Bushing-type hydraulic stopper and support structure for vehicle power systems

Abstract

This invention relates to a bushing-type hydraulic stop and its support structure for a vehicle powertrain. The bushing-type hydraulic stop includes: a main diaphragm chamber, which is annular in shape with a central opening and filled with fluid, through which a supported member passes; a secondary diaphragm chamber located on the side of the main diaphragm chamber; and a fluid channel installed on the outer periphery of the main diaphragm assembly and in fluid communication with both the main and secondary diaphragm chambers. When the main diaphragm chamber is compressed by the supported member, fluid flows from the main diaphragm chamber to the secondary diaphragm chamber through the fluid channel. The bushing-type hydraulic stop of this invention can generate a damping effect only under large impact driving conditions and can generate a radial damping effect in the 0-360° range, reducing the difficulty of NVH / handling tuning, facilitating standardization and platformization, thereby reducing costs.

Description

Technical Field

[0001] The present invention relates to a damper for a vehicle powertrain, and more particularly, to a bushing-type hydraulic stop for a vehicle powertrain. Background Technology

[0002] Typically, when powertrain equipment, including the engine and transmission, is installed in the engine compartment of an internal combustion engine vehicle, engine mounts are used for mounting to reduce vibrations and noise transmitted from the powertrain equipment to the vehicle body. For example, when the engine is driven, the engine mounts isolate vibrations generated between the vehicle body and the engine mounts due to piston stroke and crankshaft rotational torque.

[0003] Unlike internal combustion engine vehicles, electric vehicles use an electric drive assembly (power electric, PE) that includes a motor and a reducer. Therefore, when the motor and reducer are mounted on the side of the vehicle body in the PE compartment, they are mounted using electric vehicle-specific mounts that can isolate gear squeal noise, shocks, sudden movements, vibrations, etc.

[0004] The most common motor mounting system for electric vehicles is gravity mounting, with bushing-type motor mounts, including rubber bushing mounts and hydraulic bushing mounts. Hydraulic bushing mounts offer advantages in handling compared to rubber bushing mounts.

[0005] Different performance requirements need to be put forward for the brackets with suspensions, depending on the different development goals of the vehicle.

[0006] 1) Existing solid rubber bushing type suspension can only control the movement of electric drive assembly, but cannot provide a damping effect to absorb impact energy.

[0007] 2) Integrated hydraulic bushing suspension can provide additional damping, but it has the following problems:

[0008] a) High damping is only needed under conditions of large road collisions, but damping exists under all driving conditions. This means that although damping can improve handling, it will reduce NVH (noise, vibration, and ride comfort) performance, such as whirring and vibration.

[0009] b) The damping effect is effective only in one (Z) or two (Z / X) directions, but in reality the damping effects in different directions are coupled.

[0010] c) Complex hydraulic flow channel structures and coupling directions greatly increase the difficulty of NVH / maneuverability tuning of the support.

[0011] d) Poor communalization. This means that due to different static or dynamic stiffness requirements, this design is difficult to use in other vehicles.

[0012] Therefore, the problem with existing technologies is the need for a support structure for a power system that requires high damping effect only under large road collision conditions, which can be effective in multiple directions and has the characteristics of simple structure and good versatility.

[0013] The information disclosed in the background section of this invention is intended only to enhance the understanding of the overall background of the invention and should not be construed as an admission or in any way implying that such information constitutes prior art known to those skilled in the art. Summary of the Invention

[0014] To overcome the aforementioned problems in the prior art, the present invention provides a bushing-type hydraulic stop for a vehicle power system, which can generate a damping effect only under large impact driving conditions.

[0015] The bushing-type hydraulic stop for vehicle power systems of the present invention can generate a radial damping effect from 0 to 360°.

[0016] The bushing-type hydraulic stop for vehicle powertrain systems of the present invention can reduce the difficulty of NVH / handling tuning.

[0017] The bushing-type hydraulic stopper for vehicle power systems of the present invention can facilitate commonality and platformization, thereby reducing costs.

[0018] To achieve the above objectives, according to an embodiment of the present invention, a bushing-type hydraulic stop for a vehicle powertrain is provided, characterized in that the bushing-type hydraulic stop comprises: a main diaphragm cavity formed as an annular shape with a central opening and filled with fluid, through which a support member passes; a secondary diaphragm cavity located on the side of the main diaphragm cavity; and a fluid channel installed on the outer periphery of the main diaphragm assembly and in fluid communication with the main diaphragm cavity and the secondary diaphragm cavity; wherein, when the main diaphragm cavity is compressed by the support member, fluid flows from the main diaphragm cavity to the secondary diaphragm cavity through the fluid channel.

[0019] Preferably, the bushing-type hydraulic stop further includes: a main diaphragm assembly; and a flow channel assembly installed on the outer periphery of the main diaphragm assembly; wherein the main diaphragm cavity is formed between the flow channel assembly and the main diaphragm assembly, and the fluid channel is arranged inside the flow channel assembly; the secondary diaphragm cavity is located on the side of the flow channel assembly.

[0020] Preferably, the flow channel assembly includes: a flow channel inner sleeve having a fluid inlet toward the main diaphragm cavity; and a flow channel outer sleeve located outside the flow channel inner sleeve and having the fluid passage and a fluid outlet toward the secondary diaphragm cavity.

[0021] Preferably, the fluid channel is formed by a groove formed by a downward indentation of the inner surface of the flow channel sleeve, the fluid channel is formed in a curved shape, the fluid inlet is in fluid communication with the fluid channel, and the fluid outlet is in communication with the fluid channel and is formed on the side of the flow channel sleeve.

[0022] Preferably, the main diaphragm assembly includes a main diaphragm body; the main diaphragm body is integrally formed of an elastic material, and the main diaphragm body has sealing portions on both sides and a pressure-bearing portion between the sealing portions.

[0023] Preferably, the pressure-bearing part is provided with a plurality of protrusions that protrude inward.

[0024] Preferably, the number of protrusions is 8-40.

[0025] Preferably, the main diaphragm assembly further includes reinforcing rings, which are located on the outer peripheral surface of the sealing portion.

[0026] Preferably, the bushing-type hydraulic stop further includes a secondary diaphragm assembly, the secondary diaphragm assembly comprising: a secondary diaphragm ring disposed on the side of the flow channel assembly; and a secondary diaphragm sheet located at the side end of the secondary diaphragm ring; wherein the secondary diaphragm ring and the secondary diaphragm sheet form a secondary diaphragm cavity.

[0027] Preferably, the bushing-type hydraulic stop further includes an outer sleeve, which is installed radially outside the flow channel outer sleeve.

[0028] Preferably, the vehicle power system includes a bracket with mounting holes, which is suspended within the mounting holes of the bracket; the bushing-type hydraulic stop is also installed within the mounting holes of the bracket, and the suspended inner tube passes through the central opening of the main diaphragm cavity.

[0029] Preferably, the diameter of the central opening in the main diaphragm cavity is larger than the outer diameter of the suspended inner tube.

[0030] According to an embodiment of the present invention, a bushing-type hydraulic stop for a vehicle powertrain is also provided, the bushing-type hydraulic stop comprising: a main diaphragm assembly configured as an annular shape with a central opening and filled with fluid, a supported member passing through the central opening; a flow channel assembly mounted on the outer periphery of the main diaphragm assembly; and a secondary diaphragm assembly located on the side of the flow channel assembly; wherein the main diaphragm cavity is formed between the flow channel assembly and the main diaphragm assembly, and a secondary diaphragm cavity is formed within the secondary diaphragm assembly, the fluid channel being arranged inside the flow channel assembly and in fluid communication with the main diaphragm cavity and the secondary diaphragm cavity; when the main diaphragm assembly is compressed by the supported member, fluid flows from the main diaphragm cavity to the secondary diaphragm cavity through the fluid channel.

[0031] Preferably, the flow channel assembly includes: a flow channel inner sleeve having a fluid inlet facing the main diaphragm cavity; and a flow channel outer sleeve located outside the flow channel inner sleeve and having the fluid channel and a fluid outlet leading to the secondary diaphragm cavity; wherein the fluid channel is formed by a groove formed by a downward indentation through the inner surface of the flow channel outer sleeve, the fluid channel being formed in a curved shape, and the fluid inlet being in fluid communication with the fluid channel; the fluid outlet being in communication with the fluid channel and formed on the side of the flow channel outer sleeve; wherein the fluid inlet, fluid outlet, and fluid channel are each provided in multiples and the number is the same.

[0032] Preferably, the main diaphragm assembly includes a main diaphragm body; the main diaphragm body is integrally formed of an elastic material, and the main diaphragm body has sealing portions located on both sides and a pressure-bearing portion located between the sealing portions, the pressure-bearing portion being provided with a plurality of protrusions protruding inward, the number of the protrusions being 8-40; wherein, the main diaphragm assembly further includes reinforcing rings, the reinforcing rings being located on the outer peripheral surface of the sealing portions respectively.

[0033] Preferably, the sub-diaphragm assembly includes: a sub-diaphragm ring disposed on the side of the flow channel assembly; and a sub-diaphragm sheet located at the side end of the sub-diaphragm ring; wherein the sub-diaphragm ring and the sub-diaphragm sheet form a sub-diaphragm cavity.

[0034] Preferably, the bushing-type hydraulic stop further includes an outer sleeve, which is installed radially outside the flow channel outer sleeve.

[0035] Preferably, the diameter of the central opening in the main diaphragm cavity is larger than the outer diameter of the suspended inner tube.

[0036] According to an embodiment of the present invention, a support structure for a power system of an electric vehicle is also provided, the support structure including the aforementioned bushing-type hydraulic stop for a vehicle power system, the support structure including a bracket with a mounting hole, suspended in the mounting hole of the bracket; the bushing-type hydraulic stop is also installed in the mounting hole of the bracket, and the suspended inner tube passes through the central opening of the main diaphragm cavity.

[0037] The bushing-type hydraulic stop for vehicle power systems of the present invention adopts a split and modular design concept. Its damping effect is only effective under large road collision conditions. Therefore, the bushing-type hydraulic stop can improve handling without reducing NVH performance.

[0038] This bushing-type hydraulic stop provides 0-360° radial damping, and the damping in the four main directions (±Z / ±X) can be adjusted independently.

[0039] The simple hydraulic flow path structure and decoupled damping direction of this bushing-type hydraulic stop reduce the difficulty of NVH and handling (R&H) tuning.

[0040] The modular design of this bushing-type hydraulic stopper facilitates community and platformization, thereby reducing costs.

[0041] The methods and apparatus of the present invention have other features and advantages that will be apparent from or will be set forth in detail in the accompanying drawings and subsequent embodiments incorporated herein, which together serve to explain the particular principles of the invention. Attached Figure Description

[0042] Figure 1 This is a perspective view of a bushing-type hydraulic stop for a vehicle power system according to an embodiment of the present invention.

[0043] Figure 1a This is an end view of a bushing-type hydraulic stop for a vehicle power system according to an embodiment of the present invention.

[0044] Figure 2 This is an exploded schematic diagram of the components of a bushing-type hydraulic stop for a vehicle power system according to an embodiment of the present invention.

[0045] Figures 3a-3c This is a schematic diagram of the flow channel assembly of a bushing-type hydraulic stop; where... Figure 3a This is an overall schematic diagram of the flow channel assembly. Figure 3b This is a schematic diagram of the inner sleeve of the flow channel assembly. Figure 3c This is a schematic diagram of the flow channel casing of the flow channel assembly.

[0046] Figures 4a-4c This is a schematic diagram of the main diaphragm assembly of a bushing-type hydraulic stop; in which... Figure 4a This is an overall schematic diagram of the main diaphragm assembly. Figure 4b This is a schematic diagram of the reinforcing ring of the main diaphragm assembly. Figure 4c This is a schematic diagram of the main diaphragm body of the main diaphragm assembly.

[0047] Figures 5a-5c This is a schematic diagram of the auxiliary diaphragm assembly of a bushing-type hydraulic stop; in which... Figure 5a This is an overall schematic diagram of the secondary diaphragm assembly. Figure 5b This is a schematic diagram of the secondary diaphragm ring of the secondary diaphragm assembly. Figure 5c This is a schematic diagram of the secondary diaphragm sheet of the secondary diaphragm assembly.

[0048] Figure 6 This is a schematic diagram of the outer sleeve of a bushing-type hydraulic stopper.

[0049] Figure 7 This is a schematic diagram of the installation of a bushing-type hydraulic stop for a vehicle power system and a suspended inner tube according to an embodiment of the present invention.

[0050] Figure 8 This is a cross-sectional view of a bushing-type hydraulic stop for a vehicle power system according to an embodiment of the present invention.

[0051] Figure 9 This is a schematic diagram of a bushing-type hydraulic stop for a vehicle power system, according to an embodiment of the present invention, mounted together with a suspension on a bracket.

[0052] Figure 10 This is a schematic diagram of a bushing-type hydraulic stop for a vehicle powertrain system mounted on a bracket according to an embodiment of the present invention, wherein the suspension is removed to more clearly show the position of the bushing-type hydraulic stop in the bracket.

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

[0054] 1: Bracket 2: Suspension

[0055] 3: Inner tube

[0056] 100: Bushing-type hydraulic stopper; 110: Flow channel assembly

[0057] 111: Inner sleeve of the flow channel; 111a: Fluid inlet.

[0058] 112: Flow channel jacket; 112a: Fluid channel

[0059] 112b: Fluid outlet; 112c: Outer jacket body

[0060] 120: Main diaphragm assembly; 121: Main diaphragm body

[0061] 121a: Pressure-bearing part; 121b: First sealing part

[0062] 121c: Second sealing part; 121d: Protrusion.

[0063] 122: First reinforcing ring; 123: Second reinforcing ring

[0064] 130: Sub-diaphragm assembly; 131: Sub-diaphragm ring

[0065] 131a: Sub-diaphragm groove; 131b: Connecting part

[0066] 132: Secondary diaphragm; 140: External sleeve

[0067] 150: Main diaphragm cavity; 160: Secondary diaphragm cavity.

[0068] It should be understood that the accompanying drawings are not necessarily drawn to scale, but rather present simplified representations of various features to illustrate the basic principles of the invention. Specific design features disclosed in this invention (including, for example, specific dimensions, orientations, positions, and shapes) will be determined in part by the specific environment in which they are intended for application and use.

[0069] Throughout these figures, the same reference numerals denote the same or equivalent parts of the invention. Detailed Implementation

[0070] Reference will now be made in detail to various embodiments of the invention, examples of which are presented in the accompanying drawings and described below. Although the invention will be described in conjunction with exemplary embodiments, it should be understood that this specification is not intended to limit the invention to these exemplary embodiments. Rather, the invention is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents, and other embodiments that may be included within the spirit of the invention and the scope defined by the appended claims.

[0071] According to an embodiment of the present invention, a bushing-type hydraulic stop for a vehicle powertrain is mounted in a mounting hole in a bracket on the side of the vehicle body. See [link to other embodiments]. Figure 8 and Figure 9 The bracket 1 has a mounting hole in which a suspension 2 is installed. A bushing-type hydraulic stop 100 of the present invention is installed on the rear side of the suspension 2. The inner tube 3 (also called the "inner core") of the suspension 2 passes through the suspension 2 and the bushing-type hydraulic stop 100. The bushing-type hydraulic stop 100 for a vehicle powertrain of the present invention can mitigate the impact force from the inner tube 3 of the suspension. The bracket 1 can be a structure separately mounted on the side of the vehicle body, such as a subframe with a motor and reducer mounted thereon, or it can be an integrally formed side part of the vehicle body.

[0072] According to an embodiment of the present invention, a bushing-type hydraulic stop for a vehicle powertrain includes: a main diaphragm cavity formed as an annular shape with a central opening and filled with fluid, through which a support member passes; a secondary diaphragm cavity located on the side of the main diaphragm cavity; and a fluid channel mounted on the outer periphery of the main diaphragm assembly and in fluid communication with the main diaphragm cavity and the secondary diaphragm cavity; wherein, when the main diaphragm cavity is compressed by the support member, fluid flows from the main diaphragm cavity to the secondary diaphragm cavity through the fluid channel.

[0073] See below. Figures 1-10 The specific structure of the bushing-type hydraulic stop for a vehicle power system according to an embodiment of the present invention will be described in detail.

[0074] See Figure 1 , Figure 1a and Figure 2 According to an embodiment of the present invention, a bushing-type hydraulic stopper 100 for a vehicle powertrain includes a flow channel assembly 110, a main diaphragm assembly 120, and a secondary diaphragm assembly 130. The flow channel assembly 110 is mounted on the outer periphery of the main diaphragm assembly 120.

[0075] A main diaphragm cavity 150 is formed between the flow channel assembly 110 and the main diaphragm assembly 120, and a fluid channel 112a is arranged inside the flow channel assembly 110; a secondary diaphragm cavity 160 is located on the side of the flow channel assembly 110, see [reference needed]. Figure 8 .

[0076] See Figure 3a The flow channel assembly 110 includes an inner flow channel sleeve 111 and an outer flow channel sleeve 112.

[0077] See Figure 3b The inner sleeve 111 of the flow channel is a metal element, such as steel. The inner sleeve 111 is a cylindrical component and has a fluid inlet 111a facing the main diaphragm cavity 1150. In the illustrated embodiment, there are four fluid inlets 111a, but the number can be selected as needed, and can be selected in the range of 4-20.

[0078] See Figure 3c The flow channel sleeve 112 is a metal element, such as steel. The flow channel sleeve 112 is a cylindrical component located outside the flow channel inner sleeve 111 and has a fluid channel 112a and a fluid outlet 112b leading to the sub-diaphragm cavity 160.

[0079] The fluid channel 112a is formed by a groove created by a downward indentation of the inner surface of the flow channel sleeve 111. The fluid channel 112a is formed in a curved shape. In the illustrated embodiment, the fluid channel 112a is U-shaped, and its curved shape serves to buffer the fluid flowing within it, reducing the impact of the fluid. Although the fluid channel 112a is curved in the illustrated embodiment, other methods can also be used to buffer the fluid flowing within the fluid channel. In the illustrated embodiment, four fluid channels 112a are formed, the number corresponding to the number of fluid inlets 111a and fluid outlets 112b; however, the number of fluid channels 112a, fluid inlets 111a, and fluid outlets 112b can also be varied, and can be selected within the range of 4-20.

[0080] The fluid inlet 111a of the inner sleeve 111 is in fluid communication with the fluid channel 112a of the outer sleeve 112, preferably with one end of the fluid inlet 111a in fluid communication with the fluid channel 112a. The fluid outlet 112b is formed at the other end of the fluid channel 112a on the side of the outer sleeve 112. The fluid transported by the main diaphragm cavity 150 enters the fluid channel 112a from the fluid inlet 111a of the inner sleeve 111 and enters the secondary diaphragm cavity 160 through the fluid outlet 112b. The fluid loses energy impact force when passing through the fluid channel 112a; this phenomenon is called the damping effect. The damping effect, such as the loss angle and frequency, can be changed by altering the length, width, depth, cross-section, and shape of the flow path.

[0081] See Figures 4a-4c The main diaphragm assembly 120 includes a main diaphragm body 121 and a reinforcing ring. The main diaphragm body 121 is integrally formed from an elastic material, such as natural rubber or synthetic rubber, through injection molding, so as to deform upon impact and thereby compress the main diaphragm cavity 150.

[0082] The main diaphragm body 121 includes a first sealing part 121b and a second sealing part 121c located on both sides, and a pressure-bearing part 121a located between the first sealing part 121b and the second sealing part 121c.

[0083] The pressure-bearing part 121a is provided with a plurality of protrusions 121d. The protrusions 121d are evenly distributed in the circumferential direction and protrude inward in the radial direction. The number of protrusions 121d can be set to 8-40.

[0084] The reinforcing rings include a first reinforcing ring 122 and a second reinforcing ring 123, which are metal elements, such as steel, and are integrally formed by molding together with the main diaphragm body 121. The first reinforcing ring 122 and the second reinforcing ring 123 are respectively located on and molded together with the outer peripheral surfaces of the first sealing portion 121b and the second sealing portion 121c to increase the strength of the main diaphragm assembly 120. In the illustrated embodiment, the first reinforcing ring 122 engages with the inner surface of the flow channel inner sleeve 111, and the second reinforcing ring 123 engages with the inner surface of the flow channel outer sleeve 112, thereby maintaining a fluid seal in the main diaphragm cavity 150.

[0085] See Figure 5a The sub-diaphragm assembly 130 includes a sub-diaphragm ring 131 and a sub-diaphragm sheet 132.

[0086] A secondary diaphragm ring 131 is disposed on the side of the flow channel assembly 110. In the illustrated embodiment, only one secondary diaphragm ring 131 is provided, but according to the spirit of the invention, two secondary diaphragm rings 131 may also be provided, with the two secondary diaphragm rings 131 respectively located on the left and right sides of the flow channel assembly 110.

[0087] See Figure 5b and Figure 8 In the illustrated embodiment, the secondary diaphragm ring 131 is composed of two rings, an inner and an outer ring, and a connecting portion is formed between the two rings to connect the two rings together.

[0088] The secondary diaphragm 132 is located at the side end of the secondary diaphragm ring, thereby forming a secondary diaphragm cavity 160 between the side surfaces of the inner sleeve 111 and the outer sleeve 112 of the flow channel, the secondary diaphragm ring 131, and the secondary diaphragm 132. In the illustrated embodiment, the cross-sectional shape of the secondary diaphragm 132 is concave, thus forming an M-shape together with the secondary diaphragm ring 131. When the main diaphragm cavity is pressurized, forcing fluid from the main diaphragm cavity 150 into the secondary diaphragm cavity 160, the secondary diaphragm 132 changes from a concave shape to a convex shape, thereby increasing the volume of the secondary diaphragm cavity 160 so that the bushing-type hydraulic stopper 100 can withstand greater impacts, and after the pressure is released, the restoring force of the secondary diaphragm 132 can compress the fluid to flow back into the main diaphragm cavity 150.

[0089] See Figure 6 The bushing-type hydraulic stop 100 further includes an outer sleeve 140, which is a metal component, such as aluminum. The outer sleeve 140 is a cylindrical component that is installed outside the flow channel sleeve 112, allowing the bushing-type hydraulic stop 100 to be installed into the mounting hole of the bracket 1. Alternatively, the outer sleeve 140 may be omitted, and the flow channel sleeve 112 may be directly installed into the mounting hole of the bracket 1.

[0090] The inner sleeve 111 and the outer sleeve 112 of the flow channel, the first sealing part 121b, the second sealing part 121c and the flow channel assembly 110, and the secondary diaphragm ring 131 and the outer sleeve 140 are fitted with an interference fit to ensure fluid sealing between the various components.

[0091] The bushing-type hydraulic stop 100 is used in a vehicle power system, which includes a bracket 1 with mounting holes, and a suspension 2 installed in the mounting holes of the bracket 1; the bushing-type hydraulic stop 100 is also installed in the mounting holes of the bracket 1, and the inner tube 3 of the suspension passes through the central opening of the main diaphragm cavity 160.

[0092] The diameter of the central opening in the main diaphragm cavity 160 is larger than the outer diameter of the inner tube 3 of the suspension 2, thus allowing the bushing-type hydraulic stopper 100 of the present invention to function only under large impact conditions, without affecting normal or smaller vertical or lateral impact driving conditions. That is, in the small impact driving mode, the electric drive assembly does not have large movements, which means that all-around damping is not required. In this case, the inner tube of the suspension does not contact the hydraulic damper, so there is no additional damping effect to affect the performance of other vehicles, such as NVH performance. Furthermore, even if the damping parameters of the hydraulic stopper change, it will not affect the main insulator of the suspension.

[0093] The following describes the manufacturing and assembly process of the bushing-type hydraulic stopper for vehicle power systems according to the present invention:

[0094] The inner sleeve 111 of the flow channel is pressed into the outer sleeve 112 of the flow channel by pressing (interference fit) to form the flow channel assembly 110, and then the flow channel assembly 110 is assembled with the main diaphragm assembly 120.

[0095] Then, the flow channel assembly 110 and the main diaphragm assembly 120 are pressed into the outer sleeve 140 by the press-fit method (interference fit).

[0096] The final step is to press the sub-diaphragm assembly 130 into the outer sleeve 140 using an interference fit method.

[0097] The bushing-type hydraulic stopper for vehicle power systems according to the present invention has the following technical advantages:

[0098] 1) Improved powertrain vibration / handling performance. Compared to solid rubber brackets, powertrains using the bushing-type hydraulic stop for vehicle powertrains of this invention exhibit reduced vibration performance under high-impact driving conditions. This bushing-type hydraulic stop functions effectively under high-impact conditions and has no effect on normal or smaller vertical or lateral impact driving conditions.

[0099] 2) 360° radial damping effect.

[0100] The bushing-type hydraulic stop for vehicle power systems of the present invention can produce an effective damping effect in the 360° radial direction, while ordinary hydraulic suspensions only have an effect in one or two damping directions.

[0101] 3) Easy NVH adjustment and feature removal.

[0102] It is unrelated to the main bushing mounting insulator (such as static / dynamic stiffness), and therefore will not affect NVH performance.

[0103] Easily and quickly add or remove new bushing-type hydraulic stoppers based on vehicle performance / cost targets.

[0104] 4) The structure is simple and easy to adjust the characteristics at the component level.

[0105] Compared to hydraulic bushing installation, it is easier to independently change stiffness and damping characteristics.

[0106] 5) Sharing and cost reduction.

[0107] Separate modular design facilitates sharing and platformization, thereby reducing costs.

[0108] While embodiments of the present invention for a vehicle powertrain have been disclosed by way of example in the foregoing description, it should be understood that its application is not limited to vehicles including electric vehicles, but can also be applied to other fields where vibrations are generated.

[0109] The foregoing description of specific exemplary embodiments of the invention is for illustrative and descriptive purposes. It is not intended to be exhaustive, nor to limit the invention to the precise forms disclosed; clearly, many changes and variations are possible in accordance with the foregoing teachings. The exemplary embodiments were chosen and described to explain the specific principles of the invention and its practical application, thereby enabling others skilled in the art to implement and utilize various exemplary embodiments of the invention, as well as their different alternatives and modifications. The scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A bushing-type hydraulic stop for a vehicle power system, characterized in that, The bushing-type hydraulic stop includes: The main diaphragm cavity, which is formed as an annular structure with a central opening and filled with fluid, is supported by a support member passing through the central opening; The secondary diaphragm cavity is located on the side of the primary diaphragm cavity; A fluid channel is installed on the periphery of the main diaphragm assembly and is in fluid communication with the main diaphragm cavity and the secondary diaphragm cavity; When the main diaphragm cavity is squeezed by the support member, fluid flows from the main diaphragm cavity to the secondary diaphragm cavity through the fluid channel.

2. The bushing-type hydraulic stop for a vehicle power system according to claim 1, characterized in that, The bushing-type hydraulic stop also includes: Main diaphragm assembly; and The flow channel assembly is mounted on the outer periphery of the main diaphragm assembly; The main diaphragm cavity is formed between the flow channel assembly and the main diaphragm assembly, and the fluid channel is arranged inside the flow channel assembly; the secondary diaphragm cavity is located on the side of the flow channel assembly.

3. The bushing-type hydraulic stop for a vehicle power system according to claim 2, characterized in that, The flow channel assembly includes: The inner sleeve of the flow channel has a fluid inlet facing the main diaphragm cavity; and The flow channel jacket is located outside the flow channel inner jacket and forms the fluid passage and fluid outlet leading to the sub-diaphragm cavity.

4. The bushing-type hydraulic stop for a vehicle power system according to claim 3, characterized in that, The fluid channel is formed by a groove formed by a downward indentation of the inner surface of the flow channel sleeve. The fluid channel is formed in a curved shape. The fluid inlet is in fluid communication with the fluid channel. The fluid outlet is in communication with the fluid channel and is formed on the side of the flow channel sleeve.

5. The bushing-type hydraulic stop for a vehicle power system according to claim 2, characterized in that, The main diaphragm assembly includes a main diaphragm body; the main diaphragm body is integrally formed of an elastic material, and the main diaphragm body has sealing portions on both sides and a pressure-bearing portion between the sealing portions.

6. The bushing-type hydraulic stop for a vehicle power system according to claim 5, characterized in that, The pressure-bearing part is provided with multiple protrusions that protrude inward.

7. The bushing-type hydraulic stop for a vehicle power system according to claim 6, characterized in that, The number of protrusions is 8-40.

8. The bushing-type hydraulic stop for a vehicle power system according to claim 6, characterized in that, The main diaphragm assembly also includes reinforcing rings, which are located on the outer peripheral surface of the sealing portion.

9. The bushing-type hydraulic stop for a vehicle power system according to claim 2, characterized in that, The bushing-type hydraulic stop also includes a secondary diaphragm assembly, which comprises: A secondary diaphragm ring, which is disposed on the side of the flow channel assembly; and The secondary diaphragm is located at the side end of the secondary diaphragm ring; The sub-diaphragm ring and sub-diaphragm sheet form a sub-diaphragm cavity.

10. The bushing-type hydraulic stop for a vehicle power system according to claim 3, characterized in that, The bushing-type hydraulic stop also includes an outer sleeve, which is installed radially outside the flow channel outer sleeve.

11. The bushing-type hydraulic stop for a vehicle power system according to claim 1, characterized in that, The vehicle powertrain includes a bracket with mounting holes, which is suspended within the mounting holes of the bracket; the bushing-type hydraulic stop is also installed within the mounting holes of the bracket, and the suspended inner tube passes through the central opening of the main diaphragm cavity.

12. The bushing-type hydraulic stop for a vehicle power system according to claim 11, characterized in that, The diameter of the central opening in the main diaphragm cavity is larger than the outer diameter of the suspended inner tube.

13. A bushing-type hydraulic stop for a vehicle power system, characterized in that, The bushing-type hydraulic stop includes: The main diaphragm assembly, which is constructed as an annular structure with a central opening and filled with fluid, is supported by a support member passing through the central opening; The flow channel assembly is mounted on the outer periphery of the main diaphragm assembly; Sub-diaphragm assembly, which is located on the side of the flow channel assembly; A main diaphragm cavity is formed between the flow channel assembly and the main diaphragm assembly, and a secondary diaphragm cavity is formed within the secondary diaphragm assembly. A fluid channel is arranged inside the flow channel assembly and is in fluid communication with the main diaphragm cavity and the secondary diaphragm cavity. When the main diaphragm assembly is squeezed by the support member, fluid flows from the main diaphragm cavity to the secondary diaphragm cavity through the fluid channel.

14. The bushing-type hydraulic stop for a vehicle power system according to claim 13, characterized in that, The flow channel assembly includes: The inner sleeve of the flow channel has a fluid inlet facing the main diaphragm cavity; and The flow channel jacket is located outside the flow channel inner jacket and forms the fluid channel and the fluid outlet leading to the sub-diaphragm cavity; The fluid channel is formed by a groove formed by a downward indentation of the inner surface of the flow channel sleeve. The fluid channel is formed in a curved shape. The fluid inlet is in fluid communication with the fluid channel. The fluid outlet is in communication with the fluid channel and is formed on the side of the flow channel sleeve. The fluid inlet, fluid outlet, and fluid channel are each configured as multiple and of equal quantity.

15. The bushing-type hydraulic stop for a vehicle power system according to claim 13, characterized in that, The main diaphragm assembly includes a main diaphragm body; the main diaphragm body is integrally formed of an elastic material, and the main diaphragm body has sealing portions on both sides and a pressure-bearing portion between the sealing portions, the pressure-bearing portion being provided with a plurality of protrusions protruding inward, the number of the protrusions being 8-40; The main diaphragm assembly further includes reinforcing rings, which are located on the outer peripheral surface of the sealing portion.

16. The bushing-type hydraulic stop for a vehicle power system according to claim 13, characterized in that, The secondary diaphragm assembly includes: A secondary diaphragm ring, which is disposed on the side of the flow channel assembly; and The secondary diaphragm is located at the side end of the secondary diaphragm ring; The sub-diaphragm ring and sub-diaphragm sheet form a sub-diaphragm cavity.

17. The bushing-type hydraulic stop for a vehicle power system according to claim 13, characterized in that, The bushing-type hydraulic stop also includes an outer sleeve, which is installed radially outside the flow channel outer sleeve.

18. The bushing-type hydraulic stop for a vehicle power system according to claim 17, characterized in that, The diameter of the central opening in the main diaphragm cavity is larger than the outer diameter of the suspended inner tube.

19. A support structure for a power system of an electric vehicle, characterized in that, The bushing-type hydraulic stop for a vehicle power system, comprising a support structure according to any one of claims 13-18, the support structure comprising a bracket having a mounting hole, suspended within the mounting hole of the bracket; the bushing-type hydraulic stop is also installed within the mounting hole of the bracket, and the suspended inner tube passes through a central opening in the main diaphragm cavity.

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