Suspension pull rod and vehicle

Abstract

The utility model relates to a suspension pull rod and a vehicle, and the suspension pull rod comprises a support used for being connected with a power assembly; the main spring frame comprises a vibration isolation piece, a first framework and a limiting elastic piece, the vibration isolation piece and the first framework are connected, and the limiting elastic piece is arranged in the first framework in a penetrating mode; the connecting piece sequentially penetrates through the vibration isolation piece, the limiting elastic piece and the support, the two ends of the connecting piece are fixedly connected with the vibration isolation piece and the support respectively, the limiting elastic piece is movably arranged on the connecting piece, and the ends of the limiting elastic piece are located on the two sides of the first framework in the X direction respectively and can make contact with the support or the vibration isolation piece. To provide stiffness to the vehicle in the X-direction. According to the suspension pull rod, the vibration isolation piece for providing the vibration isolation effect and the limiting elastic piece for providing rigidity for a vehicle are independently arranged, vibration isolation under small displacement and durability under the large-load working condition can be considered, the suspension pull rod can adapt to various complex working conditions, meanwhile, later independent maintenance and replacement can be facilitated, and the durability of the suspension pull rod is improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle parts, and more specifically, to a suspension tie rod and a vehicle. Background Technology

[0002] In related technologies, suspension tie rods need to effectively isolate high-frequency, low-amplitude vibrations transmitted from the engine or chassis during small vehicle displacement movements to improve comfort. However, under high-load conditions such as vehicle acceleration, braking, or impacts, they need to withstand significant static and dynamic loads. Existing suspension tie rods typically consist of a metal frame, an inner core, and rubber connecting the two. Since the internal rubber is usually vulcanized and fixed integrally between the metal frame and the inner core, the overall material is consistent. However, simultaneously ensuring both vibration isolation and durability places contradictory demands on material performance. This results in existing suspension tie rods being unable to simultaneously achieve vibration isolation under small displacements and durability under high-load conditions. Utility Model Content

[0003] The purpose of this disclosure is to provide a suspension tie rod and a vehicle to solve the problem that existing suspension tie rods cannot simultaneously achieve vibration isolation under small displacements and durability under high load conditions.

[0004] To achieve the above objectives, this disclosure provides a suspension rod, comprising:

[0005] Bracket, used for connection to the powertrain;

[0006] The main spring frame includes a vibration damper and a first frame connected together, and a limiting elastic element passing through the first frame, the first frame being used for connection to the vehicle body; and

[0007] A connector passes sequentially through the vibration isolator, the limiting elastic member, and the bracket, with both ends of the connector fixedly connected to the vibration isolator and the bracket, respectively. The limiting elastic member is movably mounted on the connector.

[0008] The ends of the limiting elastic members are located on both sides of the first frame in the X direction, and can contact the bracket or the vibration isolation member to provide stiffness to the vehicle in the X direction.

[0009] Optionally, the first frame has a first mounting hole for connection to the vehicle body, the first mounting hole being two in number and located on both sides of the limiting elastic member in the Y direction, and the axial direction of the first mounting hole being the X direction.

[0010] Optionally, the main spring frame further includes a first pad, which is disposed within the first mounting hole and conforms to the shape of the first mounting hole.

[0011] The first pad has a first limiting platform and a second limiting platform formed at both ends in the X direction. At least one of the first limiting platform and the second limiting platform is provided with a limiting plane for limiting the first pad in the circumferential direction of the first mounting hole.

[0012] Optionally, the vibration isolation member includes a second frame and a vibration isolation elastic member, and both the vibration isolation elastic member and the limiting elastic member are made of rubber. The vibration isolation elastic member includes:

[0013] A first connecting segment is bonded to the side of the second frame near the first frame, and the first connecting segment has a through hole for the connector to pass through; and

[0014] Two vibration damping sections are arranged opposite each other, with one end of each section connected to the first connecting section and the other end bonded to the first frame.

[0015] Optionally, the dynamic-to-static ratio of the vibration-damping elastic element is lower than that of the limiting elastic element, and the wear resistance coefficient of the limiting elastic element is higher than that of the vibration-damping elastic element.

[0016] Optionally, both the first frame and the second frame are grid structures with multiple cut-out zones.

[0017] Optionally, the limiting elastic element includes:

[0018] An acceleration limiting section is bonded to the side of the first frame near the second frame and is positioned opposite to the first connecting section, for contacting the first connecting section when the vehicle accelerates.

[0019] A deceleration limiting section is bonded to the side of the first frame near the bracket and is positioned opposite the bracket, for contacting the bracket when the vehicle decelerates; and

[0020] The second connecting segment is inserted into the first frame, and its two ends are respectively connected to the acceleration limiting segment and the deceleration limiting segment.

[0021] Optionally, the connector includes:

[0022] The mounting tube passes sequentially through the vibration isolator and the limiting elastic member, and both ends of the mounting tube can be respectively engaged with the bracket and the vibration isolator; and

[0023] A bolt, the shank of which can pass through the mounting tube and connect to the bracket, and can limit the mounting tube between the bracket and the head of the bolt.

[0024] Optionally, the bracket is provided with a first boss, and the mounting tube includes:

[0025] The second pad is snapped into the vibration isolator, and one end of the second pad near the bracket protrudes from the surface of the vibration isolator, forming a second boss; and

[0026] The connecting tube passes through the vibration isolation member and the limiting elastic member in sequence, and each end of the connecting tube has a groove formed thereon. The two grooves can respectively engage with the first boss and the second boss, and are used to limit the connecting tube in the circumferential direction.

[0027] According to another aspect of this disclosure, a vehicle is provided, including a powertrain, a body, and the aforementioned suspension rods, the suspension rods being connected to the body and the powertrain respectively.

[0028] The above technical solution independently sets up vibration isolation components and limiting elastic components that provide stiffness for the vehicle. The vibration isolation components are primarily used to effectively absorb and attenuate vibrations from the powertrain under small displacement conditions, improving ride comfort and NVH (noise, vibration, and harshness) performance. The limiting elastic components, on the other hand, provide stiffness support in the longitudinal direction of the vehicle under high load conditions. This independent setting not only optimizes the vibration isolation and stiffness functions separately, but also balances vibration isolation under small displacement conditions with durability under high load conditions, enabling it to adapt to various complex operating conditions. Furthermore, the separate setting of the vibration isolation components and limiting elastic components facilitates independent maintenance and replacement in the future, improving the durability and reliability of the suspension tie rods.

[0029] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0030] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0031] Figure 1 This is a schematic diagram of a suspension rod according to one embodiment of the present disclosure.

[0032] Figure 2 This is a schematic diagram of the main spring frame in a suspension rod according to one embodiment of the present disclosure.

[0033] Figure 3 This is a schematic diagram of a vibration isolation elastic element in a suspension tie rod according to one embodiment of the present disclosure.

[0034] Figure 4 This is a schematic diagram of a limiting elastic element in a suspension rod according to one embodiment of the present disclosure.

[0035] Figure 5 This is a schematic diagram of the second frame in a suspension rod according to one embodiment of the present disclosure.

[0036] Figure 6 This is a schematic diagram of the first frame in a suspension rod according to one embodiment of the present disclosure.

[0037] Figure 7 This is a schematic diagram from another perspective of the first frame in a suspension rod according to one embodiment of the present disclosure.

[0038] Figure 8 This is a schematic diagram of a bracket in a suspension rod according to one embodiment of the present disclosure.

[0039] Figure 9 This is a schematic diagram of a connecting tube in a suspension rod according to one embodiment of the present disclosure.

[0040] Figure 10 This is a schematic diagram of the first pad in a suspension rod according to one embodiment of the present disclosure.

[0041] Explanation of reference numerals in the attached figures

[0042] 1-Bracket; 11-First boss; 12-Reinforcing rib; 13-Second mounting hole; 2-Main spring frame; 21-Second frame; 211-Third mounting hole; 22-Vibration isolation elastic element; 221-First connecting section; 2211-Through hole; 222-Vibration damping section; 23-First frame; 231-First mounting hole; 24-Limiting elastic element; 241-Acceleration limiting section; 242-Deceleration limiting section; 243-Second connecting section; 25-First pad; 250-Limiting plane; 251-First limiting platform; 252-Second limiting platform; 3-First connecting piece; 31-Mounting tube; 311-Second pad; 3111-Second boss; 312-Connecting tube; 3120-Groove; 32-Bolt. Detailed Implementation

[0043] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0044] In this disclosure, unless otherwise stated, directional terms such as "upper" and "lower" are defined in relation to the actual arrangement direction of the suspension tie rod during use, while directional terms such as "inner" and "outer" are defined in relation to the contour of the corresponding component. "X direction," "Y direction," and "Z direction" are defined in relation to the vehicle's direction of movement, specifically as follows: Figure 1As indicated by the reference numerals, the X direction represents the vehicle's forward and backward direction, the Y direction represents the vehicle's left and right direction, and the Z direction represents the vehicle's height direction. The terms "first," "second," etc., are used to distinguish different components and do not indicate sequence or importance. Furthermore, in the following description, when referring to the accompanying drawings, unless otherwise explained, the same reference numerals in different drawings denote the same or similar elements.

[0045] According to one embodiment of this disclosure, such as Figures 1 to 10 As shown, a suspension rod is provided, including a bracket 1, a main spring frame 2, and a connector 3. The bracket 1 is used to connect to the powertrain. The main spring frame 2 includes a vibration isolator and a first frame 23 connected together, and a limiting elastic member 24 passing through the first frame 23. The first frame 23 can be used to connect to the vehicle body. The connector 3 can pass through the vibration isolator, the limiting elastic member 24, and the bracket 1 in sequence, and both ends of the connector 3 are fixedly connected to the vibration isolator and the bracket 1, respectively. The limiting elastic member 24 is movably disposed on the connector 3. The ends of the limiting elastic member 24 are located on both sides of the first frame 23 in the X direction, and can contact the bracket 1 or the vibration isolator to provide stiffness to the vehicle in the X direction.

[0046] Through the above technical solution, the vibration isolation component, which provides vibration isolation, and the limiting elastic component 24, which provides stiffness for the vehicle, are set independently. The vibration isolation component is mainly used to effectively absorb and attenuate vibrations from the powertrain under small displacement conditions, improving the vehicle's ride comfort and NVH (noise, vibration, and harshness) performance. The limiting elastic component 24, on the other hand, provides stiffness support in the longitudinal direction of the vehicle under high load conditions. This independent setting not only optimizes the vibration isolation and stiffness functions separately, but also balances vibration isolation under small displacement conditions and durability under high load conditions, enabling it to adapt to various complex operating conditions. Furthermore, the separate setting of the vibration isolation component and the limiting elastic component 24 facilitates independent maintenance and replacement in the future, improving the durability and reliability of the suspension tie rod.

[0047] Furthermore, such as Figure 1 , Figure 2 and Figure 5 As shown, the first frame 23 may have first mounting holes 231 for connection to the vehicle body. There are two first mounting holes 231, located on both sides of the limiting elastic member 24 in the Y direction, and the axial direction of the first mounting holes 231 is the X direction. In this way, the assembly direction of the suspension tie rod with the vehicle is the X direction, which not only reduces the requirements of the subframe in the height direction, but also reduces the complexity of the body structure, thereby reducing the overall vehicle weight and manufacturing costs.

[0048] Furthermore, such as Figure 1 , Figure 2 and Figure 10As shown, the main spring frame 2 may further include a first pad 25, which is disposed within the first mounting hole 231 and conforms to the shape of the first mounting hole 231. The first pad 25 has a first limiting platform 251 and a second limiting platform 252 formed at both ends in the X direction. At least one of the first limiting platform 251 and the second limiting platform 252 has a limiting plane 250 for limiting the first pad 25 in the circumferential direction of the first mounting hole 231. The first pad 25 is used to accommodate bolts or threaded rods and other body connecting parts for connection to the vehicle body. The first pad 25 can separate the body connecting parts from the first frame 23, avoiding wear caused by direct contact between the two, thereby extending the service life of the suspension rod. Furthermore, since the shape of the first mounting hole 231 conforms to the first limiting platform 251 and the second limiting platform 252, the first limiting platform 251 and the second limiting platform 252 can limit the first pad 25 in both the axial and radial directions of the first mounting hole 231 after installation. The limiting plane 250 also allows the first pad 25 to be circumferentially limited after installation in the first mounting hole 231. This not only prevents the first pad 25 from slipping and causing installation difficulties during the installation of the vehicle body connector, but also prevents the first pad 25 from rotating or shifting during vehicle operation, thus ensuring the stability and reliability of the connection. Regarding the setting of the limiting plane 250, it can be that each of the first limiting platform 251 and the second limiting platform 252 has one limiting plane 250, or it can have one limiting plane 250 on the first limiting platform 251 and two limiting planes 250 on the second limiting platform 252. The limiting planes 250 on the first limiting platform 251 and the second limiting platform 252 are not coplanar; this disclosure does not limit this specific configuration.

[0049] According to one embodiment of this disclosure, such as Figures 1 to 7 As shown, the vibration isolation component may include a second frame 21 and a vibration isolation elastic element 22. Here, both the first frame 23 and the second frame 21 can be a grid structure with multiple hollowed-out areas. The grid structure not only reduces the overall weight of the suspension tie rod, but also improves its stiffness and strength, enabling it to better withstand the load from the powertrain, thus achieving a lightweight design for the suspension tie rod.

[0050] In addition, the vibration isolation elastic element 22 can be made of rubber, such as... Figures 1 to 3As shown, the vibration-damping elastic element 22 includes a first connecting section 221 and two opposing damping sections 222. The first connecting section 221 can be bonded to the side of the second frame 21 closest to the first frame 23, thus ensuring the connection strength between the vibration-damping elastic element 22 and the second frame 21 and preventing loosening or detachment of components due to vibration. The first connecting section 221 is provided with a through hole 2211 for the connector 3 to pass through. One end of each damping section 222 is connected to the first connecting section 221, and the other end is bonded to the first frame 23. The two opposing damping sections 222 can enhance the vibration isolation effect and absorb vibration energy through elastic deformation, thereby improving the ride comfort of the vehicle. The contact surface between the first frame 23 and the damping section 222 can be two inclined planes forming an angle, so that the two damping sections 222 can be arranged in a V-shape, which can not only provide elastic support in multiple directions, but also disperse stress and improve the service life of the vibration-damping elastic element 22.

[0051] The limiting elastic element 24 can also be made of rubber, such as... Figure 1 , Figure 2 and Figure 4 As shown, the limiting elastic member 24 may include an acceleration limiting segment 241, a deceleration limiting segment 242, and a second connecting segment 243. The acceleration limiting segment 241 can be bonded to the side of the first frame 23 near the second frame 21 and is positioned opposite to the first connecting segment 221, for contact with the first connecting segment 221 during vehicle acceleration. The deceleration limiting segment 242 can be bonded to the side of the first frame 23 near the bracket 1 and is positioned opposite to the bracket 1, for contact with the bracket 1 during vehicle deceleration. The second connecting segment 243 can pass through the first frame 23, with its two ends connected to the acceleration limiting segment 241 and the deceleration limiting segment 242, respectively. During vehicle acceleration, the first frame 23 moves the limiting elastic member 24 until it contacts the first connecting segment 221, at which point the acceleration limiting segment 241 gradually tightens, thus providing rigidity to the vehicle. During vehicle deceleration, the first frame 23 moves the limiting elastic member 24 until it contacts the bracket 1, at which point the deceleration limiting segment 242 gradually tightens, providing rigidity to the vehicle. The second connecting section 243 connects the acceleration limiting section 241 and the deceleration limiting section 242 by passing through the first frame 23, forming an integral structure. This allows the limiting elastic element 24 to be integrally molded during manufacturing, further enhancing its rigidity and durability while reducing production costs. The vibration isolation elastic element 22 and the limiting elastic element 24 can also be springs or cylinders, etc., structures capable of providing buffering force; this disclosure does not limit this to either.

[0052] Regarding the rubber materials used for the vibration isolation elastic element 22 and the limiting elastic element 24, since the vibration isolation elastic element 22 needs to effectively absorb and attenuate vibrations under small displacement conditions to improve vehicle ride comfort, it needs to use a rubber material with a low dynamic-to-static ratio to easily improve NVH performance. The dynamic-to-static ratio of the vibration isolation elastic element 22 is lower than that of the limiting elastic element 24. It should be noted that the dynamic-to-static ratio here refers to the ratio of dynamic modulus to static modulus. The limiting elastic element 24 needs to provide stable stiffness support under high load conditions and has a long service life. Therefore, the limiting elastic element 24 needs high durability performance. Here, durability performance may include, but is not limited to, wear resistance coefficient, aging resistance coefficient, and tear resistance coefficient, which are not limited in this disclosure. The wear resistance coefficient, aging resistance coefficient, and tear resistance coefficient of the limiting elastic element 24 can all be higher than those of the vibration isolation elastic element 22. Using different rubbers for the vibration isolation elastic element 22 and the limiting elastic element 24 can not only optimize the vibration isolation and limiting functions separately, but also improve the overall durability and reliability of the suspension tie rod. Meanwhile, since the vibration isolation elastic element 22 and the limiting elastic element 24 can be replaced individually according to their respective wear conditions, without the need to replace the entire suspension rod, this can also effectively reduce the maintenance cost of the suspension rod.

[0053] According to one embodiment of this disclosure, such as Figure 1 and Figure 9 As shown, the connector 3 may include a mounting tube 31 and a bolt 32. The mounting tube 31 can pass through the vibration isolator and the limiting elastic member 24 in sequence, and both ends of the mounting tube 31 can be engaged with the bracket 1 and the vibration isolator, respectively. The shank of the bolt 32 can pass through the mounting tube 31 and connect to the bracket 1, and can limit the mounting tube 31 between the bracket 1 and the head of the bolt 32. The mounting tube 31 can prevent the limiting elastic member 24 from contacting the bolt 32, preventing the bolt 32 from wearing the elastic member 24. In addition, the connection method of the mounting tube 31 and the bolt 32 can ensure that the limiting elastic member 24 can move on the mounting tube 31 while ensuring that the main spring frame 2 is completely limited on the connector 3, thus improving the connection stability.

[0054] Furthermore, such as Figures 1 to 10As shown, the bracket 1 can be provided with a first boss 11, and the mounting tube 31 includes a second pad 311 and a connecting tube 312. The second pad 311 can be snapped into the vibration isolator, and the end of the second pad 311 near the bracket 1 protrudes from the surface of the vibration isolator to form a second boss 3111. The connecting tube 312 can pass through the vibration isolator and the limiting elastic member 24 in sequence, and each end of the connecting tube 312 has a groove 3120 formed thereon. The two grooves 3120 can be snapped into the first boss 11 and the second boss 3111 respectively, for limiting the connecting tube 312 in the circumferential direction. Since the grooves 3120 can be snapped into the first boss 11 and the second boss 3111 respectively, the connecting tube 312 has an anti-rotation function, thereby realizing the circumferential limitation between the connecting member 3 and the main spring frame 2 and the bracket 1. This connection method can not only improve the overall stiffness of the suspension rod, but also simplify the assembly process and reduce the installation difficulty.

[0055] In addition, regarding the snap-fit ​​method of the second pad 311, the second pad 311 can also have the same structure as the first pad 25 mentioned above, that is, a limiting platform is also provided at both ends of the second pad 311, and a limiting plane is provided on the limiting platform. The second frame 21 is provided with a third mounting hole 211 that matches the shape of the second pad 311. In this way, the limiting platform and the limiting plane can complete the circumferential, axial and radial limiting of the second pad 311 in the third mounting hole 211. The limiting platform of the second pad 311 near the first frame 23 protrudes from the surface of the third mounting hole 211, and the protruding part can be formed as the second boss 3111, thereby engaging with the groove 3120.

[0056] According to one embodiment of this disclosure, the bracket 1 can be a cast aluminum bracket, such as... Figure 1 and Figure 8 As shown, the bracket 1 may also be provided with a reinforcing rib 12 and a third mounting hole 13. The reinforcing rib 12 may be a T-shaped reinforcing rib 12 to increase the strength of the bracket 1. The axial direction of the third mounting hole 13 is Y direction, for connection with the powertrain.

[0057] Based on the above solutions, this disclosure also provides a vehicle, which includes a powertrain, a body, and the aforementioned suspension rods. The suspension rods are connected to the body and the powertrain respectively, and the vehicle has all the beneficial effects of the aforementioned suspension rods, which will not be elaborated here.

[0058] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0059] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0060] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A suspension rod, characterized in that, include: Bracket, used for connection to the powertrain; The main spring frame includes a vibration damping member and a first frame connected together, and a limiting elastic member passing through the first frame, the first frame being used to connect to the vehicle body; and A connector passes sequentially through the vibration isolator, the limiting elastic member, and the bracket, with both ends of the connector fixedly connected to the vibration isolator and the bracket, respectively. The limiting elastic member is movably mounted on the connector. The ends of the limiting elastic members are located on both sides of the first frame in the X direction, and can contact the bracket or the vibration isolation member to provide stiffness to the vehicle in the X direction.

2. The suspension rod according to claim 1, characterized in that, The first frame has a first mounting hole for connection to the vehicle body. There are two first mounting holes, which are located on both sides of the limiting elastic member in the Y direction, and the axial direction of the first mounting hole is the X direction.

3. The suspension rod according to claim 2, characterized in that, The main spring frame also includes a first pad, which is disposed within the first mounting hole and conforms to the shape of the first mounting hole. The first pad has a first limiting platform and a second limiting platform formed at both ends in the X direction. At least one of the first limiting platform and the second limiting platform is provided with a limiting plane for limiting the first pad in the circumferential direction of the first mounting hole.

4. The suspension rod according to claim 1, characterized in that, The vibration isolation component includes a second frame and a vibration isolation elastic component, wherein both the vibration isolation elastic component and the limiting elastic component are made of rubber. The vibration isolation elastic component includes: A first connecting segment is bonded to the side of the second frame near the first frame, and the first connecting segment has a through hole for the connector to pass through; and Two vibration damping sections are arranged opposite each other, with one end of each section connected to the first connecting section and the other end bonded to the first frame.

5. The suspension rod according to claim 4, characterized in that, The dynamic-to-static ratio of the vibration-damping elastic element is lower than that of the limiting elastic element, and the wear resistance coefficient of the limiting elastic element is higher than that of the vibration-damping elastic element.

6. The suspension rod according to claim 4, characterized in that, Both the first frame and the second frame are grid-type structures with multiple hollowed-out areas.

7. The suspension rod according to claim 4, characterized in that, The limiting elastic element includes: An acceleration limiting section is bonded to the side of the first frame near the second frame and is positioned opposite to the first connecting section, for contacting the first connecting section when the vehicle accelerates. A deceleration limiting section is bonded to the side of the first frame near the bracket and is positioned opposite the bracket, for contacting the bracket when the vehicle decelerates; and The second connecting segment is inserted into the first frame, and its two ends are respectively connected to the acceleration limiting segment and the deceleration limiting segment.

8. The suspension rod according to claim 1, characterized in that, The connector includes: The mounting tube passes sequentially through the vibration isolator and the limiting elastic member, and both ends of the mounting tube can be respectively engaged with the bracket and the vibration isolator; and A bolt, the shank of which can pass through the mounting tube and connect to the bracket, and can limit the mounting tube between the bracket and the head of the bolt.

9. The suspension rod according to claim 8, characterized in that, The bracket is provided with a first protrusion, and the mounting tube includes: The second pad is snapped into the vibration isolator, and one end of the second pad near the bracket protrudes from the surface of the vibration isolator, forming a second boss; and The connecting tube passes through the vibration isolation member and the limiting elastic member in sequence, and each end of the connecting tube has a groove formed thereon. The two grooves can respectively engage with the first boss and the second boss, and are used to limit the connecting tube in the circumferential direction.

10. A vehicle, characterized in that, The system includes a powertrain, a body, and a suspension rod as described in any one of claims 1-9, wherein the suspension rod is connected to the body and the powertrain, respectively.

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