation around the axial direction; by integrating the first bushing and the second bushing together through the shared structure, the overall volume and weight are reduced, which is beneficial to the lightweight design of electric vehicles. Attached Figure Description

[0028] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0029] Figure 1 is a schematic diagram of the structure of the suspension bushing provided in an embodiment of this application;

[0030] Figure 2 is an exploded view of the structure of the suspension bushing provided in the embodiment of this application;

[0031] Figure 3 is a schematic diagram of the structure of the suspension bushing in the prior art;

[0032] Figure 4 is an exploded view of the installation of the suspension bushing and the vehicle frame provided in the embodiment of this application;

[0033] Figure 5 is a schematic diagram of the installation of the suspension bushing and the vehicle frame provided in the embodiment of this application;

[0034] Figure 6 is a cross-sectional view of the suspension bushing provided in an embodiment of this application;

[0035] Figure 7 is a cross-sectional view of the suspension bushing and frame assembly provided in the embodiment of this application.

[0036] Explanation of reference numerals in the attached figures:

[0037] 01. Chassis; 011. Limiting protrusion;

[0038] 100. Shared structure; 110. First connecting part; 120. Second connecting part; 130. Extension part;

[0039] 210. First bushing; 211. First limiting part; 2111. First limiting groove; 212. First outer tube; 213. First main spring; 214. First inner tube;

[0040] 220. Second bushing; 221. Second limiting part; 2211. Second limiting groove; 222. Second outer tube; 223. Second main spring; 224. Second inner tube.

[0041] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concepts of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0042] As mentioned in the background section, in electric vehicles, the design of the suspension bushing is mainly to connect the subframe and key components of the motor, playing a role in damping road and motor vibrations, supporting the motor assembly, and limiting torsional resistance. It can effectively improve the comfort and safety of electric vehicles and enhance the passenger riding experience.

[0043] As shown in Figure 3, in the prior art, the suspension bushing usually has only one single structure, which consists of an inner tube, a main spring, and an outer bushing. The inner tube and the outer bushing are mainly made of metal or nylon and serve as a supporting structure. The main spring is mainly made of natural rubber and serves to dampen vibration. The stiffness of the suspension bushing is mainly determined by the structure of the main spring.

[0044] During installation, this type of suspension bushing is pressed into the frame mounting hole from end a, and end b has a flange that limits the movement of the suspension bushing.

[0045] During vehicle operation, dynamic conditions such as uneven road surfaces, acceleration, deceleration, and turning can cause uneven loads on the motor and suspension bushings. These uneven loads may lead to excessive compression or stretching of the inner tube and outer bushing of the suspension bushing. Since there is no limiting effect at end a, the pressure and friction between the suspension bushing and the frame may cause the suspension bushing to move along the direction from end a to end b on the frame, increasing the risk of the suspension bushing being crushed off the frame.

[0046] In view of this, the embodiments of this application, by providing a first limiting part on the first bushing and a second limiting part on the second bushing, can effectively limit the range of motion of the suspension bushing, reduce the risk of suspension bushing compression and loosening caused by uneven load, and ensure the stability of the suspension system under dynamic load; the design of the shared structure makes the torque more evenly distributed between the first bushing and the second bushing, reducing the torsional force borne by a single bushing, thereby reducing the risk of rotation around the axial direction; by integrating the first bushing and the second bushing together through the shared structure, the overall volume and weight are reduced, which is beneficial to the lightweight design of electric vehicles.

[0047] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0048] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0049] Referring to Figures 1 and 2, an embodiment of this application provides a suspension bushing, including: a common structure 100, including a first connecting portion 110 and a second connecting portion 120 arranged along a first direction.

[0050] The first bushing 210 is sleeved on the outside of the first connecting part 110, and the first bushing 210 is provided with a first limiting part 211.

[0051] The second bushing 220 is sleeved on the outside of the second connecting part 120, and the second bushing 220 is provided with a second limiting part 221.

[0052] The first limiting part 211 and the second limiting part 221 are arranged opposite to each other in a first direction, and the frame 01 can be accommodated between the first limiting part 211 and the second limiting part 221.

[0053] It is understood that the shared structure 100 provides an integral frame for supporting and connecting the first bushing 210 and the second bushing 220; the first connecting part 110 and the second connecting part 120 are arranged along the first direction, so that the two components can be tightly connected in the same structure to provide stable support; the first bushing 210 is equipped with a first limiting part 211, which is used to limit the range of movement of the first bushing 210; the second bushing 220 is equipped with a second limiting part 221, which is used to limit the range of movement of the second bushing 220; the first limiting part 211 and the second limiting part 221 are arranged opposite to each other along the first direction, so that a region for clamping the frame 01 is formed in the structure, and the first limiting part 211 and the second limiting part 221 form a physical barrier to each other, limiting the excessive movement of the suspension bushing in the first direction, so that the force along the first direction will not cause the second bushing 220 to be pressed off the frame 01, and the force in the opposite direction of the first direction will not cause the first bushing 210 to be pressed off the frame 01.

[0054] It should be noted that the first direction can be regarded as the axial direction of the first bushing 210 or the second bushing 220.

[0055] By providing a first limiting part 211 on the first bushing 210 and a second limiting part 221 on the second bushing 220, the range of motion of the suspension bushing can be effectively limited, reducing the risk of suspension bushing compression and loosening due to uneven load, and ensuring the stability of the suspension system under dynamic load. The design of the common structure 100 makes the torque more evenly distributed between the first bushing 210 and the second bushing 220, reducing the torsional force borne by a single bushing, thereby reducing the risk of rotation around the axial direction. By integrating the first bushing 210 and the second bushing 220 together through the common structure 100, the overall volume and weight are reduced, which is beneficial to the lightweight design of electric vehicles.

[0056] In some embodiments of this application, the first bushing 210 includes a first outer tube 212, a first main spring 213, and a first inner tube 214 arranged sequentially.

[0057] The outer surface of the first main spring 213 is connected to the first outer tube 212, and the first inner tube 214 is disposed on the inner side of the first main spring 213 and sleeved on the first connecting part 110.

[0058] The second bushing 220 includes a second outer tube 222, a second main spring 223, and a second inner tube 224 arranged sequentially.

[0059] The outer surface of the second main spring 223 is connected to the second outer tube 222, and the second inner tube 224 is disposed on the inner side of the second main spring 223 and sleeved on the second connecting part 120.

[0060] It is known that the first outer tube 212, as the outermost structure of the first bushing 210, provides support and protection for the first main spring 213; the main spring 213's main function is to absorb and attenuate road and motor vibrations; the first inner tube 214 serves to connect the first bushing 210 with the common structure 100 and provide support; the second outer tube 222, as the outermost structure of the second bushing 220, provides support and protection for the second main spring 223, and its main function is to absorb and attenuate road and motor vibrations; the second inner tube 224 serves to connect the second bushing 220 with the common structure 100 and provide support; due to the movement of the suspension bushing being limited by the first limiting part 211... Controlled by the second limiting part 221, the first main spring 213 and the second main spring 223 can play their damping role under more ideal working conditions, improving the overall vehicle comfort. Since the first bushing 210 and the second bushing 220 are connected in series by the common structure 100, the overall stiffness of the suspension bushing is jointly determined by the first bushing 210 and the second bushing 220. In practical applications, different stiffness configurations can be achieved by adjusting the characteristics of the two bushings without replacing the main spring, avoiding redesigning the mold, reducing development costs, meeting the different requirements of different vehicle models and motors for suspension bushing stiffness, and meeting the comfort requirements of different vehicle models.

[0061] By setting the first main spring 213 and the second main spring 223 in the first bushing 210 and the second bushing 220 respectively, vibrations from the road surface and the motor can be absorbed and attenuated more effectively, improving vehicle comfort. The outer tube (first outer tube 212, second outer tube 222) and the inner tube (first inner tube 214, second inner tube 224) provide additional support and protection, reducing excessive deformation of the main spring (first main spring 213, second main spring 223) under dynamic conditions, thereby reducing the risk of crushing off. By dividing the bushing into two modules, the first bushing 210 and the second bushing 220, it can be more flexibly adapted to different installation requirements and space constraints, improving the adaptability and maintainability of the design.

[0062] In some embodiments of this application, the first outer tube 212 and the second outer tube 222 can be used to pass through the mounting holes of the frame 01.

[0063] The first limiting part 211 is disposed on the outer surface of the first outer tube 212, and the second limiting part 221 is disposed on the outer surface of the second outer tube 222. The first limiting part 211 and the second limiting part 221 can be used to abut against the two sides of the frame 01.

[0064] It is known that the first outer tube 212 and the second outer tube 222 are directly mechanically connected to the frame 01, providing a stable support structure; the first limiting part 211 and the second limiting part 221 respectively abut against the two sides of the frame 01, clamping the frame 01, so that the suspension bushing is restricted in the first direction. When the suspension bushing is subjected to a force in the first direction (such as an impact from the road surface or a vibration from the motor), the first limiting part 211 and the second limiting part 221 prevent the first outer tube 212 or the second outer tube 222 from axially moving in the mounting hole by abutting against the frame 01; since the first limiting part 211 and the second limiting part 221 abut against the two sides of the frame 01 and provide a physical barrier, the suspension bushing will not fall out of the mounting hole of the frame 01 when subjected to excessive axial force.

[0065] By inserting the first outer tube 212 and the second outer tube 222 into the mounting holes of the frame 01, and providing the first limiting part 211 and the second limiting part 221 on their outer surfaces respectively, the axial movement of the first bushing 210 and the second bushing 220 under dynamic load can be effectively prevented, ensuring the stability of the suspension system under various dynamic conditions and reducing the risk of delamination and loosening. By limiting the axial displacement of the first outer tube 212 and the second outer tube 222 in the mounting holes of the frame 01, the first limiting part 211 and the second limiting part 221 effectively reduce the structural stress concentration caused by dynamic load, thereby extending the service life of the suspension system.

[0066] In some embodiments of this application, in a first direction, a first limiting part 211 is disposed at the end of the first outer tube 212 away from the second outer tube 222, and a second limiting part 221 is disposed at the end of the second outer tube 222 away from the first outer tube 212.

[0067] It is known that the positioning design of the first limiting part 211 and the second limiting part 221 makes the two limiting parts located at opposite ends in the first direction, forming a clamping structure.

[0068] The arrangement of the first limiting part 211 and the second limiting part 221 makes the entire suspension bushing more compact, reduces unnecessary volume occupation, and is conducive to the overall design and space utilization of the vehicle. The arrangement of the first limiting part 211 and the second limiting part 221 at both ends of the first outer tube 212 and the second outer tube 222 makes the installation process simpler and more intuitive, and also facilitates subsequent inspection and maintenance.

[0069] In some embodiments of this application, the first limiting part 211 is configured as a first annular limiting part, which is sleeved around the first outer tube 212.

[0070] And / or, the second limiting part 221 is configured as a second annular limiting part, which is sleeved on the periphery of the second outer tube 222.

[0071] It is known that the first limiting part 211 and the second limiting part 221 are set as annular structures. This structural design provides better support and limiting effect. The annular structure can evenly distribute the force acting on the first limiting part 211 and the second limiting part 221. When the suspension bushing is subjected to loads from different directions, the annular limiting part can evenly transfer these forces to the entire structure, reducing local stress concentration and reducing the risk of material fatigue and damage. The annular limiting part provides 360-degree support, effectively limiting the displacement of the outer tube in any direction. The annular structure provides a larger contact area and a wider contact surface with the frame 01, increasing friction and mechanical locking effect.

[0072] The annular limiting part provides better support and limiting effect, which can effectively limit the axial movement of the first outer tube 212 and the second outer tube 222, reduce the risk of pressure dislodgement caused by uneven load, and at the same time, the annular limiting part can evenly distribute the force from the outside, reduce local stress concentration, and extend the service life of the suspension bushing.

[0073] In some embodiments of this application, the first limiting part 211 is provided with a first limiting groove 2111, and the second limiting part 221 is provided with a second limiting groove 2211.

[0074] The first limiting groove 2111 and the second limiting groove 2211 provide additional mechanical constraints, which can better limit the axial and radial movement of the first outer tube 212 and the second outer tube 222, further reducing the risk of pressure dislodgement caused by uneven load; the first limiting groove 2111 and the second limiting groove 2211 can help achieve more precise component positioning, ensuring that the suspension bushing remains in the optimal position during installation and operation, and improving the overall performance and reliability of the system.

[0075] Referring to Figures 4-7, in some embodiments of this application, the first limiting groove 2111 can be inserted and engaged with the limiting protrusion 011 on the frame 01, and / or the second limiting groove 2211 can be inserted and engaged with the limiting protrusion 011 on the frame 01.

[0076] And / or, the number of first limiting grooves 2111 is multiple, the multiple first limiting grooves 2111 are evenly arranged around the first direction, the number of second limiting grooves 2211 is multiple, the multiple second limiting grooves 2211 are evenly arranged around the first direction, and the multiple first limiting grooves 2111 are correspondingly arranged with the multiple second limiting grooves 2211.

[0077] It is known that the car motor generates a certain torque during operation, especially during start-up and stop. The torque is transmitted to the first outer tube 212 and the second outer tube 222 through the common structure 100, which may cause the suspension bushing to rotate around the axial direction. The first limiting groove 2111 and the second limiting groove 2211 are designed to be able to engage with the limiting protrusion 011 on the frame 01. This engagement provides an additional mechanical locking function to ensure a stable connection between the limiting component and the frame 01 and to prevent the suspension bushing from rotating around the axial direction.

[0078] The way the first limiting groove 2111 and the second limiting groove 2211 are matched with the limiting protrusion 011 not only provides a more uniform force distribution and constraint effect, but also increases the stiffness ratio adjustment range of the suspension bushing. In the prior art, the three-dimensional stiffness ratio of the suspension bushing is fixed, and the adjustment space and range are very limited. If the three-dimensional stiffness ratio of the suspension needs to be adjusted, the structure of the two main springs needs to be changed. By rotating the first limiting part 211 or the second limiting part 221, the positioning method of the first limiting groove 2111 or the second limiting groove 2211 on the frame 01 can be changed, and the arrangement angle of the first bushing 210 and the second bushing 220 on the frame 01 can be changed. The first main spring 213 and the second main spring 223 provide different stiffnesses at different angles, so the stiffness will also change accordingly, thereby achieving stiffness adjustability. At the same time, through the above method, different stiffness configurations can be quickly achieved without replacing any major components, avoiding mold scrapping and additional mold costs caused by redesigning the main springs, improving development efficiency, especially in the development of platform-based models, which can quickly adapt to the needs of different models.

[0079] The insertion and engagement of the first limiting groove 2111 and the second limiting groove 2211 with the limiting protrusion 011 provides an additional mechanical locking effect, preventing the first outer tube 212 and the second outer tube 222 from moving axially and radially under dynamic loads, thus reducing the risk of dislodgement. The uniform arrangement of multiple first limiting grooves 2111 and second limiting grooves 2211 ensures that the force is evenly distributed across the entire limiting structure when subjected to torque, thereby improving the system's torsional resistance and reducing the risk of rotation around the axial direction. By adjusting the rotation angle of the two first limiting parts 211 and the second limiting parts 221, the stiffness of the suspension bushing can be adjusted, reducing development costs. The suspension bushing adjustment becomes more flexible and efficient, improving development efficiency.

[0080] In some embodiments of this application, the common structure 100 further includes an extension 130, in a first direction, a first end of the extension 130 is connected to a first connecting portion 110, and a second end of the extension 130 is connected to a second connecting portion 120.

[0081] With a plane perpendicular to the first direction as the cross-section, the cross-sectional area of ​​the extension 130 is greater than the cross-sectional area of ​​the first connecting part 110, and the cross-sectional area of ​​the extension 130 is greater than the cross-sectional area of ​​the second connecting part 120.

[0082] It is known that, since the cross-sectional area of ​​the extension 130 is larger than that of the first connecting part 110 and the second connecting part 120, the extension 130 can withstand greater axial and lateral loads, can withstand greater loads without buckling or breaking, provides stronger support, has a higher moment of inertia, improves its resistance to torsional deformation, and improves the torsional stiffness of the extension, so that it can better maintain its shape and structural integrity when subjected to torsional force.

[0083] It's important to know that the moment of inertia of a section (also known as the area moment of inertia) is a geometric property used to describe the ability of a cross section to resist bending deformation. It is related to the shape and size of the cross section, but not to the material. Torsional stiffness, on the other hand, describes an object's ability to resist torsional deformation; it depends on the properties of the material, the shape and size of the cross section.

[0084] The larger cross-sectional area of ​​the extension 130 provides higher structural performance, enabling it to more effectively withstand uneven loads from the motor and the road surface, reducing the risk of crushing off; the larger cross-sectional area also gives the extension 130 better torsional resistance when subjected to torque, reducing the risk of rotation around the axial direction; the extension 130 distributes the force evenly on the first connection 110 and the second connection 120, reducing local stress concentration and improving the overall durability of the suspension bushing.

[0085] In some embodiments of this application, the first connecting portion 110 is interference-fitted with the first bushing 210.

[0086] And / or, the second connecting part 120 is interference-fitted with the second bushing 220.

[0087] It is known that the first connecting part 110 and the first bushing 210 are interference-fitted, which means that the size of the first connecting part 110 is slightly larger than the inner diameter of the first bushing 210, so that a certain force needs to be applied during assembly to join them; similarly, the second connecting part 120 and the second bushing 220 are also interference-fitted, and a certain force needs to be applied during assembly to join them.

[0088] The interference fit provides a tight mechanical connection, preventing relative slippage or loosening between the first connecting portion 110 and the second connecting portion 120 and the first bushing 210 and the second bushing 220 under dynamic loads, thereby reducing the risk of pull-out. The interference fit provides higher friction and contact area, which can more effectively resist the torque generated during motor operation and reduce the risk of rotation around the axial direction. The tight interference fit helps to reduce the transmission of vibration force between the first connecting portion 110 and the second connecting portion 120 and the first bushing 210 and the second bushing 220, improving the vibration damping performance of the suspension bushing and thus improving vehicle comfort.

[0089] During assembly, the first bushing 210 is first press-fitted with the first connecting part 110 of the common structure 100, and then the assembly is press-fitted into the frame 01 through a tooling, so that the first outer tube 212 abuts against the inner wall of the mounting hole of the frame 01 and the first limiting part 211 abuts against the outer wall of the frame 01. Finally, the second outer tube 222 is press-fitted into the frame 01 along the second connecting part 120, so that the second outer tube 222 abuts against the inner wall of the mounting hole of the frame 01 and the second limiting part 221 abuts against the outer wall of the frame 01, thus obtaining a complete suspension bushing assembly.

[0090] This application provides an electric vehicle including the aforementioned suspension bushing.

[0091] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are 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.

[0092] In the description of this utility model, it should be understood that the terms "comprising" and "having" as used herein, and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product, or device that includes a series of steps or units is not necessarily limited to those steps or units that are explicitly listed, but may include other steps or units that are not explicitly listed or that are inherent to such process, method, product, or device.

[0093] Unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features.

[0094] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A suspension bushing, characterized in that, include: The common structure (100) includes a first connecting portion (110) and a second connecting portion (120) arranged along a first direction; a first bushing (210) sleeved on the outside of the first connecting portion (110), the first bushing (210) being provided with a first limiting portion (211); a second bushing (220) sleeved on the outside of the second connecting portion (120), the second bushing (220) being provided with a second limiting portion (221); the first limiting portion (211) and the second limiting portion (221) are arranged opposite to each other along the first direction, and a vehicle frame can be accommodated between the first limiting portion (211) and the second limiting portion (221).

2. The suspension bushing according to claim 1, characterized in that, The first bushing (210) includes a first outer tube (212), a first main spring (213), and a first inner tube (214) arranged in sequence; the outer surface of the first main spring (213) is connected to the first outer tube (212), the first inner tube (214) is disposed inside the first main spring (213), and the first inner tube (214) is sleeved on the first connecting part (110); the second bushing (220) includes a second outer tube (222), a second main spring (223), and a second inner tube (224) arranged in sequence; the outer surface of the second main spring (223) is connected to the second outer tube (222), the second inner tube (224) is disposed inside the second main spring (223), and the second inner tube (224) is sleeved on the second connecting part (120).

3. The suspension bushing according to claim 2, characterized in that, The first outer tube (212) and the second outer tube (222) can be inserted into the mounting holes of the frame; the first limiting part (211) is disposed on the outer surface of the first outer tube (212), and the second limiting part (221) is disposed on the outer surface of the second outer tube (222). The first limiting part (211) and the second limiting part (221) can be used to abut against the two sides of the frame.

4. The suspension bushing according to claim 3, characterized in that, In the first direction, the first limiting part (211) is disposed at the end of the first outer tube (212) away from the second outer tube (222), and the second limiting part (221) is disposed at the end of the second outer tube (222) away from the first outer tube (212).

5. The suspension bushing according to claim 3, characterized in that, The first limiting part (211) is configured as a first annular limiting part, which is sleeved on the periphery of the first outer tube (212); and / or, the second limiting part (221) is configured as a second annular limiting part, which is sleeved on the periphery of the second outer tube (222).

6. The suspension bushing according to claim 1, characterized in that, The first limiting part (211) is provided with a first limiting groove (2111), and the second limiting part (221) is provided with a second limiting groove (2211).

7. The suspension bushing according to claim 6, characterized in that, The first limiting groove (2111) can be inserted into the limiting protrusion on the frame, and / or the second limiting groove (2211) can be inserted into the limiting protrusion on the frame; and / or, there are multiple first limiting grooves (2111), which are evenly arranged around the first direction, and multiple second limiting grooves (2211), which are evenly arranged around the first direction, and the multiple first limiting grooves (2111) and the multiple second limiting grooves (2211) are correspondingly arranged.

8. The suspension bushing according to any one of claims 1-7, characterized in that, The common structure (100) further includes an extension (130). In the first direction, a first end of the extension (130) is connected to the first connecting part (110), and a second end of the extension (130) is connected to the second connecting part (120). Taking a plane perpendicular to the first direction as a cross-section, the cross-sectional area of ​​the extension (130) is greater than the cross-sectional area of ​​the first connecting part (110), and the cross-sectional area of ​​the extension (130) is greater than the cross-sectional area of ​​the second connecting part (120).

9. The suspension bushing according to any one of claims 1-7, characterized in that, The first connecting portion (110) is interference-fitted with the first bushing (210); and / or, the second connecting portion (120) is interference-fitted with the second bushing (220).

10. An electric vehicle, characterized in that, Includes a suspension bushing as described in claims 1-9.

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