Vehicle

Abstract

The present application relates to a vehicle, the vehicle comprising a power assembly and a suspension system. The suspension system comprises a plurality of hangers connected to the periphery of the power assembly. The present application aims to reduce the space occupied by the suspension system under the front engine compartment to facilitate the layout of the exhaust system.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle. Background Technology

[0002] The vehicle includes a front engine compartment, powertrain, and suspension system, with the powertrain and suspension system located in the front engine compartment. In related technologies, the suspension system is connected to the lower side of the powertrain, which causes the suspension system to occupy a significant amount of space under the front engine compartment, making it inconvenient to install other components such as the exhaust system. Utility Model Content

[0003] This application provides a vehicle designed to reduce the space occupied by the suspension system under the front engine compartment, so as to facilitate the installation of other components such as the exhaust system.

[0004] To achieve the above objectives, according to a first aspect of this application, a vehicle is provided, comprising:

[0005] Powertrain: and

[0006] The suspension system includes multiple suspensions connected to the periphery of the powertrain.

[0007] Optionally, the plurality of mounts include a front mount and a rear mount, the front mount being located in front of the powertrain and the rear mount being located behind the powertrain.

[0008] Optionally, the vehicle further includes a subframe, to which both the front and rear suspensions are connected.

[0009] Optionally, the subframe includes a front crossbeam and a rear crossbeam, with the front mount connected to the front crossbeam and the rear mount connected to the rear crossbeam.

[0010] Optionally, the front suspension is located above the front crossbeam;

[0011] And / or, the rear suspension is located above the rear crossbeam.

[0012] Optionally, the front suspension includes a first support, a first elastic element, and a first bracket, wherein the first bracket is connected to the first support via the first elastic element, the first support is connected to the front crossbeam, and the first bracket is connected to the powertrain.

[0013] Optionally, the front suspension further includes a first inner core, the first support is annular and surrounds the first inner core, the first elastic element connects the first inner core and the first support, the first support is connected to the front crossbeam, and the first bracket is connected to the first elastic element through the first inner core.

[0014] Optionally, the first support further includes a first adapter, through which the first support is connected to the front crossbeam.

[0015] Optionally, the rear suspension includes a second support, a second elastic element, and a second bracket, the second bracket being connected to the second support via the second elastic element, the second support being connected to the rear crossbeam, and the second bracket being connected to the powertrain.

[0016] Optionally, the rear suspension further includes a second inner core, the second support is annular and surrounds the second inner core, the second elastic element connects the second inner core and the second support, the second support is connected to the rear crossbeam, and the second bracket is connected to the second elastic element through the second inner core.

[0017] Optionally, the subframe further includes a second adapter, which is disposed on the rear crossbeam, and the second support is disposed on the rear crossbeam via the second adapter.

[0018] Optionally, the powertrain includes a gearbox and an engine arranged sequentially in the left-right direction;

[0019] The front mount is connected to the front side of the engine or the transmission;

[0020] And / or, the rear suspension is connected to the right side of the transmission.

[0021] Optionally, the main direction of the front suspension is set at an angle to the Z-direction of the vehicle;

[0022] And / or, the main direction of the rear suspension is set at an angle to the Z-direction of the vehicle.

[0023] Optionally, the front suspension is configured as a rubber suspension;

[0024] And / or, the rear suspension is configured as a rubber suspension.

[0025] Optionally, the line connecting the elastic center of the front suspension and the center of mass of the powertrain is perpendicular to the principal direction of the front suspension;

[0026] And / or, the line connecting the elastic center of the rear suspension and the center of mass of the powertrain is perpendicular to the principal direction of the rear suspension;

[0027] And / or, the elastic centers of the front suspension and the rear suspension are symmetrically arranged about the center of mass of the powertrain;

[0028] And / or, the elastic center of the front suspension and the elastic center of the rear suspension are at the same height in the Z-direction of the vehicle.

[0029] Optionally, the plurality of suspensions include a left suspension and a right suspension, the left suspension being located on the left side of the powertrain and the right suspension being located on the right side of the powertrain.

[0030] Optionally, the vehicle further includes a body, and both the left and right suspensions are disposed on the body.

[0031] Optionally, the vehicle body includes a left front longitudinal beam, a right front longitudinal beam, and a right front wheel arch, with the left suspension connected to the left front longitudinal beam and the right suspension connected to the right front longitudinal beam or the right front wheel arch.

[0032] Optionally, the left suspension is configured as a rubber suspension;

[0033] And / or, the right suspension is configured as a hydraulic suspension.

[0034] Optionally, the main direction of the left suspension is consistent with the Z-direction of the vehicle;

[0035] And / or, the main direction of the right suspension is consistent with the Z-direction of the vehicle.

[0036] Optionally, the vehicle further includes an exhaust system disposed on the powertrain, the exhaust system including a first muffler and a second muffler, the first muffler and the second muffler being used for the gas discharged from the powertrain to flow through sequentially.

[0037] Optionally, the vehicle further includes a front crossbeam and a rear crossbeam, the suspension system is disposed on the subframe, the first muffler is disposed below the rear crossbeam, and / or the second muffler is disposed below the front crossbeam.

[0038] In the vehicle of this application embodiment, since the suspension system is no longer connected to the lower side of the powertrain, it avoids occupying the space under the front engine compartment. This space can be used for the installation of other components such as the exhaust system. This solves the problem in the related technology that the suspension system occupies a lot of space under the front engine compartment, which makes it inconvenient to install other components such as the exhaust system. It creates favorable conditions for the reasonable and smooth installation of multiple components.

[0039] Adjusting the suspension system connection position to the periphery of the powertrain allows for more flexible use of the space around the powertrain, resulting in a more rational allocation of space for the powertrain, suspension system, and other components (such as the exhaust system) in the front engine compartment. This reduces spatial interference between components and improves the overall space utilization of the front engine compartment.

[0040] With more space available, the exhaust system does not need to be designed with complex routing or special structures to avoid the mounting system, which simplifies the design and installation process of the exhaust system and may reduce the difficulty of production and installation as well as related costs.

[0041] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0044] Figure 1 This is a partial structural schematic diagram of a vehicle provided in an exemplary embodiment of this disclosure;

[0045] Figure 2 This is a partial structural schematic diagram of a vehicle provided in an exemplary embodiment of this disclosure;

[0046] Figure 3 yes Figure 1 Schematic diagram of the subframe and exhaust system;

[0047] Figure 4 This is a partial structural schematic diagram of a vehicle provided in an exemplary embodiment of this disclosure;

[0048] Figure 5 yes Figure 1 Schematic diagram of the front suspension structure;

[0049] Figure 6 yes Figure 1 Schematic diagram of the mid-rear suspension structure;

[0050] Figure 7 yes Figure 1 Structural diagram of the right-center mounting, body, and engine assembly;

[0051] Figure 8 yes Figure 1 Structural diagram of the left-center suspension and the vehicle body;

[0052] Figure 9 This is a partial structural schematic diagram of a vehicle provided in an exemplary embodiment of this disclosure.

[0053] Explanation of reference numerals in the attached figures:

[0054] 100. Powertrain; 110. Engine; 120. Transmission; 300. Front Mount; 310. First Support; 320. First Elastic Element; 330. First Bracket; 340. First Inner Core; 350. First Adapter; 400. Rear Mount; 410. Second Support; 420. Second Elastic Element; 430. Second Bracket; 440. Second Inner Core; 500. Right Mount; 510. Third Support; 520. Third Bracket; 600. Left Mount; 610. Fourth Support; 620. Fourth Bracket; 710. Subframe; 711. Front Crossbeam; 712. Rear Crossbeam; 713. Second Adapter; 721. Left Front Longitudinal Beam; 722. Right Front Longitudinal Beam; 723. Right front wheel arch cover; 730. Muffler system; 731. First exhaust pipe; 732. First muffler housing; 733. Second exhaust pipe; 734. Second muffler housing; 735. Third exhaust pipe; 810. First fastener; 820. Second fastener; 830. Third fastener; 840. Fourth fastener; 850. Fifth fastener; 860. Sixth fastener; 870. Seventh fastener; 880. Eighth fastener; 890. Ninth fastener; 900. Tenth fastener; 910. Eleventh fastener; 920. Twelfth fastener; 930. Thirteenth fastener; 940. Fourteenth fastener; 950. First nut; 960. Second nut. Detailed Implementation

[0055] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0056] According to the first aspect of this application, referring to Figures 1 to 9 This disclosure provides a vehicle. The vehicle includes a powertrain 100 and a suspension system. The suspension system includes a plurality of mounts connected to the periphery of the powertrain 100.

[0057] Since the multiple mounts of the suspension system are no longer connected to the underside of the powertrain 100, the space below the front engine compartment is avoided. This space can be used for the installation of other components such as the exhaust system. This solves the problem in related technologies where the suspension system occupies a lot of space below the front engine compartment, making it inconvenient to install other components such as the exhaust system. It creates favorable conditions for the reasonable and smooth installation of multiple components such as the exhaust system.

[0058] The connection positions of multiple suspension mounts in the suspension system are adjusted to the periphery of the powertrain 100, which allows for more flexible use of the space around the powertrain 100. This makes the space allocation of the powertrain 100, suspension system and other components (such as the exhaust system) in the front engine compartment more reasonable, reduces spatial interference between components and improves the overall space utilization of the front engine compartment.

[0059] With more space available, the exhaust system does not need to be designed with complex routing or special structures to avoid the mounting system, which simplifies the design and installation process of the exhaust system and may reduce the difficulty of production and installation as well as related costs.

[0060] In some embodiments, the plurality of mounts include a front mount 300 and a rear mount 400, the front mount 300 being located in front of the powertrain 100 and the rear mount 400 being located behind the powertrain 100.

[0061] The front mount 300 and the rear mount 400 correspond to the front and rear positions of the powertrain 100, respectively, avoiding the lower area of ​​the powertrain 100. This reduces the space occupied by the mount system under the front engine compartment, providing more ample and complete space for the exhaust system.

[0062] In terms of support position, the front mount 300 is in front of the powertrain 100 and the rear mount 400 is behind it, forming a support structure along the front-rear direction of the powertrain 100. This can more evenly distribute the vibration and impact force generated by the powertrain 100 during operation, reduce the front-rear movement of the powertrain 100 during driving, and improve support stability.

[0063] In some embodiments, the vehicle further includes a subframe 710, to which both the front suspension 300 and the rear suspension 400 are connected.

[0064] As a load-bearing structure, the subframe 710 provides a more stable mounting base for the front suspension 300 and the rear suspension 400, more effectively dissipating the vibration and impact forces of the powertrain 100 during operation, and improving the quietness and comfort of the vehicle during driving.

[0065] The subframe 710 has a certain structural rigidity and can work in conjunction with the front and rear suspensions 400 to form a more reliable support system, reducing the forward and backward movement of the powertrain 100 under conditions such as rapid acceleration and deceleration, and enhancing the stability of the powertrain 100 operation.

[0066] In some embodiments, the subframe 710 includes a front crossbeam 711 and a rear crossbeam 712, with a front mount 300 connected to the front crossbeam 711 and a rear mount 400 connected to the rear crossbeam 712.

[0067] The front crossbeam 711 and the rear crossbeam 712 are key load-bearing structures distributed along the front-rear direction on the subframe 710. Their positions can precisely correspond to the front mount 300 in front of the powertrain 100 and the rear mount 400 behind it. This allows the support points of the suspension system for the powertrain 100 to rely on the rigid crossbeam structure of the subframe 710. Compared with the suspension being directly installed in the non-crossbeam area of ​​the subframe 710, the support strength is higher and the stress is more stable.

[0068] The front mount 300 forms a "front-to-rear, rigid load-bearing" support mode through the front crossbeam 711 and the rear mount 400 through the rear crossbeam 712. This can more evenly distribute the longitudinal load and vibration generated by the powertrain 100 during operation (such as idling, acceleration, and deceleration), significantly reduce the forward and backward movement and lateral offset of the powertrain 100, further improve the stability of the powertrain 100 operation, and reduce the risk of abnormal noise or damage to components due to unstable support.

[0069] In some embodiments, the front suspension 300 is located above the front crossbeam 711.

[0070] The front mount 300 is installed above the front crossbeam 711, avoiding the area below the front crossbeam 711 and the lower part of the front engine compartment. Compared to placing the front mount 300 on the side or below the front crossbeam 711, this frees up more space under the front engine compartment. This freed-up space can be directly used for the exhaust system, providing more installation space for the exhaust system and reducing spatial interference between the exhaust system piping and the front mount 300 and front crossbeam 711.

[0071] In some embodiments, the rear suspension 400 is located above the rear crossbeam 712.

[0072] The rear mount 400 is installed above the rear crossbeam 712, avoiding the area below the rear crossbeam 712 and the lower part of the forward engine compartment. Compared to placing the rear mount 400 on the side or below the rear crossbeam 712, this frees up more space under the forward engine compartment. This freed-up space can be directly used for the exhaust system, providing more installation space for the exhaust system and reducing spatial interference between the exhaust system piping and the rear mount 400 and rear crossbeam 712.

[0073] In some embodiments, the front suspension 300 includes a first support 310, a first elastic element 320 and a first bracket 330. The first bracket 330 is connected to the first support 310 through the first elastic element 320. The first support 310 is connected to the front crossbeam 711 and the first bracket 330 is connected to the powertrain 100.

[0074] The first support 310 is located on the front crossbeam 711 and can provide a stable mounting base for the front suspension 300 by relying on the rigid structure of the front crossbeam 711, avoiding displacement or deformation of the support point due to the weak foundation structure; at the same time, the first bracket 330 is directly connected to the powertrain 100 and can form a tight assembly relationship with the powertrain 100, ensuring that the support force of the front suspension 300 on the powertrain 100 can be accurately applied to the preset stress point of the powertrain 100, reducing local stress concentration caused by support deviation.

[0075] The structure in which the first support 310 and the first bracket 330 are connected by the first elastic element 320 can ensure the support strength while allowing the load of the powertrain 100 (such as its own weight and inertial force during operation) to be transmitted to the front crossbeam 711 through the path of the first bracket 330, the first elastic element 320, and the first support 310, and then distributed to the subframe 710. This avoids the load directly impacting the vehicle body, protects the vehicle body structure, and also extends the service life of the various components of the front suspension 300.

[0076] The first elastic element 320, acting as a buffer component of the front suspension 300, can effectively absorb the vibration energy generated during the operation of the powertrain 100 (such as when the engine 110 is idling or accelerating). When the powertrain 100 vibrates, the vibration is first transmitted to the first bracket 330, then buffered and attenuated by the elastic deformation of the first elastic element 320, and finally transmitted to the front crossbeam 711 through the first support 310, significantly reducing the amplitude of vibration transmission to the vehicle body and cabin.

[0077] In some embodiments, the front suspension 300 further includes a first inner core 340, a first support 310 being annular and surrounding the first inner core 340, a first elastic member 320 connecting the first inner core 340 and the first support 310, the first support 310 being connected to the front crossbeam 711, and a first bracket 330 being connected to the first elastic member 320 through the first inner core 340.

[0078] The weight of the powertrain 100 and the inertial load during operation (such as longitudinal force during rapid acceleration / deceleration and vibration load during idling) are transmitted to the first inner core 340 through the first bracket 330, and then synchronously transmitted to the entire outer periphery of the first support 310 through the first elastic element 320. The load is then distributed to the front crossbeam 711 by the annular support, reducing the problem of local stress concentration and significantly improving the overall support strength of the front suspension 300.

[0079] In some embodiments, the first support 310 further includes a first adapter 350, which connects the first support 310 to the front crossbeam 711.

[0080] This helps improve the installation compatibility between the first support 310 and the front crossbeam 711, and reduces structural design limitations.

[0081] In some embodiments, the rear suspension 400 includes a second support 410, a second elastic element 420, and a second bracket 430. The second bracket 430 is connected to the second support 410 via the second elastic element 420. The second support 410 is connected to the rear crossbeam 712, and the second bracket 430 is connected to the powertrain 100.

[0082] The second support 410 is located on the rear crossbeam 712. It can provide a stable installation foundation for the rear suspension 400 by relying on the rigid structure of the rear crossbeam 712, and avoid displacement or deformation of the support point due to the weak foundation structure. At the same time, the second bracket 430 is directly connected to the powertrain 100, and can form a tight assembly relationship with the powertrain 100. This ensures that the support force of the rear suspension 400 on the powertrain 100 can be accurately applied to the preset stress point of the powertrain 100, and reduce local stress concentration caused by support deviation.

[0083] The structure in which the second support 410 and the second bracket 430 are connected by the second elastic element 420 can ensure the support strength while allowing the load of the powertrain 100 (such as its own weight and inertial force during operation) to be transferred to the rear crossbeam 712 through the path of the second bracket 430, the second elastic element 420, and the second support 410, and then distributed to the subframe 710. This avoids the load directly impacting the vehicle body, protects the vehicle body structure, and also extends the service life of the various components of the rear suspension 400.

[0084] The second elastic element 420, as a buffer component of the rear suspension 400, can effectively absorb the vibration energy generated by the powertrain 100 during operation (such as when the engine 110 is idling or accelerating). When the powertrain 100 vibrates, the vibration is first transmitted to the second bracket 430, and then buffered and attenuated by the elastic deformation of the second elastic element 420, before being transmitted to the rear crossbeam 712 through the second support 410, which greatly reduces the amplitude of vibration transmission to the vehicle body and cabin.

[0085] In some embodiments, the rear suspension 400 further includes a second inner core 440, a second support 410 being annular and surrounding the second inner core 440, a second elastic member 420 connecting the second inner core 440 and the second support 410, the second support 410 being connected to the rear crossbeam 712, and a second bracket 430 being connected to the second elastic member 420 through the second inner core 440.

[0086] The weight of the powertrain 100 and the inertial load during operation (such as longitudinal force during rapid acceleration / deceleration and vibration load during idling) are transmitted to the second inner core 440 via the second bracket 430. Then, they can be synchronously transmitted to the entire outer periphery of the second support 410 via the second elastic element 420, and then distributed to the rear crossbeam 712 by the annular support, reducing the problem of local stress concentration and greatly improving the overall support strength of the rear suspension 400.

[0087] In some embodiments, the subframe 710 further includes a second adapter 713, which is disposed on the rear crossbeam 712, and the second support 410 is disposed on the rear crossbeam 712 via the second adapter 713.

[0088] This helps improve the installation compatibility between the second support 410 and the rear crossbeam 712, and reduces structural design limitations.

[0089] There are many ways to connect the front suspension 300 to the powertrain 100. In some embodiments, the powertrain 100 includes a gearbox 120 and an engine 110 arranged sequentially in the left and right directions, and the front suspension 300 is connected to the front side of the engine 110 or the gearbox 120.

[0090] There are many ways to connect the rear suspension 400 to the powertrain 100. In some embodiments, the powertrain 100 includes a gearbox 120 and an engine 110 arranged sequentially in the left-right direction, with the rear suspension 400 connected to the right side of the gearbox 120. However, this design is not limited to this. In some other embodiments, the rear suspension 400 is located behind the gearbox 120.

[0091] In some embodiments, the main direction of the front suspension 300 is set at an angle to the Z-direction of the vehicle.

[0092] Optimize the load-bearing capacity of the powertrain under more than 100 operating conditions to reduce the risk of lateral movement.

[0093] The powertrain 100 generates multi-directional loads during vehicle operation (such as rapid acceleration, rapid deceleration, and steering): in addition to its own weight in the Z direction, it also generates inertial force in the X direction (vehicle front-to-back direction) (such as the powertrain 100 tending to lurch backward during rapid acceleration and tending to lurch forward during rapid deceleration).

[0094] The main direction is set at an angle to the Z direction. Taking the X direction as an example, without loss of generality, the front suspension 300 can simultaneously have Z-direction load-bearing capacity and X-direction restraint capacity. It can stably support the Z-direction weight of the powertrain 100 through the component force in the main direction, and directly counteract the X-direction inertial force through another component force. This greatly reduces the forward and backward movement of the powertrain 100 during rapid acceleration / deceleration, ensures the relative position stability of the powertrain 100 and surrounding components (such as the exhaust system and pipelines), and avoids spatial interference caused by movement.

[0095] In some embodiments, the main direction of the rear suspension 400 is set at an angle to the Z-direction of the vehicle.

[0096] Optimize the load-bearing capacity of the powertrain under more than 100 operating conditions to reduce the risk of lateral movement.

[0097] The powertrain 100 generates multi-directional loads during vehicle operation (such as rapid acceleration, rapid deceleration, and steering): in addition to its own weight in the Z direction, it also generates inertial force in the X direction (vehicle front-to-back direction) (such as the powertrain 100 tending to lurch backward during rapid acceleration and tending to lurch forward during rapid deceleration).

[0098] The main direction is set at an angle to the Z direction. Taking the X direction as an example, without loss of generality, the front suspension 300 can simultaneously have Z-direction load-bearing capacity and X-direction restraint capacity. It can stably support the Z-direction weight of the powertrain 100 through the component force in the main direction, and directly counteract the X-direction inertial force through another component force. This greatly reduces the forward and backward movement of the powertrain 100 during rapid acceleration / deceleration, ensures the relative position stability of the powertrain 100 and surrounding components (such as the exhaust system and pipelines), and avoids spatial interference caused by movement.

[0099] There are many types of front mounts 300, and in some embodiments, the front mount 300 is configured as a rubber mount. However, the design is not limited to this, and in some other embodiments, the front mount 300 is configured as a hydraulic mount.

[0100] There are many types of rear suspension 400. In some embodiments, the rear suspension 400 is configured as a rubber suspension. However, the design is not limited to this. In some other embodiments, the rear suspension 400 is configured as a hydraulic suspension.

[0101] In some embodiments, the line connecting the elastic center of the front suspension 300 and the center of mass of the powertrain 100 is perpendicular to the principal direction of the front suspension 300.

[0102] The weight and operating load of the powertrain 100 are transmitted to the front mount 300 through its center of mass, and the elastic center of the front mount 300 is the equivalent point of application of its elastic force. When the connecting line is perpendicular to the main direction of the front mount 300, the elastic support force generated by the front mount 300 along the main direction can be on the same straight line as the load at the center of mass of the powertrain 100 (or form a force system without additional torque), avoiding "support force offset" caused by "the connecting line between the elastic center and the center of mass not being perpendicular to the main direction" - if the two are not perpendicular, the support force will generate additional torque around the center of mass, causing unnecessary torsion or tilting of the powertrain 100, increasing the risk of friction and interference between the suspension system and surrounding components; while this vertical design can ensure that the front mount 300 only provides stable support force without additional torque interference, ensuring that the powertrain 100 is always in a preset stable posture.

[0103] In some embodiments, the line connecting the elastic center of the rear suspension 400 and the center of mass of the powertrain 100 is perpendicular to the principal direction of the rear suspension 400.

[0104] The weight and operating load of the powertrain 100 are transmitted to the rear suspension 400 through its center of mass, and the elastic center of the rear suspension 400 is the equivalent point of application of its elastic force. When the connecting line is perpendicular to the main direction of the rear suspension 400, the elastic support force generated by the rear suspension 400 along the main direction can be on the same straight line as the load at the center of mass of the powertrain 100 (or form a force system without additional torque), avoiding "support force offset" caused by "the connecting line between the elastic center and the center of mass not being perpendicular to the main direction" - if the two are not perpendicular, the support force will generate additional torque around the center of mass, causing unnecessary torsion or tilting of the powertrain 100, increasing the risk of friction and interference between the suspension system and surrounding components; while this vertical design can ensure that the rear suspension 400 only provides stable support force without additional torque interference, ensuring that the powertrain 100 is always in a preset stable posture.

[0105] In some embodiments, the elastic centers of the front suspension 300 and the rear suspension 400 are symmetrically arranged about the center of mass of the powertrain 100.

[0106] To achieve a uniform distribution of 100% load on the powertrain and avoid localized overload.

[0107] The powertrain 100's own weight and inertial loads during operation (such as X-direction forces during rapid acceleration / deceleration and Z-direction vibration loads during idling) are distributed around its center of mass. The elastic centers of the front and rear suspensions 400 are symmetrical about the center of mass, allowing these loads to be evenly distributed to both suspensions through the center of mass: the load borne by the front suspension 300 is equal in magnitude and opposite in direction to the load borne by the rear suspension 400, completely avoiding "unilateral overload" caused by asymmetry in the suspension's elastic centers (e.g., excessive force on the front suspension 300 and insufficient force on the rear suspension 400). This uniform distribution reduces local stress concentration in the rubber elastic components of the front suspension 300 and corresponding components of the rear suspension 400, preventing accelerated aging and structural deformation of a single suspension due to long-term overload, extending the overall service life of the suspension system, and protecting the powertrain 100 housing from unbalanced load impacts.

[0108] In some embodiments, the elastic center of the front suspension 300 and the elastic center of the rear suspension 400 are at the same height in the Z-direction of the vehicle.

[0109] Eliminate the torque difference in the longitudinal support of the powertrain to avoid additional tilting risks.

[0110] The front and rear suspensions 400 have their elastic centers at the same height in the Z-direction, meaning that their support "force application points" for the powertrain 100 are in the same vertical plane. The powertrain 100's own weight and longitudinal loads during operation (such as the X-direction inertial force during rapid acceleration / deceleration) are transmitted to the two suspensions through their center of mass. Since the two elastic centers are at the same height, the support force can be transmitted in the same horizontal direction (parallel to the ground), preventing the formation of a "height difference torque" due to "the front suspension 300 having a higher elastic center and the rear suspension 400 having a lower center of mass" or vice versa. If there is a height difference in the Z-direction, the support force will generate an additional "tilting torque" around the center of mass of the powertrain 100, causing the powertrain 100 to exhibit abnormal postures such as the front end tilting up / down and the rear end tilting up / down, increasing the lateral force on the suspension rubber parts and the risk of interference with surrounding components. The equal height design can completely eliminate this torque, ensuring that the powertrain 100 always maintains a horizontal and stable support posture, avoiding structural losses caused by additional tilting.

[0111] In some embodiments, the plurality of suspensions include a left suspension 600 and a right suspension 500, the left suspension 600 being located to the left of the powertrain 100 and the right suspension 500 being located to the right of the powertrain 100.

[0112] The left suspension 600 and the right suspension 500 correspond to the left and right positions of the powertrain 100, respectively, avoiding the lower area of ​​the powertrain 100. This reduces the space occupied by the suspension system under the left engine compartment, providing more ample and complete space for the exhaust system.

[0113] In terms of support position, the left suspension 600 is to the left of the powertrain 100 and the right suspension 500 is to the right, forming a support structure along the left and right direction of the powertrain 100. This can more evenly distribute the vibration and impact force generated by the powertrain 100 during operation, reduce the left and right movement of the powertrain 100 during driving, and improve support stability.

[0114] In some embodiments, the vehicle also includes a body, with the left suspension 600 and the right suspension 500 both located on the body.

[0115] As a load-bearing structure, the vehicle body provides a more stable mounting base for the left-mounted 600 and right-mounted 500, more effectively dispersing the vibration and impact forces of the powertrain 100 during operation, and improving the quietness and comfort of the vehicle during driving.

[0116] The vehicle body itself has a certain structural rigidity, which can work together with the left and right suspensions 500 to form a more reliable support system, reduce the lateral movement of the powertrain 100 under conditions such as rapid acceleration and deceleration, and enhance the stability of the powertrain 100 operation.

[0117] There are many ways to connect the left suspension mount 600 and the right suspension mount 500 to the vehicle body. In some embodiments, the vehicle body includes a left front longitudinal beam 721, a right front longitudinal beam 722, and a right front wheel arch 723. The left suspension mount 600 is connected to the left front longitudinal beam 721, and the right suspension mount 500 is connected to either the right front longitudinal beam 722 or the right front wheel arch 723. However, this design is not limited to this. In some other embodiments, the connection relationship between the left suspension mount 600 and the right suspension mount 500 and the vehicle body may be, but is not limited to, referring to related technologies, and is not restricted here.

[0118] There are many types of left suspension mount 600. In some embodiments, the left suspension mount 600 is configured as a rubber mount. However, the design is not limited to this. In some other embodiments, the left suspension mount 600 is configured as a hydraulic mount.

[0119] There are many types of right suspension mount 500. In some embodiments, the right suspension mount 500 is configured as a hydraulic mount. However, this design is not limited to this. In some other embodiments, the right suspension mount 500 is configured as a rubber mount.

[0120] In some embodiments, the main direction of the left suspension 600 is aligned with the Z-direction of the vehicle.

[0121] The left suspension mount 600's main direction is aligned with the Z-direction, enabling it to directly and efficiently receive the vertical force transmitted by the powertrain 100. The left suspension mount 600 can precisely deform along the Z-direction (vertical direction) without bearing lateral forces in non-main directions, avoiding "force transmission loss" caused by deviation from the main direction. This ensures that the vertical weight of the powertrain 100 is stably transmitted through the left suspension mount 600, reducing vertical swaying of the powertrain 100 due to insufficient vertical support.

[0122] In some embodiments, the main direction of the right suspension 500 is consistent with the Z-direction of the vehicle.

[0123] The right suspension mount 500's main direction is aligned with the Z-direction, enabling it to directly and efficiently receive the vertical force transmitted by the powertrain 100. The right suspension mount 500 can precisely deform along the Z-direction (vertical direction) without bearing lateral forces in non-main directions, avoiding "force transmission loss" caused by deviation from the main direction. This ensures that the vertical weight of the powertrain 100 is stably transmitted through the right suspension mount 500, reducing vertical swaying of the powertrain 100 due to insufficient vertical support.

[0124] In some embodiments, the vehicle further includes an exhaust system disposed on the powertrain 100, the exhaust system including a first muffler 732 and a second muffler 734, through which the first muffler 732 and the second muffler 734 are used for the gas discharged from the powertrain 100 to flow sequentially.

[0125] The exhaust gas emitted from the powertrain 100 produces high-intensity noise (mainly from the turbulent noise of the high-speed exhaust gas flow and the impact noise of the gas friction with the pipe wall), which is difficult to completely attenuate with a single silencer. The design of the first silencer 732 and the second silencer 734 flowing "sequentially" allows for more comprehensive noise reduction through "staged processing." In one example, the first silencer 732 is configured as the main silencer, and the second silencer 734 is configured as the secondary silencer.

[0126] The location of the first muffler 732 can vary. In some embodiments, the vehicle also includes a front crossbeam 711 and a rear crossbeam 712, with the first muffler 732 located below the rear crossbeam 712. However, this design is not limited to this; in some other embodiments, the first muffler 732 is located around the rear crossbeam 712.

[0127] The second muffler 734 can be positioned in various ways. In some embodiments, the vehicle also includes a subframe 710, which includes a front crossbeam 711 and a rear crossbeam 712, with the second muffler 734 located below the front crossbeam 711. However, this design is not limited to this; in some other embodiments, the second muffler 734 is positioned around the periphery of the front crossbeam 711.

[0128] To facilitate understanding of this disclosure, a general description of this disclosure is provided below.

[0129] like Figure 1 and Figure 9 As shown, the suspension system includes a front suspension 300, a rear suspension 400, a right suspension 500, and a left suspension 600.

[0130] The active end of the front mount 300 is used to connect to the front side of the housing of the engine 110 or the gearbox 120, and the passive end of the front mount 300 is used to connect to the upper end of the front crossbeam 711.

[0131] The active end of the rear suspension 400 is used to connect to the right side of the housing of the gearbox 120, and the passive end of the rear suspension 400 is used to press into the second adapter 713 on the upper end of the rear crossbeam 712. The second adapter 713 is annular.

[0132] The active end of the right suspension 500 is used to connect to the right side of the engine 110 housing, and the passive end of the right suspension 500 is used to connect the right front longitudinal beam 722 and the right front wheel arch 723.

[0133] The active end of the left suspension mount 600 is used to connect to the left side of the gearbox 120 housing, and the passive end of the left suspension mount 600 is used to connect to the left front longitudinal beam 721 of the vehicle body. The front suspension mount 300, rear suspension mount 400, right suspension mount 500, and left suspension mount 600 work together to ensure the position and attitude of the powertrain 100, dampen the lateral, longitudinal, and vertical vibrations of the powertrain 100 as well as the torsion around the lateral, longitudinal, and vertical directions, and isolate the vibration energy of the powertrain 100 from being transmitted to the vehicle body and the road excitation from being transmitted to the powertrain 100.

[0134] The right suspension 500 is a decoupled hydraulic suspension, while the front suspension 300, rear suspension 400, and left suspension 600 are all rubber suspensions.

[0135] The left suspension 600 and right suspension 500 are horizontally arranged, while the front suspension 300 and rear suspension 400 are inclined. The line connecting the elastic center of the front suspension 300 and the center of mass of the powertrain 100 is the first line, which is perpendicular to the main direction of the front suspension 300. The line connecting the elastic center of the rear suspension 400 and the center of mass of the powertrain 100 is the second line, which is perpendicular to the main direction of the rear suspension 400.

[0136] The front mount 300 and the rear mount 400 are at the same height in the Z direction of the vehicle, and are symmetrically arranged along the center of gravity of the powertrain 100 in the X and Y directions of the vehicle.

[0137] The second elastic element 420 and the first elastic element 320 are identical in at least one of the following: structure, adhesive material, and hardness. Furthermore, in one example, the assembly of the first inner core 340, the first elastic element 320, and the first support 310 of the front suspension 300 is identical to the assembly of the second inner core, the second elastic element 420, and the second support 310 of the rear suspension 400.

[0138] The vehicle includes an engine 110, a transmission 120, a subframe 710, a right front longitudinal beam 722, a left front longitudinal beam 721, and an exhaust system. The subframe 710 includes a front crossbeam 711 and a rear crossbeam 712. The exhaust system includes a first exhaust pipe 731, a main muffler, a secondary muffler, and a third exhaust pipe 735 connected sequentially. The front side of the engine 110 or transmission 120 housing is connected to the front crossbeam 711 via a front mount 300; the right side of the engine 110 housing is connected to the right front longitudinal beam 722 via a right mount 500; the rear side of the engine 110 is connected to the first exhaust pipe 731; the right side of the transmission 120 housing is connected to the rear crossbeam 712 via a rear mount 400; and the left side of the transmission 120 housing is connected to the left front longitudinal beam 721 via a left mount 600. The engine 110 and transmission 120 are connected by fasteners.

[0139] The first exhaust pipe 731 is connected to the main muffler located below the rear crossbeam 712 via a corrugated pipe. The exhaust system is connected to the subframe 710 via exhaust hangers, or to the housing of the engine 110 and transmission 120 via adapter brackets, thus integrating the exhaust system in the front engine compartment.

[0140] The first support 310 is mounted on the front crossbeam 711, and the second support 410 is press-fitted into the second adapter 713 at the upper end of the rear crossbeam 712. The elastic centers of the front suspension 300 and the rear suspension 400 are at the same height in the Z-direction of the vehicle and are symmetrically arranged along the center of mass of the powertrain 100 in the X and Y directions of the vehicle. The line connecting the elastic center of the front suspension 300 and the center of mass of the powertrain 100 is the first line, which is perpendicular to the principal direction of the front suspension 300. The line connecting the elastic center of the rear suspension 400 and the center of mass of the powertrain 100 is the second line, which is also perpendicular to the principal direction of the rear suspension 400, providing good resistance to longitudinal torsion of the powertrain 100. The angle between the principal direction of the front suspension 300 and the principal direction of the rear suspension 400 is °. When the powertrain 100 undergoes lateral, longitudinal, and vertical vibrations relative to its center of gravity, or torsion around the lateral, longitudinal, and vertical directions, the first elastic element 320 and the second elastic element 420 are subjected to the same load in the main direction, and are subjected to consistent compression or tension, which greatly improves the fatigue durability of the suspension system. The first elastic element 320 can be the rubber main spring of the front suspension 300, and the second elastic element 420 can be the rubber main spring of the rear suspension 400. The rubber main springs of the front suspension 300 and the rear suspension 400 can adopt the same set of rubber main spring structures, shortening the development cycle, improving the degree of commonality, and reducing vehicle costs.

[0141] The front suspension 300 is a rubber suspension. The first elastic element 320 is connected to the first inner core 340 and the first support 310 by vulcanization and is press-fitted into the first adapter 350. The first adapter 350 is connected to the first support 310 by welding. The first adapter 350 has at least two first mounting holes that extend vertically. It is worth mentioning that the first adapter 350 may, but is not limited to, be integrated into the front crossbeam 711.

[0142] The first adapter 350 is mounted on the front crossbeam 711 via a first fastener 810 passing through the first mounting hole. A second mounting hole is provided inside the first inner core 340. A second fastener 820 passes through the second mounting hole to connect the first inner core 340 to the first bracket 330 and screws it into the internal threaded hole of the first bracket 330. At least two third mounting holes are provided at one end of the first bracket 330, which are connected front to back. The first bracket 330 is mounted on the front side of the powertrain 100 housing via a third fastener 830. The second mounting hole is an elongated hole, which can absorb tolerances in the X and Z directions of the vehicle. At least one of the third mounting holes is an elongated hole, which can absorb tolerances in the Y direction of the vehicle. The front mount 300 and powertrain 100 are connected to the front side of the engine 110 or transmission 120 housing. Compared with the conventional tie rod mount connected to the lower side of the powertrain 100 housing, the structure is more compact. The X-direction mounting span of the front mount 300 can be reduced by 60mm to 100mm. The front mount 300 can provide 80 to 120mm of elevation space for the front crossbeam 711 in the Z direction. It can provide a larger and more complete sound-absorbing volume arrangement space for the auxiliary muffler of the exhaust system under the front crossbeam 711, improve the vehicle's NVH performance, reduce the pressure drop along the exhaust system, and improve the vehicle's power performance and economy.

[0143] The rear suspension 400 is a rubber suspension. The second elastic element 420 is vulcanized to connect the second inner core 440 and the second support 410. The second support 410 is press-fitted into the second adapter 713 at the upper end of the rear crossbeam 712. The second inner core 440 has a through fourth mounting hole. A fourth fastener 840 passes through the fourth mounting hole to connect the second support 410 to the second bracket 430 and screws it into the internal threaded hole of the second bracket 430. One end of the second bracket 430 has at least three through fifth mounting holes. The second bracket 430 is mounted on the right side of the outer housing of the gearbox 120 by fifth fasteners 850. The fourth mounting hole has a slightly larger opening to allow for the absorption of tolerances in the X and Z directions of the vehicle. The active end of the rear suspension 400 is connected to the right side of the gearbox 120 housing, while the passive end is directly press-fitted into the second adapter 713. Compared with the conventional rear tie rod suspension connected to the lower side of the gearbox 120 and the lower side of the subframe 710, it has higher structural strength, lower risk of bolt slippage under harsh working conditions, and a more compact structure. The X-direction mounting span of the rear suspension 400 can be reduced by 60 mm, and the rear suspension 400 can provide 80 mm of lifting space for the rear crossbeam 712 in the Z-direction. This allows for a larger and more complete sound-absorbing volume arrangement space for the main muffler of the exhaust system under the rear crossbeam 712, improving the vehicle's NVH performance and reducing the pressure drop along the exhaust system, thereby improving the vehicle's power performance and economy.

[0144] The first elastic element 320, the first inner core 340, and the first support 310 of the front suspension 300 are exactly the same as the second elastic element 420, the second inner core 440, and the second support 410 of the rear suspension 400. They can use the same set of rubber bushing structures, which can shorten the development cycle, improve the degree of commonality, and reduce vehicle costs.

[0145] The right suspension 500 is a hydraulic suspension. The third support 510 has multiple vertically penetrating sixth mounting holes on its arm. These holes are used to pass through multiple studs on the engine 110 timing cover, and then to be tightened using multiple first nuts 950 in the sixth fastener 860. The third support 510 is then connected to the internal threaded hole on the engine 110 timing cover via the thirteenth fastener 930, thus mounting the third support 510 to the right side of the engine 110. The base of the third support 510 has at least two vertically penetrating seventh mounting holes. The third support 510 is mounted to the right front longitudinal beam 722 using seventh fasteners 870, which are screwed into the back-welded nuts inside the right front longitudinal beam 722. The third support 510 has an internally threaded eighth mounting hole at its top, which is used to connect the third support 510 to the third bracket 520 via the eighth fastener 880. The third bracket 520 has a ninth mounting hole that runs vertically through the other end. The third bracket 520 is installed on the right front wheel cover 723 by the ninth fastener 890, which is screwed into the back weld nut on the back of the right front wheel cover 723.

[0146] The aforementioned right suspension 500 uses a hydraulic suspension with high damping and low stiffness, which enables the entire suspension system to effectively attenuate low-frequency impacts caused by bad roads and high-frequency excitations from integrated exhaust, thus meeting the NVH performance requirements of automobiles and significantly improving ride comfort.

[0147] The left suspension 600 is a rubber suspension. The fourth support 610 has multiple tenth mounting holes running vertically through its arm. These holes are used to pass through multiple studs on the fourth bracket 620, and then to be tightened using multiple second nuts 960 in the tenth fastener 900. The fourteenth fastener 940 connects to the internal threaded hole on the fourth bracket 620, thus installing the fourth support 610 onto the fourth bracket 620. One end of the fourth support 610 has multiple eleventh mounting holes running horizontally through its side. The eleventh fastener 910 is used to install the fourth support 610 onto the left front longitudinal beam 721 of the vehicle body, and is screwed into the back-welded nut inside the left front longitudinal beam 721. The fourth bracket 620 has multiple twelfth mounting holes running horizontally through its side. The twelfth fastener 920 is used to install the fourth bracket 620 onto the left side of the transmission 120, and is screwed into the internal threaded mounting hole on the left side of the transmission 120.

[0148] Compared to the traditional powertrain 100's twin-link suspension system, the disclosed suspension system reduces the X-axis mounting span of the front suspension 300 and rear suspension 400 by 60mm to 100mm respectively, and provides 80mm to 120mm of elevation space for the front crossbeam 711 and rear crossbeam 712 of the subframe 710 in the Z-axis direction. It can provide a larger and more complete sound-absorbing volume arrangement space for the exhaust system in the lower part of the front engine compartment, improve the NVH performance of the whole vehicle, and reduce the pressure drop along the integrated exhaust system, thereby improving the power performance and economy of the whole vehicle.

[0149] The suspension system disclosed herein adopts a bushing-type front suspension 300 and a rear suspension 400. The active ends of the front suspension 300 and the rear suspension 400 are respectively installed on the front mounting surface of the powertrain 100 and the side of the gearbox 120 housing. The passive end of the front suspension 300 is installed above the front crossbeam 711 of the subframe 710. The first support 310 of the rear suspension 400 is pressed into the second adapter 713 above the rear crossbeam 712 of the subframe 710. The system has high integration, high structural strength, and compact layout, which can reduce the risk of bolt slippage under harsh working conditions.

[0150] The elastic centers of the front suspension 300 and rear suspension 400 of the disclosed suspension system are symmetrically arranged along the center of gravity of the powertrain 100 in the X and Y directions of the vehicle, and are at the same height in the Z direction of the vehicle and close to the center of gravity of the powertrain 100. They are uniformly loaded and have good fatigue durability. The same set of rubber main spring structure can be used, which shortens the development cycle, improves the degree of generalization, and reduces the cost of the whole vehicle.

[0151] The main directions of the front suspension 300 and rear suspension 400 of the disclosed suspension system are perpendicular to the line connecting the center of elasticity and the center of mass of the powertrain 100, and the system has good resistance to longitudinal torsion of the powertrain 100.

[0152] The right suspension 500 of this disclosed suspension system uses a hydraulic suspension with high damping and low stiffness, while the other suspensions use rubber suspensions. This system can effectively attenuate low-frequency impacts caused by bad roads and high-frequency excitations from integrated exhaust systems, thus meeting the NVH performance requirements of automobiles and significantly improving ride comfort.

[0153] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0154] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0155] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0156] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A vehicle, characterized in that, include: Powertrain: and The suspension system includes multiple suspensions connected to the periphery of the powertrain; The plurality of suspension mounts include a front suspension mount and a rear suspension mount, wherein the front suspension mount is located in front of the powertrain and the rear suspension mount is located behind the powertrain; The main direction of the front suspension is set at an angle to the Z-direction of the vehicle and tilted towards the X-direction.

2. The vehicle according to claim 1, characterized in that, The vehicle also includes a subframe, to which both the front and rear suspensions are connected.

3. The vehicle according to claim 2, characterized in that, The subframe includes a front crossbeam and a rear crossbeam, with the front mount connected to the front crossbeam and the rear mount connected to the rear crossbeam.

4. The vehicle according to claim 3, characterized in that, The front suspension is located above the front crossbeam; And / or, the rear suspension is located above the rear crossbeam.

5. The vehicle according to claim 3, characterized in that, The front suspension includes a first support, a first elastic element, and a first bracket. The first bracket is connected to the first support via the first elastic element. The first support is connected to the front crossbeam, and the first bracket is connected to the powertrain.

6. The vehicle according to claim 5, characterized in that, The front suspension also includes a first inner core, the first support is annular and surrounds the first inner core, the first elastic element connects the first inner core and the first support, the first support is connected to the front crossbeam, and the first bracket is connected to the first elastic element through the first inner core.

7. The vehicle according to claim 6, characterized in that, The first support also includes a first adapter, through which the first support is connected to the front crossbeam.

8. The vehicle according to claim 3, characterized in that, The rear suspension includes a second support, a second elastic element, and a second bracket. The second bracket is connected to the second support via the second elastic element. The second support is connected to the rear crossbeam, and the second bracket is connected to the powertrain.

9. The vehicle according to claim 8, characterized in that, The rear suspension also includes a second inner core, the second support is annular and surrounds the second inner core, the second elastic element connects the second inner core and the second support, the second support is connected to the rear crossbeam, and the second bracket is connected to the second elastic element through the second inner core.

10. The vehicle according to claim 9, characterized in that, The subframe also includes a second adapter, which is disposed on the rear crossbeam, and the second support is disposed on the rear crossbeam via the second adapter.

11. The vehicle according to claim 1, characterized in that, The powertrain includes a gearbox and an engine arranged sequentially in the left-right direction; The front mount is connected to the front side of the engine or the transmission; And / or, the rear suspension is connected to the right side of the transmission.

12. The vehicle according to claim 1, characterized in that, The main direction of the rear suspension is set at an angle to the Z-direction of the vehicle.

13. The vehicle according to claim 2, characterized in that, The front suspension is configured as a rubber suspension; and / or The rear suspension is configured as a rubber suspension.

14. The vehicle according to claim 13, characterized in that, The line connecting the elastic center of the front suspension and the center of mass of the powertrain is perpendicular to the main direction of the front suspension. And / or, the line connecting the elastic center of the rear suspension and the center of mass of the powertrain is perpendicular to the principal direction of the rear suspension; And / or, the elastic centers of the front suspension and the rear suspension are symmetrically arranged about the center of mass of the powertrain; And / or, the elastic center of the front suspension and the elastic center of the rear suspension are at the same height in the Z-direction of the vehicle.

15. The vehicle according to any one of claims 1-14, characterized in that, The plurality of suspensions include a left suspension and a right suspension, the left suspension being located on the left side of the powertrain and the right suspension being located on the right side of the powertrain.

16. The vehicle according to claim 15, characterized in that, The vehicle also includes a body, and the left and right suspensions are both located on the body.

17. The vehicle according to claim 16, characterized in that, The vehicle body includes a left front longitudinal beam, a right front longitudinal beam, and a right front wheel arch. The left suspension is connected to the left front longitudinal beam, and the right suspension is connected to the right front longitudinal beam or the right front wheel arch.

18. The vehicle according to claim 16, characterized in that, The left suspension is configured as a rubber suspension; And / or, the right suspension is configured as a hydraulic suspension.

19. The vehicle according to claim 16, characterized in that, The main direction of the left suspension is consistent with the Z-direction of the vehicle; And / or, the main direction of the right suspension is consistent with the Z-direction of the vehicle.

20. The vehicle according to claim 1, characterized in that, The vehicle also includes an exhaust system disposed on the powertrain, the exhaust system including a first muffler and a second muffler, the first muffler and the second muffler being used for the gas discharged from the powertrain to flow through in sequence.

21. The vehicle according to claim 20, characterized in that, The vehicle also includes a front crossbeam and a rear crossbeam, with the first muffler located below the rear crossbeam and / or the second muffler located below the front crossbeam.

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