Suspension structure and vehicle

Abstract

This application relates to the field of vehicle chassis and provides a suspension structure and a vehicle. The suspension structure of this application includes an outer tube, an inner core disposed within the outer tube, and an elastic body disposed between the outer tube and the inner core. The elastic body has a first portion wrapped around the inner core and a second portion connected to the first portion. The second portion is disposed at the end of the inner core connected to the powertrain bracket, and when the inner core is connected to the powertrain bracket, the second portion can abut against the powertrain bracket. The suspension structure of this application can increase the friction between the elastic body and the powertrain bracket, and also increase the friction between the powertrain bracket and the inner core during the connection process, preventing the inner core from shifting. This effectively avoids torsional deformation of the elastic body, thereby improving the reliability of the elastic body and the overall suspension structure.

Description

Technical Field

[0001] This application relates to the field of vehicle chassis, and in particular to a suspension structure and vehicle. Background Technology

[0002] Currently, the main types of vehicle mounts include bushing mounts, hydraulic mounts, semi-active mounts, and active mounts. The primary function of vehicle mounts is to fix and support the vehicle's powertrain, withstand the reciprocating inertial forces and torques generated within the powertrain due to the rotation and translation of the engine or motor, and isolate vibrations in the chassis or body caused by engine or motor excitation.

[0003] In related technologies, the suspension and powertrain are typically connected by a bracket. The bushing suspension generally includes an inner core, an outer tube, and an elastomer connecting the two. To save costs and improve assembly efficiency, the bracket and bushing suspension are usually connected by bolts. However, when a torque is applied to the bolt to connect the suspension and the bracket, the inner core is prone to rotation, which in turn causes the elastomer to rotate, resulting in torsional deformation of the elastomer and reducing the reliability of the elastomer and the overall suspension structure. Utility Model Content

[0004] In view of this, this application aims to propose a suspension structure to improve the reliability of the suspension structure.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows:

[0006] A suspension structure includes an outer tube, an inner core disposed in the outer tube, and an elastic body disposed between the outer tube and the inner core;

[0007] The elastomer has a first portion that wraps around the inner core and a second portion that is connected to the first portion. The second portion is located at the end of the inner core that is connected to the powertrain bracket, and when the inner core is connected to the powertrain bracket, the second portion can abut against the powertrain bracket.

[0008] Furthermore, the end of the inner core connected to the powertrain bracket is provided with a groove; the second part is disposed in the groove and protrudes outward along the axial direction of the inner core.

[0009] Furthermore, the groove includes a central groove disposed in the middle of the inner core and an extension groove extending radially along the central groove; the second part includes a central portion disposed in the central groove and an extension portion disposed in the extension groove.

[0010] Furthermore, the groove includes an annular groove surrounding the central groove, the annular groove communicating with the extension groove; the second part includes an annular portion disposed within the annular groove, the annular portion being connected to the extension portion.

[0011] Furthermore, the inner core has a connecting hole in the middle that penetrates the groove, and a through hole is provided on the central part corresponding to the connecting hole; the inner core is connected to the powertrain bracket by bolts passing through the connecting hole and the through hole.

[0012] Furthermore, a first preset gap is provided between the central portion and the wall of the central groove; and / or, a second preset gap is provided between the extended portion and the two side walls of the extended groove.

[0013] Furthermore, the first preset gap is between 0.5mm and 5.0mm; and / or, the second preset gap is between 0.5mm and 5.0mm.

[0014] Furthermore, the extension grooves are a plurality of grooves spaced circumferentially along the central groove, and the extension portions are arranged in a one-to-one correspondence with the extension grooves; and / or, the annular grooves are a plurality of grooves spaced radially along the central groove, and the annular portions are arranged in a one-to-one correspondence with the annular grooves.

[0015] Furthermore, the inner core has an elongated cross-section, and extension grooves are provided on both sides of the elongated shape along its length; each side has two oppositely arranged extension grooves, and each extension groove extends towards the corresponding end in the width direction of the elongated shape. Compared with related technologies, this application has the following advantages:

[0016] (1) The suspension structure described in this application, by having an elastomer having a first portion wrapped around an inner core and a second portion connected to the first portion, wherein the second portion is located at the end of the inner core connected to the powertrain bracket, and the second portion can abut against the powertrain bracket when the inner core is connected to the powertrain bracket, can increase the frictional force between the elastomer and the powertrain bracket, and can also increase the frictional force between the powertrain bracket and the inner core during the connection of the inner core and the powertrain bracket, preventing the inner core from shifting, thereby effectively avoiding torsional deformation of the elastomer, and thus improving the reliability of the elastomer and the overall suspension structure.

[0017] (2) A groove is provided at one end of the inner core that connects to the powertrain bracket, and a second part is provided in the groove and protrudes outward along the axial direction of the inner core. This arrangement, with the second part of the elastomer located in the groove at the end where the inner core connects to the powertrain bracket, improves the connection stability between the elastomer and the inner core. When the inner core is connected to the powertrain bracket, it effectively prevents torsional deformation of the inner core from affecting the reliability of the suspension structure. Simultaneously, the protruding second part, when in contact with the powertrain bracket, can better absorb and attenuate vibration energy, further improving the vibration isolation effect of the entire suspension structure, reducing in-vehicle noise, and enhancing ride comfort.

[0018] (3) The groove includes a central groove located in the middle of the inner core and an extension groove extending radially along the central groove. The second part includes a central portion located within the central groove and an extension portion located within the extension groove. This arrangement increases the contact area between the second part of the elastomer and the powertrain bracket, thereby generating greater friction. This further reduces the slippage of the inner core and the deformation of the elastomer, further ensuring the reliability of the elastomer and the suspension structure. Moreover, when the central portion and the extension portion abut against the powertrain bracket, they can better disperse stress, avoiding local stress concentration, thereby reducing the risk of component damage due to excessive stress, and thus enhancing the stability and reliability of the entire suspension structure.

[0019] (4) The groove includes an annular groove surrounding the central groove, which is connected to the extension groove. The second part includes an annular portion located within the annular groove, which is connected to the extension portion. This arrangement increases the contact area between the second part and the inner core, thereby increasing the friction between the second part and the inner core. This further prevents the inner core from rotating, which could cause the elastomer to twist. This improves the durability of the elastomer and thus enhances the durability of the suspension structure.

[0020] (5) The inner core has a through-groove connecting hole in the middle, and a through hole is provided on the central part corresponding to the connecting hole. The inner core is connected to the powertrain bracket by bolts passing through the connecting hole and the through hole. This arrangement can reliably connect the inner core, the second part and the powertrain bracket together, and can further utilize the friction between the second part and the powertrain bracket to effectively prevent the connection from loosening due to vibration, impact and other conditions during vehicle operation, thus ensuring the stability of the suspension structure and the normal operation of the powertrain system. In addition, the bolt connection is simple to assemble and easy to disassemble, which facilitates the maintenance of internal components such as the elastomer and the inner core.

[0021] (6) A first preset gap is provided between the central portion and the wall of the central groove, and a second preset gap is provided between the extended portion and the two side walls of the extended groove. With this configuration, after the inner core is connected to the powertrain bracket, the existence of the first and second preset gaps provides deformation space for the second part of the elastomer. When the powertrain vibrates or is subjected to external forces, the second part of the elastomer can freely deform within the preset gaps, thereby effectively absorbing and buffering vibration energy without significantly affecting the fastening force between the inner core and the powertrain bracket.

[0022] (7) The first preset gap is between 0.5mm and 5.0mm, and the second preset gap is between 0.5mm and 5.0mm. This setting ensures that the normal deformation of the elastomer is not restricted due to the gap being too small, nor is the connection stability between the inner core and the powertrain bracket affected due to the gap being too large. As a result, it can effectively ensure that the connection between the inner core and the powertrain bracket remains stable under various working conditions and will not loosen due to vibration or external force, which can further improve the reliability of the suspension structure.

[0023] (8) Multiple extension grooves are spaced circumferentially along the central groove, with each extension portion corresponding to one of the extension grooves. Similarly, multiple annular grooves are spaced radially along the central groove, with each annular portion corresponding to one of the annular grooves. This arrangement enables multi-point support and connection between the elastomer and the inner core. Simultaneously, it increases the friction between the elastomer and the powertrain bracket, thereby increasing the friction between the powertrain bracket and the inner core during bolt tightening. This further prevents the inner core from shifting due to bolt tightening, thus preventing deformation of the elastomer and further improving the reliability of the elastomer and suspension structure.

[0024] (9) The cross-section of the inner core is elongated, with extension grooves on both sides along its length. Each side has two opposite extension grooves, extending towards the corresponding end along the width of the elongated section. This design effectively reduces the length of the extension portion, making the structure of the second part more compact. This results in better structural strength for the second part, further reducing the slippage of the inner core and the deformation of the elastic body when the inner core is connected to the powertrain bracket, thus improving the durability and reliability of the suspension structure.

[0025] This application also proposes a vehicle that includes the suspension structure described above.

[0026] The vehicle described in this application, by having the suspension structure as described above, can improve the durability of the elastomer and suspension structure in the vehicle suspension structure, thereby helping to ensure the noise reduction and vibration isolation performance of the vehicle. Attached Figure Description

[0027] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings:

[0028] Figure 1 This is a schematic diagram of the overall structure of the suspension structure described in the embodiments of this application;

[0029] Figure 2 for Figure 1 A schematic diagram of the structure shown from another perspective;

[0030] Figure 3 This is a schematic diagram illustrating the fit between the elastomer and the inner core as described in the embodiments of this application;

[0031] Figure 4 for Figure 3 A schematic diagram of the structure shown from another perspective;

[0032] Figure 5 for Figure 4 Sectional view at point A in the middle;

[0033] Figure 6 This is a schematic diagram of the structure of the elastomer described in the embodiments of this application;

[0034] Figure 7 for Figure 9 A schematic diagram of the structure shown from another perspective;

[0035] Figure 8 This is a schematic diagram of the inner core structure described in the embodiments of this application;

[0036] Figure 9 for Figure 8 A schematic diagram of the structure shown from another perspective;

[0037] Figure 10 This is a schematic diagram of another embodiment of the suspension structure described in this application;

[0038] Explanation of reference numerals in the attached figures:

[0039] 1. Inner core; 11. Groove; 111. Central groove; 112. Extension groove; 113. Annular groove; 12. Connecting hole;

[0040] 2. Elastomer; 21. First part; 22. Second part; 221. Central part; 2211. Through hole; 222. Extension part; 223. Annular part; 23. Third part; 24. Fourth part; 241. Adjustment hole; 25. Fifth part; 251. Protrusion; 26. Second flange; 261. Buffer groove; 27. Annular groove;

[0041] 3. Powertrain bracket; 31. Mounting holes; 4. Bolts;

[0042] L1, first preset gap; L2, second preset gap. Detailed Implementation

[0043] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0044] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0045] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0046] Furthermore, in the description of this application, unless otherwise expressly 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 between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0047] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0048] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0049] An embodiment of the first aspect of this application provides a suspension structure applied in a vehicle chassis. Its primary function is to fix and support the vehicle's powertrain, withstand the reciprocating inertial forces and torques generated within the powertrain due to the rotation and translation of the engine or motor, and isolate vibrations of the frame or body caused by engine or motor excitation. Furthermore, this embodiment's suspension structure, through innovative structural design, enhances the durability of the elastomers and the suspension structure itself, thereby contributing to ensuring the vehicle's noise reduction and vibration isolation performance.

[0050] In related technologies, the suspension and powertrain are typically connected by a bracket. The bushing suspension generally includes an inner core, an outer tube, and an elastomer connecting the two. To save costs and improve assembly efficiency, the bracket and bushing suspension are usually connected by a single bolt. However, when a torque is applied to this bolt to connect the suspension and the bracket, the inner core is prone to rotation, which in turn causes the elastomer to rotate, resulting in torsional deformation of the elastomer and affecting the reliability of the elastomer and the overall suspension structure.

[0051] In view of this, in order to overcome the shortcomings of related technologies, the suspension structure of this embodiment combines... Figures 1 to 4 In terms of overall design, it includes an outer tube, an inner core 1 disposed in the outer tube, and an elastic body 2 disposed between the outer tube and the inner core 1.

[0052] The elastomer 2 has a first part 21 wrapped around the inner core 1 and a second part 22 connected to the first part 21. The second part 22 is located at the end of the inner core 1 connected to the powertrain bracket 3, and when the inner core 1 is connected to the powertrain bracket 3, the second part 22 can abut against the powertrain bracket 3.

[0053] Therefore, by having the elastomer 2 have a first portion 21 that wraps around the inner core 1, and a second portion 22 connected to the first portion 21, the second portion 22 is located at the end of the inner core 1 connected to the powertrain bracket 3, and when the inner core 1 is connected to the powertrain bracket 3, the second portion 22 can abut against the powertrain bracket 3. In this embodiment, the second portion 22 increases the friction between the elastomer 2 and the powertrain bracket 3, and also increases the friction between the powertrain bracket 3 and the inner core 1 during the connection process, preventing the inner core 1 from shifting. This effectively avoids torsional deformation of the elastomer 2, thereby improving the reliability of the elastomer 2 and the overall suspension structure.

[0054] Furthermore, it is worth mentioning that in the motor mounting structure of this embodiment, the first part 21 and the second part 22 are integral structures. This arrangement allows the elastomer 2 to directly complete the vulcanization process during the processing stage, thereby eliminating additional processing steps. This not only improves production efficiency but also controls processing costs, which in turn helps control the overall vehicle cost and enhances the product's competitiveness in the market.

[0055] Furthermore, the outer tube, as the outermost structure of the suspension system, is used to connect to the vehicle's subframe. Specifically, the outer tube has a first flange at the end where the inner core 1 connects to the powertrain bracket 3. This design facilitates positioning when connecting the outer tube to the subframe and also facilitates the press-fitting of the suspension system, thereby simplifying the assembly process and improving assembly efficiency and quality. The outer tube is preferably made of a metal material with sufficient strength, such as steel.

[0056] Continue to combine Figure 1 as well as Figure 3 and Figure 4 As shown, in some exemplary embodiments, the end of the inner core 1 connected to the powertrain bracket 3 is provided with a groove 11. A second portion 22 is disposed in the groove 11 and protrudes outward along the axial direction of the inner core 1. This arrangement, with the second portion 22 of the elastomer 2 disposed in the groove 11 at the end where the inner core 1 connects to the powertrain bracket 3, improves the connection stability between the elastomer 2 and the inner core 1. When the inner core 1 is connected to the powertrain bracket 3, it increases the friction between the inner core 1 and the powertrain bracket 3, effectively preventing torsional deformation of the inner core 1 from affecting the reliability of the suspension structure. Simultaneously, the protruding second portion 22, when abutting against the powertrain bracket 3, can better absorb and attenuate vibration energy, further improving the vibration isolation effect of the entire suspension structure, reducing in-vehicle noise, and enhancing ride comfort.

[0057] Continue by Figure 3 and Figure 4 and combined Figures 6 to 9 As shown, in some exemplary embodiments, the groove 11 includes a central groove 111 disposed in the middle of the inner core 1, and an extension groove 112 extending radially along the central groove 111. The second portion 22 includes a central portion 221 disposed in the central groove 111, and an extension portion 222 disposed in the extension groove 112.

[0058] This configuration, with a central groove 111 and an extension groove 112 in the middle of the inner core 1, and a corresponding central portion 221 and extension portion 222, increases the contact area between the second portion 22 of the elastic body 2 and the powertrain bracket 3, thereby generating greater friction. This further reduces the misalignment of the inner core 1 and the deformation of the elastic body 2, further ensuring the reliability of the elastic body 2 and the suspension structure. Moreover, when the central portion 221 and the extension portion 222 abut against the powertrain bracket 3, they can better disperse stress, avoiding local stress concentration, thereby reducing the risk of component damage due to excessive stress, and thus enhancing the stability and reliability of the entire suspension structure.

[0059] In some of the exemplary implementations, combined with Figure 10 As shown, the groove 11 includes an annular groove 113 surrounding the central groove 111, which communicates with the extension groove 112. The second part 22 includes an annular portion 223 disposed within the annular groove 113, which is connected to the extension portion 222. This arrangement increases the contact area between the second part 22 and the inner core 1, thereby increasing the friction between them. This further prevents the inner core 1 from rotating and causing the elastomer 2 to twist, effectively reducing torsional damage to the elastomer 2 and improving its durability. This, in turn, enhances the durability and reliability of the entire suspension structure, ensuring that the suspension system maintains good performance during long-term vehicle use, thus further guaranteeing the user experience.

[0060] Depend on Figure 3 , Figure 4 , Figure 5 and continue to combine Figure 6 As shown, in some exemplary embodiments, the inner core 1 has a connecting hole 12 through the groove 11 in the middle, and a through hole 2211 is provided on the central part 221 corresponding to the connecting hole 12. The inner core 1 is connected to the powertrain bracket 3 by bolts 4 passing through the connecting hole 12 and the through hole 2211.

[0061] This configuration includes a connecting hole 12 and a through hole 2211 in the center of the inner core 1. Bolts passing through the inner core connect the through hole 2211 and the connecting hole 12 to the powertrain bracket 3. This reliably connects the inner core 1, the second part 22, and the powertrain bracket 3. Furthermore, the friction between the second part 22 and the powertrain bracket 3 effectively prevents loosening of the connection due to vibration, impact, or other conditions during vehicle operation, ensuring the stability of the suspension structure and the normal operation of the powertrain system. In addition, the bolt connection 4 is simple to assemble and easy to disassemble, facilitating maintenance of internal components such as the elastomer 2 and the inner core 1.

[0062] Depend on Figure 3, Figure 4 , Figure 8 and continue to combine Figure 10 As shown, in some exemplary embodiments, a first preset gap L1 is provided between the central portion 221 and the groove wall of the central groove 111, and a second preset gap L2 is provided between the extension portion 222 and the two side walls of the extension groove 112.

[0063] Thus, a first preset gap L1 is provided between the central portion 221 and the wall of the central groove 111, and a second preset gap L2 is provided between the extension portion 222 and the two side walls of the extension groove 112. This allows for deformation space to be provided for the second portion 22 of the elastic body 2 after the inner core 1 is connected to the powertrain bracket 3, due to the presence of the first and second preset gaps L1 and L2. When the powertrain vibrates or is subjected to external forces, the second portion 22 of the elastic body 2 can freely deform within the preset gaps, effectively absorbing and buffering vibration energy without significantly affecting the fastening force between the inner core 1 and the powertrain bracket 3.

[0064] In some exemplary embodiments, the first preset gap L1 is between 0.5mm and 5.0mm, and the second preset gap L2 is between 0.5mm and 5.0mm. The advantage of this setting is that it avoids restricting the normal deformation of the elastomer 2 due to excessively small gaps, and also prevents affecting the connection stability between the inner core 1 and the powertrain bracket 3 due to excessively large gaps. This effectively ensures that the connection between the inner core 1 and the powertrain bracket 3 remains stable under various operating conditions, preventing loosening due to vibration or external forces, thus further improving the reliability of the suspension structure.

[0065] Continue by Figure 3 , Figure 4 , Figure 8 and combined Figure 10 As shown, in some exemplary embodiments, the extension grooves 112 are a plurality of ones arranged circumferentially along the central groove 111, and the extension portions 222 are arranged one-to-one with the extension grooves 112; and the annular grooves 113 are a plurality of ones arranged radially along the central groove 111, and the annular portions 223 are arranged one-to-one with the annular grooves 113.

[0066] Thus, the extension grooves 112 are arranged in multiple circumferentially along the central groove 111, with the extension portions 222 corresponding to the extension grooves 112. Similarly, the annular grooves 113 are arranged in multiple radially spaced along the central groove 111, with the annular portions 223 corresponding to the annular grooves 113 one-to-one. This configuration enables multi-point support and connection between the elastic body 2 and the inner core 1. Simultaneously, it increases the friction between the elastic body 2 and the powertrain bracket 3, thereby increasing the friction between the powertrain bracket 3 and the inner core 1 during bolt 4 tightening. This further prevents the inner core 1 from shifting due to bolt 4 tightening, thus preventing deformation of the elastic body 2 and further improving the reliability of the elastic body 2 and the suspension structure.

[0067] Similarly, continue by Figure 3 , Figure 4 , Figure 8 and combined Figure 10 As shown, in some exemplary embodiments, the inner core 1 has a long strip cross-section, and extension grooves 112 are provided on both sides of the long strip in the length direction. Each side extension groove 112 consists of two oppositely arranged extension grooves, and each side extension groove 112 extends to the corresponding end in the width direction of the long strip.

[0068] Thus, by setting the cross-section of the inner core 1 to be elongated, and providing extension grooves 112 on both sides of the elongated strip along its length, with each extension groove 112 being arranged opposite to the other and extending towards the corresponding end of the elongated strip along its width, the length of the extension portion 222 can be effectively reduced, making the structure of the second part 22 more compact. This, in turn, helps the second part 22 to have better structural strength. Furthermore, when the inner core 1 is connected to the powertrain bracket 3, it can further reduce the slippage of the inner core 1 and the deformation of the elastic body 2, thereby improving the durability and reliability of the suspension structure. It should be noted that the cross-section refers to the section perpendicular to the length direction of the inner core.

[0069] It should be noted that the number of extension grooves 112 and extension portions 222 can be two, three, or other quantities besides the four shown in the figure. Furthermore, the extension grooves 112 and extension portions 222 can extend not only to the corresponding ends in the width direction of the inner core 1, but also to the corresponding ends in the length direction of the inner core 1. In addition, the extension grooves 112 and extension portions 222 can be curved or other irregular shapes besides the shape shown in the figure.

[0070] In addition to the elongated cross-section of the inner core 1, the cross-sectional shape of the inner core 1 can be varied according to specific needs. In some other exemplary embodiments, a circular cross-section of the inner core 1 is also feasible. Furthermore, in specific implementations, the inner core 1 in this embodiment is typically made of aluminum. Aluminum has low density, high strength, and good corrosion resistance, which can effectively achieve lightweighting of the inner core 1 structure while ensuring its structural strength. This also helps control the weight of the entire suspension structure, thereby contributing to the lightweight performance of the entire vehicle and improving its overall performance.

[0071] In some exemplary embodiments, the elastomer 2 further includes a third portion 23 disposed on the inner wall of the outer tube, and a fourth portion 24 located on two opposite sides of the inner core 1 in the first direction, the fourth portion 24 connecting the third portion 23 to the aforementioned first portion 21. Additionally, the fourth portion 24 is provided with adjustment holes 241 for adjusting the suspension stiffness; the depth and number of adjustment holes 241 can be set according to actual usage to meet the suspension stiffness requirements. Furthermore, the elastomer 2 also includes a fifth portion 25 disposed on the third portion 23, located on both sides of the inner core 1 in the second direction, for buffering and absorbing vibration. To reduce noise, the fifth portion 25 has multiple protrusions 251 on the side closest to the inner core 1.

[0072] In specific implementation, refer to Figure 4 , Figure 6 as well as Figure 7 As shown, for example, the cross-section of the inner core 1 can be set to be a long strip, with the first direction consistent with the width direction of the long strip and the second direction consistent with the length direction of the long strip.

[0073] In some of these exemplary implementations, refer to Figures 6 to 7 As shown, the third part 23 has a second flange 26 at the end where the inner core 1 is connected to the powertrain bracket 3. The shape of the second flange 26 matches that of the first flange, thereby increasing the contact area between the outer tube and the elastic body 2. This increases the friction between the outer tube and the elastic body 2, preventing the elastic body 2 from torsional deformation when subjected to the reciprocating inertial force and torque generated by the rotation and translation of the engine or motor, thus improving the reliability of the lifting suspension structure. At the same time, the design of the second flange 26 can also prevent the powertrain bracket 3 from colliding with the frame when the vehicle is driving on bumpy roads, thereby preventing noise and improving the vehicle's NVH performance, which is beneficial to improving the user experience.

[0074] Furthermore, a buffer groove 261 is provided on the side of the second flange 26 near the powertrain bracket 3. The buffer groove 261 extends radially along the third part 23 and has multiple grooves arranged circumferentially along the third part 23. The buffer groove 261 can form a deformation space to accommodate the elastic body 2 that deforms after contacting the powertrain bracket 3, further preventing the generation and transmission of noise or vibration, which is beneficial to further improving the vehicle's NVH performance and thus ensuring the user experience.

[0075] Additionally, refer to Figures 6 to 7 As shown, in some exemplary embodiments, to facilitate the mounting of the suspension structure on the vehicle frame, by Figure 4 Combination Figure 3 As shown, at the connection between the elastomer 2 and the flange, an annular groove 27 is formed on the side near the outer tube to accommodate at least a portion of the elastomer 2 during installation of the suspension structure. In this embodiment, the annular groove 27 is arranged circumferentially along the first portion 21, and the radius of the elastomer 2 at the bottom of the annular groove 27 is smaller than the radius of the outer tube.

[0076] In some exemplary embodiments, the powertrain bracket 3 structure is as follows: Figures 1 to 2 As shown, the powertrain bracket 3 is provided with multiple mounting holes 31 to facilitate the installation of the powertrain bracket 3 on the engine or motor. In specific implementation, the powertrain bracket 3 and the engine or motor are connected by bolts 4. This ensures the reliability of the connection between the powertrain bracket 3 assembly and the engine or motor, while also guaranteeing ease of assembly and disassembly. This facilitates the disassembly or maintenance of the engine or motor, helps reduce maintenance costs, and further improves the user experience.

[0077] For related structures not mentioned in this embodiment, such as the frame or bolt 4, refer to the related structures known to those skilled in the art, and will not be described in detail here.

[0078] It is worth noting that, regarding this embodiment, based on the above exemplary implementations, in specific implementation, as a preferred embodiment, it is still... Figures 1 to 10 As shown, it may include, for example, an outer tube, an inner core 1 disposed in the outer tube, and an elastic body 2 disposed between the outer tube and the inner core 1.

[0079] The elastomer 2 has a first portion 21 that wraps around the inner core 1, and a second portion 22 connected to the first portion 21. The second portion 22 is located at the end of the inner core 1 that is connected to the powertrain bracket 3, and when the inner core 1 is connected to the powertrain bracket 3, the second portion 22 can abut against the powertrain bracket 3. The end of the inner core 1 that is connected to the powertrain bracket 3 is provided with a groove 11. The second portion 22 is located in the groove 11 and protrudes outward along the axial direction of the inner core 1.

[0080] The groove 11 includes a central groove 111 located in the middle of the inner core 1, and an extension groove 112 extending radially along the central groove 111. The second part 22 includes a central portion 221 located within the central groove 111, and an extension portion 222 located within the extension groove 112. The groove 11 includes an annular groove 113 surrounding the central groove 111, which communicates with the extension groove 112. The second part 22 includes an annular portion 223 located within the annular groove 113, which is connected to the extension portion 222.

[0081] The inner core 1 has a connecting hole 12 in the middle of the through groove 11. Corresponding to the connecting hole 12, the central part 221 has a through hole 2211. The inner core 1 is connected to the powertrain bracket 3 by bolts 4 passing through the connecting hole 12 and the through hole 2211. A first preset gap L1 is provided between the central part 221 and the groove wall of the central groove 111, and a second preset gap L2 is provided between the extension part 222 and the two side walls of the extension groove 112.

[0082] The first preset gap L1 is between 0.5mm and 5.0mm, and the second preset gap L2 is between 0.5mm and 5.0mm. Four extension grooves 112 are spaced circumferentially along the central groove 111, with each extension portion 222 corresponding to one of the extension grooves 112. One annular groove 113 is spaced radially along the central groove 111, with each annular portion 223 corresponding to one of the annular grooves 113. The inner core 1 has a long, narrow cross-section, with extension grooves 112 on both sides along its length. Each side has two opposite extension grooves 112, extending towards the corresponding end in the width direction of the inner core 1.

[0083] In the above preferred embodiments, the specific configuration and arrangement of the outer tube, inner core 1, elastic body 2, and bolt 4 can still be referred to the descriptions in the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects brought about by the design of the outer tube, inner core 1, elastic body 2, and bolt 4 can also be referred to the descriptions in the above exemplary embodiments.

[0084] The suspension assembly of this embodiment adopts the above design, in which the elastomer 2 has a first part 21 that wraps around the inner core 1, and a second part 22 connected to the first part 21. The second part 22 is located at the end of the inner core 1 that is connected to the powertrain bracket 3, and when the inner core 1 is connected to the powertrain bracket 3, the second part 22 can abut against the powertrain bracket 3. This increases the friction between the elastomer 2 and the powertrain bracket 3, and also increases the friction between the powertrain bracket 3 and the inner core 1 during the connection process, preventing the inner core 1 from shifting, thereby effectively avoiding torsional deformation of the elastomer 2, and thus improving the reliability of the elastomer 2 and the overall suspension structure.

[0085] An embodiment of the second aspect of this application provides a vehicle in which the suspension assembly described above is provided in the chassis.

[0086] In the vehicle of this embodiment, the aforementioned suspension assembly serves as a connection between the vehicle frame and the engine or motor within the vehicle chassis system. During installation, the suspension assembly is fixedly connected to the vehicle frame by embedding the outer tube into the frame. Subsequently, bolts 4 are inserted into the connecting hole 12 and the through hole 2211, and bolts 4 are tightened to fix the suspension assembly to the powertrain bracket 3.

[0087] In this embodiment, the vehicle is equipped with the suspension structure described above. By setting the suspension structure described above in the chassis of the vehicle, the friction between the elastic body 2 and the powertrain bracket 3 is increased. This also increases the friction between the powertrain bracket 3 and the inner core 1 during the connection between the inner core 1 and the powertrain bracket 3, preventing the inner core 1 from shifting. This effectively avoids torsional deformation of the elastic body 2, thereby helping to ensure the noise reduction and vibration isolation performance of the vehicle.

[0088] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A suspension structure, characterized in that: It includes an outer tube, an inner core (1) disposed in the outer tube, and an elastic body (2) disposed between the outer tube and the inner core (1); The elastomer (2) has a first portion (21) wrapped around the inner core (1) and a second portion (22) connected to the first portion (21). The second portion (22) is located at the end of the inner core (1) connected to the powertrain bracket (3), and when the inner core (1) is connected to the powertrain bracket (3), the second portion (22) can abut against the powertrain bracket (3).

2. The suspension structure according to claim 1, characterized in that: The inner core (1) is provided with a groove (11) at one end where it is connected to the powertrain bracket (3); The second part (22) is disposed in the groove (11) and protrudes outward along the axial direction of the inner core (1).

3. The suspension structure according to claim 2, characterized in that: The groove (11) includes a central groove (111) located in the middle of the inner core (1) and an extension groove (112) extending radially along the central groove (111); The second part (22) includes a central part (221) disposed in the central groove (111) and an extension part (222) disposed in the extension groove (112).

4. The suspension structure according to claim 3, characterized in that: The groove (11) includes an annular groove (113) disposed around the central groove (111), the annular groove (113) communicating with the extension groove (112); The second part (22) includes an annular portion (223) disposed in the annular groove (113), the annular portion (223) being connected to the extension portion (222).

5. The suspension structure according to claim 3, characterized in that: The inner core (1) has a connecting hole (12) through the groove (11) in the middle, and a through hole (2211) is provided on the central part (221) corresponding to the connecting hole (12); The inner core (1) is connected to the powertrain bracket (3) by bolts (4) passing through the connecting hole (12) and the through hole (2211).

6. The suspension structure according to claim 3, characterized in that: A first preset gap (L1) is provided between the central portion (221) and the groove wall of the central groove (111); and / or, The extension portion (222) has a second preset gap (L2) between the two side walls of the extension groove (112).

7. The suspension structure according to claim 5, characterized in that: The first preset gap (L1) is between 0.5mm and 5.0mm; and / or, The second preset gap (L2) is between 0.5mm and 5.0mm.

8. The suspension structure according to any one of claims 4 to 7, characterized in that: The extension grooves (112) are a plurality of those spaced circumferentially along the central groove (111), and the extension portions (222) are provided in a one-to-one correspondence with the extension grooves (112); and / or, The annular grooves (113) are arranged radially at intervals along the central groove (111), and the annular portion (223) is arranged in a one-to-one correspondence with the annular grooves (113).

9. The suspension structure according to claim 8, characterized in that: The inner core (1) has a long strip-shaped cross-section, and the extension groove (112) is provided on both sides of the long strip-shaped cross-section along its length. The extension grooves (112) on each side are two oppositely arranged, and the extension grooves (112) on each side extend to the corresponding end in the width direction of the long strip.

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

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