CN207902148U - A kind of power assembly rear suspension structure and automobile - Google Patents

Abstract

The utility model provides a power assembly rear suspension structure and an automobile. The power assembly rear suspension structure of the utility model includes: a mandrel, a rubber main spring and a bracket, the mandrel is inserted in the rubber main spring, and the bracket A fixed ring is connected, an acceleration limit block and a deceleration limit block are arranged on the fixed ring, the rubber main spring is located between the acceleration limit block and the deceleration limit block, and there is a first distance between the mandrel and the acceleration limit block, There is a second distance between the mandrel and the deceleration limit block, the first distance is greater than the second distance, and the difference between the first distance and the second distance is in the range of 3 mm to 3.5 mm, and the acceleration limit block is opposite to the rubber main spring One side is an arc-shaped buffer structure with a protrusion. The rear mount structure of the power assembly provided by the utility model avoids sudden changes in the rigidity of the rear mounts of the power assembly, and reduces the risk of roaring noise caused by sudden changes in the rigidity of the mounts under acceleration conditions. The automobile provided by the utility model includes the automobile body and the above-mentioned rear suspension structure of the power assembly.

Description

A powertrain rear suspension structure and automobile

technical field

The utility model relates to the technical field of automobiles, in particular to a power assembly rear suspension structure and an automobile.

Background technique

The NVH (noise vibration harshness) performance (noise, vibration and harshness) of a car is an important performance index of a car, and has become the focus of customers when choosing a car. Whether it is powertrain excitation or rough road excitation, it will be transmitted to the body and sub-frame through the rear suspension structure of the powertrain, affecting the driving comfort of customers. The rear suspension structure of the powertrain is an indispensable part of the car structure. It mainly supports the weight of the powertrain, isolates the vibration transmitted from the engine to the body, and acts as a shock absorber to attenuate the vibration caused by uneven road surfaces. Therefore, the matching design of the rear suspension structure of the powertrain directly affects the NVH performance of the vehicle.

In the existing powertrain rear suspension structure, the rigidity of the powertrain rear suspension structure is improved by setting the rubber main spring and the acceleration limit block.

With the existing rear suspension structure of the powertrain, under acceleration conditions, the rubber main spring and the acceleration limit block are prone to abnormal phenomena, resulting in a sudden change in the rigidity of the rear suspension structure, thereby causing the whole vehicle to accelerate and roar.

Utility model content

The utility model provides a rear suspension structure of a power assembly and an automobile. The rear suspension structure of the power assembly is less prone to sudden changes in rigidity when the automobile accelerates, thereby reducing the acceleration roar of the whole vehicle.

The utility model provides a power assembly rear suspension structure, comprising: a mandrel, a rubber main spring and a bracket, the mandrel is inserted in the rubber main spring, and one end of the bracket is connected with a fixed ring, An acceleration limit block and a deceleration limit block are fixed and relatively arranged on the inner wall of the fixed ring, the rubber main spring is located between the acceleration limit block and the deceleration limit block, and the mandrel is connected to the There is a first distance between the acceleration limit blocks, there is a second distance between the mandrel and the deceleration limit block, the first distance is greater than the second distance, and the first distance and the The difference of the second distance is in the range of 3 mm to 3.5 mm, and the side of the acceleration limit block opposite to the rubber main spring is an arc-shaped buffer structure with a protruding part.

Furthermore, in the powertrain rear suspension structure provided by the present invention, the acceleration limiting block is a triangular prism structure, and the edges of the acceleration limiting block have chamfers.

Further, in the powertrain rear suspension structure provided by the present invention, the rubber main spring includes a first rubber block and a second rubber block oppositely arranged, and the mandrel is inserted into the first rubber block and the second rubber block. Between the two rubber blocks, the side surfaces of the mandrel are vulcanized and connected to the first rubber block and the second rubber block.

Further, in the powertrain rear suspension structure provided by the utility model, the cross-sectional area of the mandrel is smaller than that of the rubber main spring, and the cross-sectional area of the mandrel is larger than that of the first rubber block The cross-sectional area of or the cross-sectional area of the second rubber block.

Further, in the powertrain rear suspension structure provided by the present invention, the mandrel is a quadrangular prism structure with chamfered edges, and the cross section of the mandrel is trapezoidal.

Further, in the rear suspension structure of the power assembly provided by the utility model, the mandrel is a hollow structure, and the cross section of the inner edge of the mandrel is circular, and the inner edge of the mandrel passes through the shaft and the auxiliary Frame connection.

Furthermore, in the rear suspension structure of the power assembly provided by the present invention, a lightening hole is provided on the mandrel, and the axis of the lightening hole is parallel to the axis of the mandrel.

Further, in the rear suspension structure of the power assembly provided by the utility model, a reinforcing plate is connected to the bracket.

Further, in the rear suspension structure of the power assembly provided by the present invention, the reinforcing plate is welded on the bracket.

The utility model also provides an automobile, which includes an automobile body and a power assembly rear mount structure arranged on the automobile body, wherein the power assembly rear mount structure is the aforementioned power assembly rear mount structure.

In the rear suspension structure of the power assembly and the automobile provided by the utility model, the difference between the first distance and the second distance is reduced by setting the opposite side of the acceleration limit block and the rubber main spring as an arc-shaped buffer structure with a protruding part. The value range is set to 3mm～3.5mm. Under the acceleration condition, when the rubber main spring contacts the acceleration limit block, the rubber main spring will first contact with the bulge in the arc-shaped buffer structure with a bulge, and the bulge The part plays a buffering role for the contact between the rubber main spring and the acceleration limit block, avoiding sudden changes in the rigidity of the rear suspension of the powertrain, further improving vibration isolation, reducing excitation, reducing roar, and reducing acceleration conditions The risk of roar caused by sudden changes in the stiffness of the lower suspension improves the NVH performance of the vehicle.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description The drawings are some embodiments of the utility model, and those skilled in the art can also obtain other drawings according to these drawings on the premise of not paying creative labor.

Fig. 1 is a structural schematic diagram of a rear suspension structure of a powertrain according to an embodiment of the present invention;

Fig. 2 is a structural schematic diagram of the central axis of the rear suspension structure of the powertrain according to Embodiment 1 of the utility model;

Fig. 3 is a connection diagram of the acceleration limit block, the deceleration limit block, the rubber main spring and the fixed ring in the rear suspension structure of the powertrain according to Embodiment 1 of the utility model;

Fig. 4 is a schematic structural view of the bracket in the rear suspension structure of the powertrain according to Embodiment 1 of the utility model.

Explanation of reference signs:

1. mandrel,

2. Rubber main spring,

3. Brackets,

4. Fixed ring,

5. Acceleration limit block,

6. Deceleration limit block,

7. First pitch,

8. Second spacing,

9. The first rubber block,

10. The second rubber block,

11. Lightening hole,

12. Reinforcement board.

Detailed ways

The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. example. Based on the embodiments of the present utility model, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the scope of protection of the present utility model.

The NVH performance of a car is an important performance index of a car, and has become the focus of customers' attention when choosing a car. Whether it is powertrain excitation or rough road excitation, it will be transmitted to the body and sub-frame through the rear suspension structure of the powertrain, affecting the driving comfort of customers. The rear suspension structure of the powertrain is an indispensable part of the car structure. It mainly supports the weight of the powertrain, isolates the vibration transmitted from the engine to the body, and acts as a shock absorber to attenuate the vibration caused by uneven road surfaces. Therefore, the matching design of the rear suspension structure of the powertrain directly affects the NVH performance of the vehicle.

In the existing powertrain rear suspension structure, the rigidity of the powertrain rear suspension structure is improved by setting the rubber main spring and the acceleration limit block.

With the existing rear suspension structure of the powertrain, under acceleration conditions, the rubber main spring and the acceleration limit block are prone to abnormal phenomena, resulting in a sudden change in the rigidity of the rear suspension structure, thereby causing the whole vehicle to accelerate and roar.

In order to solve the above problems, the embodiment of the utility model provides a powertrain rear suspension structure and an automobile. The powertrain rear suspension structure is not prone to sudden changes in rigidity when the vehicle accelerates, and reduces the acceleration roar of the whole vehicle. .

Embodiment one

The utility model provides a power assembly rear suspension structure. Fig. 1 is a structural schematic diagram of a powertrain rear suspension structure according to an embodiment of the utility model; Fig. 2 is a structural schematic diagram of a central axis of a powertrain rear suspension structure according to an embodiment of the utility model; Fig. 3 is a schematic diagram of a utility model embodiment A connection diagram of the acceleration limit block, the deceleration limit block, the rubber main spring and the fixed ring in the rear suspension structure of the power assembly; Figure 4 is a schematic structural diagram of the bracket in the rear suspension structure of the power assembly according to the embodiment of the present utility model . As shown in Figures 1-4, the powertrain rear suspension structure provided by this embodiment includes: a mandrel 1, a rubber main spring 2 and a bracket 3,

Wherein, the mandrel 1 is inserted in the rubber main spring 2;

One end of the bracket 3 is connected with a fixed ring 4, and the other end of the bracket 3 is connected with the gearbox;

An acceleration limit block 5 and a deceleration limit block 6 are fixed and relatively arranged on the inner wall of the fixed ring 4;

The rubber main spring 2 is located between the acceleration limit block 5 and the deceleration limit block 6, there is a first distance 7 between the mandrel 1 and the acceleration limit block 5, and there is a second distance between the mandrel 1 and the deceleration limit block 6. The spacing is 8, the first spacing 7 is greater than the second spacing 8, and the difference between the first spacing 7 and the second spacing 8 is in the range of 3 mm to 3.5 mm, and the side of the acceleration limit block 5 opposite to the rubber main spring 4 has a convex The arc buffer structure of the outlet.

In the powertrain rear suspension structure provided in this embodiment, there is a first distance 7 between the mandrel 1 and the acceleration limiter 5, a second distance 8 between the mandrel 1 and the deceleration limiter 6, and the first distance 7 and the second distance 8 can play a buffer role during the acceleration of the car, avoiding the contact between the rubber main spring 2 and the acceleration limiter 5, and the contact between the rubber main spring 2 and the deceleration limiter 6 too bluntly, so that The rigidity of the rear suspension of the powertrain changes abruptly;

Specifically, the first spacing 7 is greater than the second spacing 8, and the difference between the first spacing 7 and the second spacing 8 ranges from 3 mm to 3.5 mm, and the second spacing 8 is 5 mm. The first spacing 7 in this embodiment 8mm~8.5mm, the slope corresponding to the acceleration condition on the stiffness curve of the powertrain rear mount structure becomes slower, that is, the stiffness becomes softer, which improves vibration isolation, reduces excitation, reduces roar, and reduces the acceleration condition. Risk of booming noise due to abrupt changes in suspension stiffness.

Moreover, the side of the acceleration limit block 5 opposite to the rubber main spring 4 is an arc-shaped buffer structure with a protruding part. Specifically, in this embodiment, the arc-shaped buffer structure with a protruding part is arranged parallel to the mandrel 1, When the rubber main spring 2 is in contact with the acceleration limiting block 5, the rubber main spring 2 will first contact with the protrusion in the arc-shaped buffer structure with a protrusion, so that the rubber main spring 2 and the acceleration limiting block 5 are in contact. It plays a buffering role and prevents the contact between the rubber main spring 2 and the acceleration limit block 5 from being too rigid, causing a sudden change in the rigidity of the powertrain rear mount, further improving vibration isolation, reducing excitation, and reducing roar , reducing the risk of roaring noise caused by sudden changes in suspension stiffness under acceleration conditions, and improving the NVH performance of the vehicle.

The side of the acceleration limit block 5 opposite to the rubber main spring 4 is an arc-shaped buffer structure with a protrusion. When in contact with the acceleration limit block 5, it has a buffering effect. Preferably, the acceleration limit block 5 is a triangular prism structure, and the edges of the acceleration limit block 5 have chamfers. The main spring 4 is opposite to each other. When the rubber main spring 2 and the acceleration limit block 5 are in contact, the edge acts as a buffer to prevent the contact between the rubber main spring 2 and the acceleration limit block 5 from being too rigid, so that the rear of the powertrain Sudden changes in the stiffness of the mount.

The rear suspension structure of the power assembly provided in this embodiment, when in use, one end of the bracket 3 is connected with a fixed ring 4, the other end of the bracket 3 is connected with the gearbox, and the inner wall of the fixed ring 4 is fixed and relatively provided with an acceleration limiter. The bit block 5 and the deceleration limit block 6, the rubber main spring 2 is located between the acceleration limit block 5 and the deceleration limit block 6, and the rubber main spring 2 is inserted into the mandrel 1.

When the car accelerates, there is a first distance 7 between the mandrel 1 and the acceleration limiter 5, and a second distance 8 between the mandrel 1 and the deceleration limiter 6. The first distance 7 and the second distance 8 are During the acceleration process of the car, it acts as a buffer to avoid the contact between the rubber main spring 2 and the acceleration limit block 5, and the rubber main spring 2 and the deceleration limit block 6 from being too rigid, which makes the rigidity of the powertrain rear suspension produce mutations;

In addition, the second spacing 8 is 5 mm, and the first spacing 7 is 8 mm to 8.5 mm. The structure is optimized, so that the slope corresponding to the acceleration condition on the stiffness curve of the rear suspension structure of the powertrain is slowed down, that is, the stiffness is softened, and the vibration isolation is improved. , the excitation becomes smaller, the roar is reduced, and the risk of roar caused by sudden changes in the suspension stiffness under acceleration conditions is reduced;

And by being provided with an arc-shaped buffer structure with a protruding part on the side opposite to the acceleration limiting block 5 and the rubber main spring 4, the arc-shaped buffer structure with a protruding part is arranged parallel to the mandrel 1, between the rubber main spring 2 and the rubber main spring 4. When the acceleration limit block 5 contacts, the rubber main spring 2 will first contact with the protrusion in the arc-shaped buffer structure with a protrusion, thereby playing a buffering role for the contact between the rubber main spring 2 and the acceleration limit block 5, avoiding The contact between the rubber main spring 2 and the acceleration limit block 5 is too rigid, which causes a sudden change in the rigidity of the rear suspension of the powertrain. Further, the vibration isolation is improved, the excitation is reduced, the roar is reduced, and the acceleration work is reduced. The risk of roar caused by sudden changes in suspension stiffness under certain conditions improves the NVH performance of the vehicle.

In the rear suspension structure of the powertrain provided in this embodiment, by setting the side of the acceleration limit block opposite to the rubber main spring as an arc-shaped buffer structure with a protrusion, the difference between the first distance and the second distance The range is set to 3mm to 3.5mm. Under acceleration conditions, when the rubber main spring contacts the acceleration limit block, the rubber main spring will first contact the protrusion in the arc-shaped buffer structure with a protrusion. The protrusion is The contact between the rubber main spring and the acceleration limit block plays a buffering role, avoiding sudden changes in the rigidity of the rear suspension of the powertrain. Further, the vibration isolation is improved, the excitation is reduced, the roar is reduced, and the suspension under acceleration conditions is reduced. It eliminates the risk of roar caused by sudden changes in stiffness, and improves the NVH performance of the vehicle.

Furthermore, in the rear suspension structure of the powertrain provided by this embodiment, the rubber main spring 2 includes a first rubber block 9 and a second rubber block 10 arranged oppositely,

Specifically, the mandrel 1 is inserted between the first rubber block 9 and the second rubber block 10 , and the sides of the mandrel 1 are vulcanized and connected to the first rubber block 9 and the second rubber block 10 . The vulcanization process is mainly used to improve the performance of rubber products. When the rubber is added with a vulcanizing agent, the rubber molecules can be cross-linked by heat treatment or other methods to form a three-dimensional network structure, thereby greatly improving the performance of the rubber, especially the rubber. A series of physical and mechanical properties such as modulus, elasticity, hardness, and tensile strength will be greatly improved.

Specifically, the first rubber block 9 and the second rubber block 10 are symmetrically arranged and connected to each other, the first rubber block 9 and the second rubber block 10 form a connection hole, and the mandrel 1 is inserted into the connection hole.

As shown in Figure 2 and Figure 3, specifically, the cross-sectional area of the mandrel 1 is smaller than the cross-sectional area of the rubber main spring 2, and the cross-sectional area of the mandrel 1 is larger than the cross-sectional area of the first rubber block 9 or the second rubber The cross-sectional area of the block 10, the cross-sectional area of the mandrel 1 is smaller than the cross-sectional area of the rubber main spring 2, and the volume of the rubber main spring 2 is greater than the volume of the mandrel 1, the hardness of the rubber main spring 2 is reduced, by reducing the rubber main spring 2 The hardness of the spring 2 reduces the rigidity of the rubber main spring 2, avoids the risk of large idle vibration, and improves the NVH performance of the vehicle.

Preferably, the mandrel 1 is a quadrangular prism structure with chamfered edges, and the cross section of the mandrel 1 is trapezoidal. Since the sides of the mandrel 1 are vulcanized and connected to the first rubber block 9 and the second rubber block 10, the The mandrel 1 is arranged in a quadrangular prism structure, which facilitates the vulcanization connection of the mandrel 1 with the first rubber block 9 and the second rubber block 10;

The mandrel 1 can also be provided with a pentagonal prism, a hexagonal prism, and other shapes that are easy to process and facilitate vulcanization connection, which is not limited here.

Further, the mandrel 1 is a hollow structure, and the cross-section of the inner edge of the mandrel 1 is circular, which facilitates the connection between the mandrel 1 and the subframe. Specifically, the inner edge of the mandrel 1 is connected to the subframe through a shaft , the bracket 3 is connected with the gearbox, and the power assembly rear suspension structure subframe of this embodiment is connected with the gearbox through the mandrel 1 and the bracket 3 .

As an optional way, the mandrel 1 is provided with a weight reducing hole 11, the axis of the weight reducing hole 11 is parallel to the axis of the mandrel 1, and the weight reducing hole 11 is used to reduce the weight of the mandrel 1;

It should be noted that the weight reducing hole 11 can be set as a circular through hole, also can be set as a rectangular through hole, and can also be set as an irregular shape, as long as the purpose of reducing the weight of the mandrel 1 can be achieved, it will not be described here. limited.

Multiple weight-reducing holes 11 can be provided, and multiple weight-reducing holes 11 are arranged symmetrically on the mandrel 1. In the powertrain rear suspension structure provided in this embodiment, two weight-reducing holes 11 are provided, and the two weight-reducing holes 11 are symmetrical. Set, and the two lightening holes 11 are close to the deceleration limit block 6.

The rear suspension structure of the power assembly provided in this embodiment is also provided with a mandrel. Specifically, the cross-sectional area of the mandrel is smaller than the cross-sectional area of the rubber main spring, and the cross-sectional area of the mandrel is larger than the cross-sectional area of the first rubber block. Cross-sectional area or the cross-sectional area of the second rubber block, the cross-sectional area of the mandrel is smaller than the cross-sectional area of the rubber main spring, and the volume of the rubber main spring is greater than the volume of the mandrel, the hardness of the rubber main spring is reduced, by reducing the rubber main spring The hardness of the spring reduces the stiffness of the rubber main spring, avoids the risk of large idle vibration, and improves the NVH performance of the vehicle.

As shown in Figure 4, further, the bracket 3 of the rear suspension structure of the power assembly provided in this embodiment is connected with a reinforcing plate 12, and the reinforcing plate 12 can be connected with the bracket 3 through bolts;

Concrete, the relative positions of reinforcement plate 12 and support 3 are all provided with through holes, bolts pass through the through holes on reinforcement plate 12 and support 3 in turn, and then connect nuts, realize the connection of reinforcement plate 12 and support 3, reinforcement plate 12 and bracket 3 can also be riveted;

Specifically, in order to increase the stability of the connection between the reinforcing plate 12 and the bracket 3, the reinforcing plate 12 is welded on the bracket 3;

As an optional mode, the edge of the reinforcing plate 12 is provided with flanging, and the flanging on one side edge of the reinforcing plate 12 matches the fixing ring 4 and is used to support the fixing ring 4. The reinforcing plate 12 is embedded in the bracket 3, and the reinforcing plate 12 The opposite sides are offset against the support 3 to increase the strength and rigidity of the support 3;

Furthermore, the reinforcing plate 12 increases the structural strength and rigidity of the rear suspension of the powertrain, making the rear suspension structure of the powertrain in this embodiment more durable, reducing the noise inside the vehicle under acceleration conditions, and improving the NVH of the vehicle performance.

The rear suspension structure of the power assembly provided in this embodiment is also provided with a reinforcing plate, the reinforcing plate is welded on the bracket, and a flanging is provided on the edge of the reinforcing plate, and the flanging on one side edge of the reinforcing plate matches the fixed ring and Used to support the fixed ring, the reinforcing plate is embedded in the bracket, and the opposite sides of the reinforcing plate are offset against the bracket to increase the strength and rigidity of the bracket. The strength and rigidity of the powertrain rear mount structure are increased through the reinforcement plate, which makes the powertrain rear mount structure in this embodiment more durable, reduces the noise inside the vehicle under acceleration conditions, and improves the NVH performance of the vehicle.

Embodiment two

The utility model also provides an automobile. The car provided by the embodiment of the utility model includes a car body and a power assembly rear suspension structure arranged on the car body;

Wherein, the rear mount structure of the power assembly is the rear mount structure of the power assembly provided in the above-mentioned embodiment, and the rear mount structure, working principle and main functions of the power assembly have been described in detail in the first embodiment above. I won't repeat them here.

The automobile provided by the embodiment of the utility model includes a car body and a power assembly rear suspension structure arranged on the automobile body. The rear suspension structure of the power assembly is set to have a The arc-shaped buffer structure of the protruding part sets the range of the difference between the first distance and the second distance to 3mm to 3.5mm. Under acceleration conditions, when the rubber main spring contacts the acceleration limit block, the rubber main spring will first It is in contact with the convex part in the arc-shaped buffer structure with the convex part, and the convex part acts as a buffer for the contact between the rubber main spring and the acceleration limit block, avoiding sudden changes in the rigidity of the rear suspension of the powertrain, and further, making The vibration isolation is improved, the excitation is smaller, and the roar is reduced, which reduces the risk of roar caused by sudden changes in the suspension stiffness under acceleration conditions, and improves the NVH performance of the vehicle;

Also by setting the mandrel, specifically, the cross-sectional area of the mandrel is smaller than the cross-sectional area of the rubber main spring, and the cross-sectional area of the mandrel is greater than the cross-sectional area of the first rubber block or the cross-sectional area of the second rubber block, the core The cross-sectional area of the shaft is smaller than the cross-sectional area of the rubber main spring, and the volume of the rubber main spring is larger than that of the mandrel, so the hardness of the rubber main spring is reduced. By reducing the hardness of the rubber main spring, the stiffness of the rubber main spring is reduced, avoiding the The risk of large vibration at idle speed improves the NVH performance of the whole vehicle.

Also by setting the reinforcing plate, the reinforcing plate is welded on the bracket, and the edge of the reinforcing plate is provided with flanging, the flanging on one side edge of the reinforcing plate matches the fixing ring and is used to support the fixing ring, the reinforcing plate is embedded in the bracket, and the strengthening The two opposite sides of the plate are offset against the support to increase the strength and rigidity of the support. The strength and rigidity of the powertrain rear mount structure are increased through the reinforcement plate, which makes the powertrain rear mount structure in this embodiment more durable, reduces the noise inside the vehicle under acceleration conditions, and improves the NVH performance of the vehicle.

In the description of the utility model specification, it should be understood that the orientation or positional relationship indicated by the terms "middle", "end", "side", etc. is based on the orientation or positional relationship shown in the drawings, and is only for convenience The present invention is described and simplified descriptions do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and thus should not be construed as limiting the present invention.

In addition, the terms "first", "second", "third", "fourth" and "fifth" are used for descriptive purposes only, and are not to be construed as indicating or implying relative importance or implying the indicated The number of technical characteristics. Thus, a feature defined as "first", "second", "third", "fourth", "fifth" may expressly or implicitly include one or more of such features.

In the description of the present utility model, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

In the present utility model, unless otherwise specified and limited, the term "connection" and other terms should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integration; it can be a mechanical connection, or It can be electrically connected or can communicate with each other; it can be directly connected or indirectly connected through an intermediary, and it can be the internal communication of two components or the interaction relationship between two components. Those of ordinary skill in the art can understand the specific meanings of the above terms in the present utility model according to specific situations.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present utility model, and are not intended to limit it; although the present utility model has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand : It is still possible to modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements to some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions depart from the various embodiments of the present invention Scope of technical solutions.

Claims (10)

1. A powertrain rear suspension structure, characterized in that it comprises: a mandrel, a rubber main spring and a bracket, the mandrel is inserted in the rubber main spring, and one end of the bracket is connected with a fixed ring , the inner wall of the fixed ring is fixed and oppositely provided with an acceleration limit block and a deceleration limit block, the rubber main spring is located between the acceleration limit block and the deceleration limit block, and the mandrel and There is a first distance between the acceleration limit blocks, there is a second distance between the mandrel and the deceleration limit block, the first distance is greater than the second distance, and the first distance and The difference of the second distance is in the range of 3 mm to 3.5 mm, and the side of the acceleration limit block opposite to the rubber main spring is an arc-shaped buffer structure with a protrusion. 2 . The powertrain rear suspension structure according to claim 1 , wherein the acceleration limiting block is a triangular prism structure, and the edges of the acceleration limiting block are chamfered. 3. The powertrain rear suspension structure according to claim 1, wherein the main rubber spring includes a first rubber block and a second rubber block oppositely arranged, and the mandrel is inserted into the first rubber block Between the block and the second rubber block, the sides of the mandrel are vulcanized connected to the first rubber block and the second rubber block. 4. The powertrain rear suspension structure according to claim 3, wherein the cross-sectional area of the mandrel is smaller than the cross-sectional area of the rubber main spring, and the cross-sectional area of the mandrel is larger than the The cross-sectional area of the first rubber block or the cross-sectional area of the second rubber block. 5 . The powertrain rear suspension structure according to claim 1 , wherein the mandrel is a quadrangular prism structure with chamfered edges, and the cross section of the mandrel is trapezoidal. 6. The powertrain rear suspension structure according to claim 1, characterized in that, the mandrel is a hollow structure, and the cross section of the inner edge of the mandrel is circular, and the inner edge of the mandrel is The edge is connected with the subframe through the shaft. 7 . The powertrain rear suspension structure according to claim 1 , wherein a lightening hole is provided on the mandrel, and the axis of the lightening hole is parallel to the axis of the mandrel. 8 . The powertrain rear suspension structure according to claim 1 , wherein a reinforcing plate is connected to the bracket. 9. The powertrain rear suspension structure according to claim 8, characterized in that, the reinforcing plate is welded on the bracket. 10. An automobile, characterized in that it comprises an automobile body and a powertrain rear suspension structure arranged on the automobile body, wherein the powertrain rear suspension structure is any one of claims 1-9 The rear suspension structure of the powertrain described above.