Powertrain Mounting and Vehicle

Abstract

The present disclosure relates to a powertrain suspension and a vehicle, wherein the inner core (200) has a reference axis parallel to the Z direction and includes an outer frame (1), an inner frame (2) and a main spring (3), wherein the outer frame (1) is suitable for connecting to a base (100) of the powertrain suspension, the inner frame (2) is suitable for connecting to the powertrain, and the main spring (3) includes an elastic damping body (31), the damping body (31) is configured to be U-shaped around the reference axis, the damping body (31) abuts against the outer frame (1) on the entire outer circumference of the reference axis, and the damping body (31) abuts against the inner frame (2) on the entire inner circumference of the reference axis. Through the above technical solution, the inner core in the powertrain suspension provided by the present disclosure has sufficient stiffness characteristics and limiting capabilities in the X direction, Y direction, and Z direction.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicles, and in particular to a powertrain suspension and a vehicle. Background Art

[0002] With the rapid development of economy, the improvement of consumption capacity and the construction of infrastructure, the circulation of goods and the transportation of various means of production, infrastructure materials and equipment have been accelerated. Among them, heavy-duty commercial trucks have received widespread attention due to their transportation capacity.

[0003] In the related art, the powertrain of a heavy-duty commercial truck is mounted on the frame through a suspension, and its own weight is evenly and reasonably distributed on each suspension. Among them, the powertrain of a heavy-duty commercial truck is relatively long, and usually adopts a layout of four suspension cushion assemblies plus a gearbox auxiliary support, that is, two front suspension assemblies installed at the front end of the engine cylinder block in a left-right symmetrical arrangement, a rear suspension assembly installed at the end of the engine in a left-right symmetrical arrangement, and a gearbox auxiliary support assembly installed above the end of the gearbox. Among them, under static load, the powertrain is only supported by the front suspension assembly and the rear suspension assembly, and under all working conditions of the vehicle, the powertrain must rely on the front suspension assembly and the rear suspension assembly to bear most of the load of the powertrain, and the gearbox auxiliary support assembly is only used to assist the front suspension assembly and the rear suspension assembly to carry the powertrain under all working conditions.

[0004] Among them, the stiffness of the front suspension assembly and the rear suspension assembly in the Z direction is mainly used to bear the weight of the powertrain, the stiffness in the X direction is mainly used to control the longitudinal displacement of the powertrain, and the stiffness in the Y direction is associated with the displacement used to control the lateral displacement and rolling direction of the powertrain. In the prior art, the front suspension assembly and the rear suspension assembly used to support the powertrain usually have suitable stiffness characteristics and limit capabilities in the X and Z directions, but do not have suitable stiffness characteristics and limit capabilities in the Y direction, so that the lateral movement of the powertrain cannot be effectively limited, and even cause the lateral displacement of the powertrain to be too large under certain working conditions, a large angle of yaw movement, or frequent collisions with hard limits. Summary of the invention

[0005] The purpose of the present disclosure is to provide a powertrain suspension, in which the inner core has sufficient stiffness characteristics and limiting capabilities in the X-direction, the Y-direction, and the Z-direction.

[0006] In order to achieve the above-mentioned purpose, the present disclosure provides a powertrain suspension, which includes a base and an inner core, the base is provided with an inner core accommodating groove, the inner core accommodating groove has an opening located on the inner side of the base, and the opening is configured to be suitable for the inner core to be inserted or removed from the side of the base along the Y direction; the inner core has a reference axis parallel to the Z direction and includes an outer skeleton, an inner skeleton and a main spring, wherein the outer skeleton is suitable for being connected to the base of the powertrain suspension, the inner skeleton is suitable for being connected to the powertrain, and the main spring includes an elastic damping body, the damping body is configured to be U-shaped around the reference axis, the damping body abuts against the outer skeleton on the entire outer circumference about the reference axis, and the damping body abuts against the inner skeleton on the entire inner circumference about the reference axis.

[0007] Optionally, the vibration damping body has equal volume distribution in the X-direction, the Y-direction and the Z-direction and is an axisymmetric structure with the axis of symmetry parallel to the Y-direction. The vibration damping body includes an extension part and a middle part, the middle part is connected between two extension parts, and the extension part has an end part away from the middle part, and the two end parts are aligned in the X-direction.

[0008] Optionally, the extension portion has a first lower surface and a first upper surface opposite to each other in the Z direction, and the middle portion has a second lower surface and a second upper surface opposite to each other in the Z direction, wherein a first angle between the first lower surface and the Z direction, a second angle between the first upper surface and the Z direction, a third angle between the second lower surface and the Z direction, and a fourth angle between the second upper surface and the Z direction jointly define the stiffness of the vibration damping body.

[0009] Optionally, the exoskeleton has an outer supporting surface, the inner skeleton has an inner supporting surface, the outer supporting surface and the inner supporting surface are both constructed as a U-shape around the reference axis, the vibration damper body has an outer abutment surface and an inner abutment surface about the reference axis, the vibration damper body is arranged between the outer supporting surface and the inner supporting surface, and the shape of the outer abutment surface is adapted to fit the ground and adhere to the outer supporting surface, and the shape of the inner abutment surface is adapted to fit the ground and adhere to the inner supporting surface.

[0010] Optionally, the exoskeleton has an outer supporting part and a first connecting part connected to the outer supporting part, the inner surface of the outer supporting part is used as the outer supporting surface, the first connecting part is used to connect to the base of the powertrain suspension, the outer supporting part is constructed as a C-shaped thin sheet structure, the outer supporting part is embedded in the vibration damping body, and the vibration damping body has a peripheral covering layer located on the outside of the outer supporting part, wherein the peripheral covering layer has an outer peripheral surface, and the outer peripheral surface is constructed to adapt to the side wall shape of the inner core receiving groove of the base and fit the ground.

[0011] Optionally, the outer support portion has a C-shaped body, at the ends of which end support portions protrude upward and downward, and the end support portions extend along the Y direction so as to be plugged into corresponding slots formed on the base.

[0012] Optionally, the first connecting part includes a tongue extending from the upper side of the outer supporting part toward the outside, which is used to be inserted into the socket formed on the base and can be bent downward or upward after passing over the socket. A limiting part protrudes from the lower side of the outer supporting part, and the bottom wall of the inner core accommodating groove of the base is suitable for connecting a limiting pin on the inner side of the limiting part to stop the limiting part in the Y direction.

[0013] Optionally, the inner skeleton has an inner supporting portion and a second connecting portion connected to the inner supporting portion, an outer surface of the inner supporting portion is used as the inner supporting surface, and the second connecting portion is used to connect to the powertrain.

[0014] Optionally, the inner skeleton has a limit platform, which is connected to the inner supporting part and the second connecting part, and the limit platform is located above the middle part. The main spring includes an elastic covering layer coated on the limit platform, and the elastic covering layer is constructed with a limit structure for cooperating with the base. The limit structure includes an X-direction limit structure, a Y-direction limit structure and a Z-direction limit structure. The elastic covering layer is constructed with the X-direction limit structure on both sides in the X direction, which is suitable for cooperating with the X-direction stop surface formed on the base, so as to limit the movement range of the powertrain in the X direction. The Y-direction limit structure The structure is arranged on the outer side surface of the elastic covering layer away from the second connecting part, and is suitable for cooperating with the side wall of the inner core accommodating groove of the base, so as to limit the movement range of the power assembly in the Y direction. The Z-direction limiting structure is arranged on the upper side of the elastic covering layer. The main spring includes a Z-downward limiting structure located on the inner side of the damping body and connected to the middle part and the two extension parts. The Z-downward limiting structure is located on the lower side of the inner supporting part. The Z-direction limiting structure and the Z-downward limiting structure are suitable for cooperating with the base to limit the movement range of the power assembly in the Z direction.

[0015] In addition, the present disclosure also provides a vehicle, which includes a vehicle frame, a powertrain and the above-mentioned powertrain suspension, wherein the powertrain is suitable for being installed on the vehicle frame, and the powertrain is removably fixed on the powertrain suspension.

[0016] Through the above technical solution, in the powertrain suspension provided by the present disclosure, the vibration-damping body of the main spring is elastic and is constructed in a U-shape around a reference axis parallel to the Z direction. Such a configuration can make the main spring have a high initial stiffness in the X direction, the Y direction, and the Z direction. In this way, on the vehicle, the main spring between the outer frame and the inner frame, that is, between the powertrain and the base, can use the stiffness and elasticity of the vibration-damping body to eliminate and absorb the vibration of the powertrain, thereby solving the problem in the prior art that the rubber main spring has no suitable stiffness in the Y direction. The lateral movement of the powertrain is effectively limited, and even causes the powertrain to have excessive lateral displacement under certain working conditions, yaw movement with a large angle, or frequent collision with hard limits. The inner core is inserted into or removed from the inner core receiving groove of the base from the side of the base in the Y direction, so that the outer skeleton of the inner core is connected to the base of the powertrain suspension. In addition, the outer skeleton of the inner core can be connected to the powertrain, so that the powertrain can be fixed on the powertrain suspension, thereby realizing the supporting, limiting and vibration isolation effects of the powertrain suspension on the powertrain. Therefore, the powertrain suspension provided by the present disclosure can make the inner core have sufficient stiffness characteristics and limiting capabilities in the X, Y and Z directions.

[0017] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0019] Figure 1 is a schematic diagram of a three-dimensional structure of a powertrain suspension provided according to a specific embodiment of the present disclosure;

[0020] Figure 2 is another three-dimensional structural schematic diagram of a powertrain suspension provided according to a specific embodiment of the present disclosure;

[0021] Figure 3 It is a schematic diagram of a three-dimensional structure of a base and an inner core in a powertrain suspension in a state to be matched according to a specific embodiment of the present disclosure;

[0022] Figure 4is a front view of a powertrain suspension provided according to a specific embodiment of the present disclosure;

[0023] Figure 5 is along Figure 4 Sectional view along line AA;

[0024] Figure 6 is a rear view of a powertrain mount provided according to a specific embodiment of the present disclosure;

[0025] Figure 7 is a top view of a powertrain suspension provided according to a specific embodiment of the present disclosure;

[0026] Figure 8 is a schematic diagram of a three-dimensional structure of a base in a powertrain suspension provided according to a specific embodiment of the present disclosure;

[0027] Fig. 9 is a schematic diagram of a three-dimensional structure of an inner core in a powertrain suspension provided according to a specific embodiment of the present disclosure;

[0028] Fig.10 is an exploded view of an inner core in a powertrain suspension provided according to a specific embodiment of the present disclosure;

[0029] Fig.11 It is another three-dimensional structural schematic diagram of the inner core in the powertrain suspension provided according to a specific embodiment of the present disclosure.

[0030] Description of Reference Numerals

[0031] 100-base; 101-inner core receiving groove; 1011-opening; 102-jack; 103-slot; 104-limiting pin; 105-fixing hole; 106-mounting surface;

[0032] 200-inner core; 1-external skeleton; 11-external support portion; 111-external support surface; 112-C-shaped body; 1121-end support portion; 1122-external groove; 12-first connecting portion; 13-limiting portion;

[0033] 2-inner skeleton; 21-inner support part; 211-inner support surface; 212-weight reduction groove; 22-second connecting part; 221-mounting hole; 23-limiting platform;

[0034] 3-main spring; 31-damping body; 311-extension part; 3111-end part; 3112-first upper surface; 3113-first lower surface; a-first angle; b-second angle; 312-middle part; 3121-second upper surface; 3122-second lower surface; c-third angle; d-fourth angle; 313-peripheral covering layer; 314-elastic covering layer; 315-X-direction limiting structure; 316-Y-direction limiting structure; 317-Z-direction limiting structure; 318-Z-direction limiting structure;

[0035] 4-drainage structure; 41-first drainage hole; 42-second drainage hole. DETAILED DESCRIPTION

[0036] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0037] In the present disclosure, it is defined that a vehicle has mutually perpendicular X, Y and Z directions, wherein the X direction is the longitudinal direction of the vehicle, corresponding to the length, defining the front and rear directions, the Y direction is the lateral direction of the vehicle, corresponding to the width, defining the left and right directions, and the Z direction is the vertical direction of the vehicle, corresponding to the height, defining the upper and lower directions. Specifically, the side corresponding to the direction facing the driver's position is the front, and the opposite side is the rear. When the driver faces forward, the side corresponding to the left hand is the left, the side corresponding to the right hand is the right, the side corresponding to the head is the upper, and the side corresponding to the foot is the lower. In the absence of any contrary explanation, "inside" and "outside" are inside and outside relative to the outline of the component itself. In addition, the use of words such as "first", "second", "third", and "fourth" is intended to distinguish different components and does not have order and importance. In addition, in the following description, when the drawings are involved, unless otherwise explained, the same figure numbers in different drawings represent the same or similar elements. The above definitions are only used to explain and illustrate the present disclosure and should not be understood as limitations on the present disclosure.

[0038] According to a specific embodiment of the present disclosure, a powertrain suspension is provided. Figures 1 to 11 An embodiment of the powertrain suspension is shown. Figures 1 to 11As shown, the powertrain suspension includes a base 100 and an inner core 200, the base 100 is provided with an inner core accommodating groove 101, the inner core accommodating groove 101 has an opening 1011 located on the inner side of the base 100, and the opening 1011 is configured to be suitable for the inner core 200 to be inserted or removed from the side of the base 100 along the Y direction; the inner core 200 may have a reference axis parallel to the Z direction and include an outer skeleton 1, an inner skeleton 2 and a main spring 3, wherein the outer skeleton 1 is suitable for being connected to the base 100 of the powertrain suspension, the inner skeleton 2 is suitable for being connected to the powertrain, and the main spring 3 includes an elastic damping body 31, the damping body 31 is configured to be U-shaped around the reference axis, the damping body 31 abuts against the outer skeleton 1 on the entire outer circumference about the reference axis, and the damping body 31 abuts against the inner skeleton 2 on the entire inner circumference about the reference axis.

[0039] Through the above technical solution, in the powertrain suspension provided by the present disclosure, the damping body 31 of the main spring 3 is elastic and is constructed in a U-shape around a reference axis parallel to the Z direction. Such a configuration can make the main spring 3 have a high initial stiffness in the X direction, the Y direction, and the Z direction. In this way, on the vehicle, the main spring 3 is between the outer frame 1 and the inner frame 2, that is, between the powertrain and the base 100. The stiffness and elasticity of the damping body 31 can be used to eliminate and absorb the vibration of the powertrain, thereby solving the problem in the prior art that the main spring 3 has no suitable stiffness in the Y direction and cannot effectively limit the powertrain. The lateral movement may even cause the lateral displacement of the powertrain to be too large under certain working conditions, a large-angle yaw movement, or frequent collisions with hard limits. The inner core 200 is inserted into or removed from the inner core receiving groove 101 of the base 100 from the side of the base 100 in the Y direction, so that the outer skeleton 1 of the inner core 200 is connected to the base 100 of the powertrain suspension. In addition, the outer skeleton 1 of the inner core 200 can be connected to the powertrain, so that the powertrain can be fixedly installed on the powertrain suspension, thereby realizing the supporting, limiting and vibration isolation effects of the powertrain suspension on the powertrain. Therefore, the powertrain suspension provided by the present disclosure can make the inner core have sufficient stiffness characteristics and limiting capabilities in the X, Y and Z directions.

[0040] In the specific embodiments provided in the present disclosure, the vibration-damping body 31 can be constructed in any suitable manner. Fig.11As shown, the vibration damping body 31 may include an extension portion 311 and a middle portion 312, wherein the middle portion 312 is connected between the two extension portions 311, and the extension portion 311 has a terminal portion 3111 away from the middle portion 312. The middle portion 312 is connected between the two extension portions 311 to facilitate the vibration damping body 31 to be configured into a U-shape around a reference axis parallel to the Z direction, so that the main spring 3 has a higher initial stiffness in the X direction, the Y direction, and the Z direction. In other embodiments of the present disclosure, the vibration damping body 31 may also be configured in other ways, and the present disclosure does not impose any restrictions on this.

[0041] In the specific embodiments provided in the present disclosure, reference is made to Fig.10 and Fig.11 As shown, the two end portions 3111 are aligned in the X direction perpendicular to the Z direction, so that the two extension portions 311 of the vibration damping body 31 have the same ability to eliminate and absorb the vibration of the power assembly in the Y direction, thereby avoiding the external skeleton 1 and the internal skeleton 2 from breaking due to uneven force. The vibration damping body 31 can be an axisymmetric structure, and its symmetry axis is parallel to the Y direction perpendicular to both the X and Z directions, so that the vibration damping body 31 can eliminate and absorb the vibration of the power assembly on both sides of the external skeleton 1 and the internal skeleton 2 in the X direction.

[0042] In the specific embodiments provided in the present disclosure, reference is made to Figures 9 to 11 As shown, the vibration damping body 31 can be made of an elastic rubber body, and the elastic rubber body has an equal volume distribution in the X direction, Y direction and Z direction of the vibration damping body 31, so that the stiffness of the vibration damping body 31 in the X direction, Y direction and Z direction is roughly equal, that is, the stiffness of the inner core 200 of the powertrain suspension in the X direction, Y direction and Z direction is roughly equal. Among them, the vibration damping body 31 can be made of a variety of materials, for example, the vibration damping body 31 can be made of natural rubber NR, and this disclosure does not impose any limitation on this, and those skilled in the art can make an adaptive choice according to actual needs.

[0043] It should be noted that the term "substantially" used in the present disclosure is intended to indicate a limitation in a non-strict sense. For example, "the stiffness of the inner core 200 in the X, Y, and Z directions is substantially equal" can be understood as: due to objective factors such as manufacturing errors and installation errors, there will be certain differences between the stiffness of the inner core 200 in the X, Y, and Z directions, for example, 0 to 500 N / m. Within this range, the stiffness of the inner core 200 in the X, Y, and Z directions is still considered to be equal. That is, the use of the term "substantially" is intended to allow a certain range of offsets to accommodate objective factors such as manufacturing errors and installation errors.

[0044] In the specific embodiments provided in the present disclosure, reference is made to Figures 9 to 11As shown, the vibration damper body 31 extends downward from the inside to the outside between the inner frame 2 and the outer frame 1. On the one hand, such a configuration can be used to make the vibration damper body 31 abut against the outer frame 1 on the entire outer circumference about the reference axis, and abut against the inner frame 2 on the entire inner circumference about the reference axis, thereby forming an inner core 200. On the other hand, it can also be beneficial for the vibration damper body 31 to have equal volume distribution in the X, Y and Z directions, that is, it is beneficial for the inner core 200 of the powertrain suspension to have approximately equal stiffness in the X, Y and Z directions.

[0045] In the specific implementation provided by the present disclosure, since the stiffness of the vibration damping body 31 when it is compressed is much greater than its stiffness when it is sheared, the stiffness in a certain direction is smaller if the shear component accounts for a larger proportion of the load in that direction. Therefore, the proportion of the compression component and the shear component of the vibration damping body 31 can be adjusted by designing the angle between the corresponding position of the vibration damping body 31 and the Z direction, thereby controlling the stiffness in the corresponding direction. Figure 4 as well as Figures 9 to 11 As shown, the extension portion 311 may have a first lower surface 3113 and a first upper surface 3112 that are opposite to each other in the Z direction, wherein the reference Figure 5 as well as Figures 9 to 11 As shown, the middle part 312 has a second lower surface 3122 and a second upper surface 3121 opposite to each other in the Z direction, wherein a first angle a between the first lower surface 3113 and the Z direction, a second angle b between the first upper surface 3112 and the Z direction, a third angle c between the second lower surface 3122 and the Z direction, and a fourth angle d between the second upper surface 3121 and the Z direction jointly define the stiffness of the vibration damping body 31. Figure 4 as well as Figures 9 to 11 As shown, by setting the first angle a between the first lower surface 3113 and the Z direction and the second angle b between the first upper surface 3112 and the Z direction, the stiffness of the vibration damping body 31 in the Z direction and the X direction can be limited. Figure 5 as well as Figures 9 to 11As shown, by setting the third angle c between the second lower surface 3122 and the Z direction and the fourth angle d between the second upper surface 3121 and the Z direction, the stiffness of the damping body 31 in the Z direction and the Y direction can be limited. In order to make the stiffness of the damping body 31 in the X direction, the Y direction and the Z direction approximately equal, the proportion of the compression component and the shear component of the damping body 31 in the X direction, the Y direction and the Z direction can be correspondingly controlled by adaptively setting the first angle a between the first lower surface 3113 and the Z direction, the second angle b between the first upper surface 3112 and the Z direction, the third angle c between the second lower surface 3122 and the Z direction and the fourth angle d between the second upper surface 3121 and the Z direction, thereby controlling the stiffness of the damping body 31 in the X direction, the Y direction and the Z direction to be approximately equal. In addition, in vehicles of different models, the sizes of the first angle a, the second angle b, the third angle c and the fourth angle d can be changed accordingly according to actual needs, so that the vibration damping body has appropriate stiffness in the X direction, the Y direction and the Z direction, that is, the powertrain suspension provided with the vibration damping body can be adapted to vehicles of different models, which is conducive to realizing the universal design of the powertrain suspension.

[0046] In the specific implementation provided by the present disclosure, the first angle a and the second angle b are set to adjust the proportion of the compression component and the shear component of the vibration damping body 31 in the Z direction and the X direction, so as to control the stiffness of the vibration damping body 31 in the Z direction and the X direction. The larger the first angle a and the second angle b, the higher the proportion of the shear component of the vibration damping body 31 in the Z direction, so the stiffness of the vibration damping body 31 in the Z direction is smaller, and at the same time, the proportion of the compression component of the vibration damping body 31 in the X direction is higher, so the stiffness of the vibration damping body 31 in the X direction is greater. On the contrary, the smaller the first angle a and the second angle b, the higher the proportion of the compression component of the vibration damping body 31 in the Z direction, so the stiffness of the vibration damping body 31 in the Z direction is greater, and at the same time, the proportion of the shear component of the vibration damping body 31 in the X direction is higher, so the stiffness of the vibration damping body 31 in the X direction is smaller. Therefore, the stiffness of the vibration damping body 31 in the Z direction and the X direction can be made approximately equal by controlling the range of the first angle a and the range of the second angle b. In some specific embodiments of the present disclosure, the first angle a between the first lower surface 3113 and the Z direction is in the range of 40° to 50°, and the second angle b between the first upper surface 3112 and the Z direction is in the range of 30° to 40°. The first angle a and the second angle b may also be in other ranges of values. The present disclosure does not impose any limitations on this, and those skilled in the art may make adaptive choices based on actual needs.

[0047] Among them, the setting of the third angle c and the fourth angle d is used to adjust the proportion of the compression component and the shear component of the vibration damping body 31 in the Z direction and the Y direction, so as to control the stiffness of the vibration damping body 31 in the Z direction and the Y direction. The smaller the third angle c and the fourth angle d are, the more shear components the vibration damping body 31 is subjected to in the Y direction, and the more compression components it is subjected to in the Z direction. Conversely, the larger the third angle c and the fourth angle d are, the more compression components the vibration damping body 31 is subjected to in the Y direction, the less shear components are, and the smaller the influence on the stiffness in the Z direction is. Therefore, the stiffness of the vibration damping body 31 in the Z direction and the X direction can be made roughly equal by controlling the range of the third angle c and the range of the fourth angle d. In some specific embodiments of the present disclosure, the third angle c between the second lower surface 3122 and the Z direction is in the range of 40° to 50°, and the fourth angle d between the second upper surface 3121 and the Z direction is in the range of 55° to 65°. In other embodiments of the present disclosure, the third angle c and the fourth angle d can also be other value ranges. The present disclosure does not impose any limitations on this, and those skilled in the art can make adaptive choices based on actual needs.

[0048] In the specific implementation manner provided by the present disclosure, in order to make the stiffness of the vibration damping body 31 in the X direction, the Y direction, and the Z direction substantially equal, the first angle a, the second angle b, the third angle c, and the fourth angle d may have multiple angle values ​​within their own ranges, and optionally, as Figure 4 and Figure 5 As shown, the first angle a is 45°, the second angle b is 35°, the third angle c is 45°, and the fourth angle d is 60°. In other embodiments of the present disclosure, the first angle a, the second angle b, the third angle c and the fourth angle may also be other angle values. The present disclosure does not impose any limitations on this, and those skilled in the art may make adaptive choices based on actual needs.

[0049] The stiffness of the vibration damping body 31 is also related to the width of the main spring. The larger the width of the main spring, the larger the rubber cross-sectional area of ​​the vibration damping body 31 that bears the load, and the higher the stiffness. Figure 4 and Figure 5 As shown, the main spring width of the extension part 311 is the distance between the first upper surface 3112 and the first lower surface 3113, and the main spring width of the middle part 312 is the distance between the second upper surface 3121 and the second lower surface 3122, wherein the main spring width of the extension part 311 and the main spring width of the middle part 312 can be various, optionally, the main spring width of the extension part 311 and the main spring width of the middle part 312 can range from 25mm to 35mm, further optionally, the main spring width of the extension part 311 and the main spring width of the middle part 312 can both be 30mm, and the present disclosure does not impose any limitation on this, and those skilled in the art can make adaptive choices according to actual needs.

[0050] In the specific embodiments provided in the present disclosure, reference is made to Figures 9 to 11 As shown, the exoskeleton 1 may have an outer supporting surface 111, and the inner skeleton 2 may have an inner supporting surface 211, both of which are constructed as a U-shape around a reference axis, and the damper body 31 has an outer abutting surface and an inner abutting surface about the reference axis, and the damper body 31 is arranged between the outer supporting surface 111 and the inner supporting surface 211, and the shape of the outer abutting surface is adapted to fit the ground and fits the outer supporting surface 111, and the shape of the inner abutting surface is adapted to fit the ground and fits the inner supporting surface 211. The outer supporting surface 111 and the inner supporting surface 211 are both constructed as a U-shape around the reference axis to adapt to the vibration damping body 31, and the outer abutting surface shape of the vibration damping body 31 adapts to the ground and fits with the outer supporting surface 111, and the inner abutting surface shape adapts to the ground and fits with the inner supporting surface 211, thereby ensuring that the outer sides of the outer skeleton 1 and the inner skeleton 2 are both provided with the vibration damping body 31, and the stiffness and elasticity of the vibration damping body 31 are used to eliminate and absorb the vibration of the powertrain.

[0051] In the specific embodiments provided in the present disclosure, the exoskeleton 1 can be configured in any suitable manner. Figures 9 to 11 As shown, the exoskeleton 1 may have an outer support portion 11 and a first connection portion 12 connected to the outer support portion 11, the inner surface of the outer support portion 11 is used as an outer support surface 111, and the first connection portion 12 is used to connect to the base 100 on which the powertrain is suspended. The outer support surface 111 of the outer support portion 11 is used to fit the shape of the outer abutment surface of the damping body 31 to the ground, so that the outer side of the exoskeleton 1 is provided with the damping body 31, so as to utilize the rigidity and elasticity of the damping body 31 to absorb as much as possible or even eliminate the vibration of the powertrain transmitted to the base 100, and the first connection portion 12 is connected to the base 100 to install the inner core 200 on the base 100 on which the powertrain is suspended. In other embodiments of the present disclosure, the exoskeleton 1 may also be in other configurations, and the present disclosure does not impose any restrictions on this.

[0052] In the specific embodiments provided in the present disclosure, reference is made to Figures 9 to 11 As shown, the outer support part 11 can be constructed as a C-shaped thin sheet structure, the outer support part 11 is embedded in the vibration damping body 31, and the vibration damping body 31 has an outer peripheral covering layer 313 located on the outer side of the outer support part 11. The outer support part 11 is embedded in the vibration damping body 31 to provide support for the vibration damping body 31, so that the inner core 200 is installed on the base 100. The setting of the outer peripheral covering layer 313 can prevent the vibration of the powertrain from causing damage to the outer support part 11, thereby ensuring the rigidity and limiting capacity of the inner core 200.

[0053] In the specific embodiments provided in the present disclosure, reference is made to Figure 4 as well as Figures 8 to 11As shown, the peripheral covering layer 313 has a peripheral surface, which is constructed to be suitable for adapting to the side wall shape of the inner core receiving groove 101 of the base 100 and fitting to the ground. That is, the peripheral covering layer 313 is constructed to be suitable for installation in the inner core receiving groove 101 of the base 100 and to adapt to the side wall shape of the inner core receiving groove 101 and fit to the ground. This not only facilitates the installation of the inner core 200 on the base 100, but also can utilize the stiffness and elasticity of the peripheral covering layer 313 to absorb as much as possible or even eliminate the vibration of the powertrain transmitted to the base 100.

[0054] In the specific embodiments provided in the present disclosure, reference is made to Figures 9 to 11 As shown, the outer support portion 11 has a C-shaped main body 112, and an end support portion 1121 protrudes upward and downward at the end of the C-shaped main body 112. The end support portion 1121 extends along the Y direction so as to be plugged into the corresponding slot 103 formed on the base 100, so that when the inner core 200 is installed in the inner core receiving groove 101 of the base 100, the end support portion 1121 can cooperate with the slot 103 on the base 100 to guide the inner core 200 to be installed into the inner core receiving groove 101 of the base 100 in a correct and appropriate manner. Among them, the end support portion 1121 and the slot 103 are constructed as matching shapes. For example, the end support portion 1121 and the slot 103 are both constructed as matching rectangular portions and rectangular grooves, and the present disclosure does not impose any restrictions on this. Those skilled in the art can make adaptive choices according to actual needs. Among them, reference Figures 9 to 11 As shown, the peripheral covering layer 313 also includes an outer groove 1122, which is formed on the surface of the peripheral covering layer 313 that adheres to the outer surface of the C-shaped main body 112. The setting of the outer groove 1122 can not only facilitate demolding when the main spring 3 is integrally formed, but also prevent the end support part 1121 from being adsorbed in the slot 103 on the base 100 when being inserted into the slot 103 and unable to escape from the slot 103.

[0055] In the specific embodiments provided in the present disclosure, the first connecting portion 12 can be constructed in any suitable manner. Figure 4 , Figure 6 as well as Figures 8 to 11 As shown, the first connecting portion 12 may include a tongue extending from the upper side of the outer supporting portion 11 toward the outside, which is used to be inserted into the hole 102 formed on the base 100 and can be bent downward or upward after passing over the hole 102 to install the inner core 200 on the base 100. The arrangement of the tongue and the hole 102 is conducive to the positioning of the inner core 200 during installation, so that the inner core 200 is correctly installed on the base 100. In other embodiments of the present disclosure, the first connecting portion can also be other configurations, and the present disclosure does not impose any restrictions on this.

[0056] Among them, reference Figures 4 to 5 as well as Figures 8 to 11 As shown, a limiting portion 13 may protrude from the lower side of the outer support portion 11, and a limiting pin 104 is suitable for connecting the inner side of the limiting portion 13 on the bottom wall of the inner core receiving groove 101 of the base 100 to stop the limiting portion 13 in the Y direction. The limiting pin 104 stops the limiting portion 13 in the Y direction to prevent the outer support portion 11 from moving in the Y direction, thereby facilitating the inner core 200 to be better limited in the inner core receiving groove 101 of the base 100. The limiting pin 104 may be constructed in any suitable manner, and optionally, refer to Figure 2 and Figure 8 As shown, the stop pin 104 is made of 40Cr and is removably mounted on the base 100 and can extend into the inner core receiving groove 101 of the base 100 to stop at the stop portion 13 in the Y direction. The present disclosure does not impose any limitation on this.

[0057] In the specific embodiments provided in the present disclosure, the inner skeleton 2 can be configured in any suitable manner. Figures 9 to 11 The inner skeleton 2 may have an inner support portion 21 and a second connection portion 22 connected to the inner support portion 21. The outer surface of the inner support portion 21 is used as an inner support surface 211, and the second connection portion 22 is used to connect to the powertrain. The inner support surface 211 is used to fit the shape of the inner abutment surface of the vibration-damping body 31 to the ground, so that the outer side of the inner skeleton 2 is provided with the vibration-damping body 31, thereby utilizing the stiffness and elasticity of the vibration-damping body 31 to absorb as much as possible or even eliminate the vibration of the powertrain transmitted to the base 100, and the second connection portion 22 is connected to the powertrain to install the powertrain on the powertrain suspension. In other embodiments of the present disclosure, the inner skeleton 2 may also be configured in other ways, and the present disclosure does not impose any restrictions on this.

[0058] In the specific embodiments provided in the present disclosure, reference is made to Figures 9 to 11 As shown, the inner skeleton 2 can have a limit platform 23, which is connected to the inner support part 21 and the second connecting part 22, and the limit platform 23 is located above the middle part 312, and the main spring 3 includes an elastic covering layer 314 coated on the limit platform 23, and the elastic covering layer 314 is constructed with a limit structure for cooperating with the base 100, and the limit structure includes an X-direction limit structure 315, a Y-direction limit structure 316 and a Z-direction upper limit structure 317. The X-direction limit structure 315, the Y-direction limit structure 316 and the Z-direction upper limit structure 317 are respectively used to eliminate the obvious impact when the powertrain layer collides with the hard limit of the powertrain suspension in the three directions of X, Y and Z, thereby improving the driving experience.

[0059] Among them, reference Fig. 9As shown, the elastic covering layer 314 may be constructed with X-direction limiting structures 315 on both sides in the X direction, which are suitable for cooperating with the X-direction stop surface formed on the base 100 to limit the movement range of the powertrain in the X direction, that is, to eliminate the obvious impact when the powertrain layer hits the hard limit of the powertrain suspension in the X direction, thereby improving the driving experience. Fig. 9 As shown, the Y-direction limiting structure 316 can be arranged on the outer side of the elastic covering layer 314 away from the second connecting portion 22, and is suitable for cooperating with the side wall of the inner core receiving groove 101 of the base 100, and is used to limit the movement range of the powertrain in the Y direction, that is, to eliminate the obvious impact when the powertrain layer hits the hard limit of the powertrain suspension in the Y direction, thereby improving the driving experience. Fig. 9 and Fig.11 As shown, the Z-direction upper limit structure 317 can be arranged on the upper side of the elastic covering layer 314, and the main spring 3 includes a Z-downward limit structure 318 located on the inner side of the damping body 31 and connected to the middle part 312 and the two extension parts 311. The Z-downward limit structure 318 can be located on the lower side of the inner support part 21. The Z-direction upper limit structure 317 and the Z-downward limit structure 318 are suitable for cooperating with the base 100 to limit the movement range of the powertrain in the Z direction, that is, to eliminate the obvious impact feeling when the powertrain layer hits the hard limit of the powertrain suspension in the Z direction, thereby improving the driving experience.

[0060] The X-direction limiting structure 315, the Y-direction limiting structure 316, the Z-direction upper limiting structure 317 and the Z-direction lower limiting structure 318 may be configured in any suitable manner. Fig. 9 As shown, the X-direction limiting structure 315 can be constructed as an X-direction limiting surface, and the X-direction limiting surface is formed on the side surfaces of the elastic covering layer 314 on both sides in the X-direction; Fig. 9 As shown, the Y-direction limiting structure 316 can be constructed as a Y-direction limiting block, which is formed on the side of the elastic covering layer 314 away from the inner supporting part in the Y direction; Fig. 9 As shown, the Z-direction upper limit structure 317 can be constructed as a Z-direction limit surface, and the Z-direction limit surface is imagined to be on the upper surface of the elastic cover layer 314; Fig.11 As shown, the Z-direction limit structure 318 can be constructed as a Z-direction limit block, which is formed on the lower side of the inner support portion 21. In other embodiments of the present disclosure, the X-direction limit structure 315, the Y-direction limit structure 316, the Z-direction upper limit structure 317 and the Z-direction limit structure 318 can also be other configurations, and the present disclosure does not impose any restrictions on this. Those skilled in the art can make adaptive choices according to actual needs.

[0061] When the powertrain has excessive rolling motion or Z-direction bounce, the inner core 200 will come into contact with the base 100 at the upper or lower end in the Z-direction, and the base 100 is generally a rigid body, for example, made of cast aluminum A380 or QT450, which can effectively suppress the Z-direction movement of the inner core 200. Therefore, the distance between the inner core 200 and the inner wall of the inner core receiving groove 101 of the base 100 should not be too large or too small. If this distance is designed to be too large, it cannot effectively play a limiting role. If it is too short, it is easy to often hit the inner wall of the base 100, which will produce a sense of impact under certain working conditions and affect the driving experience of the entire vehicle. Among them, reference Figure 4 and Figure 5 As shown, the distance between the Y-direction limiting structure 316 of the inner core 200 and the inner wall of the inner core accommodating groove 101 in the Y direction is 3 mm, the distance between the Z-direction limiting structure 317 of the inner core 200 and the inner wall of the inner core accommodating groove 101 in the Z direction is 3 mm, and the distance between the Z-downward limiting structure 318 of the inner core 200 and the inner wall of the inner core accommodating groove 101 in the Z direction is 11 mm. The present disclosure does not impose any limitation on this, and technical personnel in this field can make adaptive choices according to actual needs.

[0062] In the specific embodiment provided by the present disclosure, the inner core 200 may include a drainage structure 4 to improve the disadvantages of the inner core 200 of the powertrain suspension in the prior art that the inner core 200 is directly exposed to the external environment and is prone to water accumulation inside, and has poor environmental tolerance. The drainage structure 4 may be constructed in any suitable manner. Figure 4 and Figure 7 As shown, the drainage structure 4 may include a first drainage hole 41 and a second drainage hole 42, wherein the first drainage hole 41 is formed on the upper surface of the elastic cover layer 314, and the second drainage hole 42 is formed on the inner support portion 21, and the second drainage hole 42 extends from the first drainage hole 41 to the side of the inner support portion 21 away from the middle portion 312. Rainwater and the like enter the first drainage hole 41 from the upper surface of the elastic cover layer 314, then enter the second drainage hole 42, and finally drain from the side of the inner support portion 21 away from the middle portion 312, so as to timely drain the accumulated water in the inner core 200 and extend the service life of the components. In other embodiments of the present disclosure, the drainage structure 4 may also be configured in other ways, and the present disclosure does not impose any limitation on this.

[0063] In the specific embodiments provided in the present disclosure, reference is made to Figures 1 to 4 as well as Figures 9 and 10As shown, the inner support portion 21 is formed with a weight-reducing groove 212 that opens in a direction away from the middle portion 312 to reduce the weight of the inner core 200, that is, the weight of the powertrain suspension, thereby facilitating the lightweighting of the entire vehicle. The opening of the second drainage hole 42 at one end opposite to the first drainage hole 41 is formed at the bottom of the weight-reducing groove 212 to solve the problem of water easily accumulating in the weight-reducing groove 212 in the prior art.

[0064] Among them, reference Figure 1 , Figure 3 as well as Figures 9 and 10 As shown, the second connection portion 22 may be formed with a mounting hole 221 extending along the Z direction, and the mounting hole 221 is connected to the upper side wall of the weight-reducing groove 212. The mounting hole 221 is provided for connecting the power assembly, wherein the mounting hole 221 and the power assembly may be connected in a variety of ways, for example, the power assembly is fixed in the mounting hole 221 by bolts and nuts, in which case the mounting hole 221 is connected to the upper side wall of the weight-reducing groove 212, which may facilitate the fastening of the bolts and nuts through the weight-reducing groove, and facilitate the fixing of the power assembly, and the present disclosure does not impose any limitation on this.

[0065] In the specific implementation manner provided by the present disclosure, the main spring 3 can be configured in any suitable manner. Optionally, the main spring 3 can be integrally formed. In other embodiments of the present disclosure, the main spring 3 can also be configured in other ways, and the present disclosure does not impose any restrictions on this. Among them, the main spring 3 can be made of a variety of materials. Optionally, the outer skeleton 1 of the main spring 3 is made of sheet metal Q345; the inner skeleton 2 of the main spring is made of cast aluminum A380; the damping body 31 of the main spring 3 is made of natural rubber NR, and the three are vulcanized together. It can also be selected that the outer skeleton 1 of the main spring 3 is made of 610L; the inner skeleton 2 of the main spring is made of cast aluminum A380; the damping body 31 of the main spring 3 is made of natural rubber NR, and the three are vulcanized together. In this regard, the present disclosure does not impose any restrictions, and those skilled in the art can make adaptive choices according to actual needs.

[0066] It should be noted that in heavy commercial trucks, the front suspension assembly and the rear suspension assembly have basically the same appearance and the same structural composition. The only difference is that the Y-direction stiffness of the front suspension assembly needs to be higher than that of the rear suspension assembly. However, since the Y-direction stiffness of the rear suspension assembly should not be too small, if the Y-direction stiffness of the front suspension assembly is significantly greater than that of the rear suspension assembly, the powertrain will produce a yaw motion with the front suspension assembly as the center under the action of the lateral force, which will also cause the Y-direction displacement of the gearbox auxiliary support assembly to be too large. Therefore, the Y-direction stiffness of the front suspension assembly can be adjusted to be higher than that of the rear suspension assembly by adjusting the first angle a, the second angle b, the third angle c and the fourth angle d and the width of the main spring.

[0067] In the specific embodiments provided in the present disclosure, reference is made to Figures 1 to 6 as well as Figure 8 As shown, the base 100 is provided with a plurality of fixing holes 105, and the base 100 is mounted on the vehicle frame by passing a plurality of fasteners through the corresponding fixing holes 105. In order to make the powertrain suspension adaptable to vehicles of different models, reference Figure 3 , Figure 6 and Figure 7 As shown, the outer side of the base 100 can be formed into a flat mounting surface 106, suitable for adding an auxiliary mounting pad. The auxiliary mounting pad can compensate for the Y-direction gap between the powertrain suspension and the vehicle frame, and the base 100 can be installed on the vehicle frame by selecting auxiliary mounting pads of different thicknesses. Such a setting does not need to change the Y-direction size of the base 100, and can meet the support of the powertrain on vehicles of different models, effectively solving the problem of structural universality of different models.

[0068] In addition, the present disclosure also provides a vehicle, which includes a vehicle frame, a powertrain and the above-mentioned powertrain suspension, wherein the powertrain is suitable for being installed on the vehicle frame, and the powertrain is removably fixed on the powertrain suspension.

[0069] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0070] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0071] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A powertrain mount, characterized in that: The powertrain suspension comprises a base (100) and an inner core (200). The base (100) is provided with an inner core accommodating groove (101), the inner core accommodating groove (101) having an opening (1011) located inside the base (100), the opening (1011) being configured to be suitable for the inner core (200) to be inserted or removed from the side of the base (100) in a movable manner along the Y direction; The inner core (200) has a reference axis parallel to the Z direction and comprises an outer frame (1), an inner frame (2) and a main spring (3), wherein the outer frame (1) is suitable for being connected to a base (100) on which the power assembly is suspended, the inner frame (2) is suitable for being connected to the power assembly, and the main spring (3) comprises an elastic damping body (31), the damping body (31) being configured in a U-shape around the reference axis, the damping body (31) abutting against the outer frame (1) on the entire outer circumference of the reference axis, and the damping body (31) abutting against the inner frame (2) on the entire inner circumference of the reference axis. The outer frame (1) has an outer supporting surface (111), and the inner frame (2) has an inner supporting surface (211); the outer supporting surface (111) and the inner supporting surface (211) are both constructed as a U-shape around the reference axis; the vibration damping body (31) has an outer abutting surface and an inner abutting surface about the reference axis; the vibration damping body (31) is arranged between the outer supporting surface (111) and the inner supporting surface (211); the outer abutting surface is shaped to fit the outer supporting surface (111) to the ground, and the inner abutting surface is shaped to fit the inner supporting surface (211) to the ground.

2. The powertrain mount according to claim 1, characterized in that: The vibration damping body (31) has equal volume distribution in the X direction, the Y direction and the Z direction and is an axisymmetric structure with the axis of symmetry parallel to the Y direction. The vibration-damping body (31) comprises an extension portion (311) and a middle portion (312), wherein the middle portion (312) is connected between the two extension portions (311), and the extension portion (311) has an end portion (3111) away from the middle portion (312), and the two end portions (3111) are aligned in the X direction.

3. The powertrain mount according to claim 2, characterized in that: The extension portion (311) has a first lower surface (3113) and a first upper surface (3112) opposite to each other in the Z direction, and the middle portion (312) has a second lower surface (3122) and a second upper surface (3121) opposite to each other in the Z direction. Wherein, a first angle (a) between the first lower surface (3113) and the Z direction, a second angle (b) between the first upper surface (3112) and the Z direction, a third angle (c) between the second lower surface (3122) and the Z direction, and a fourth angle (d) between the second upper surface (3121) and the Z direction jointly define the stiffness of the vibration damping body (31).

4. The powertrain mount according to claim 1, characterized in that: The exoskeleton (1) comprises an outer supporting portion (11) and a first connecting portion (12) connected to the outer supporting portion (11); the inner surface of the outer supporting portion (11) serves as the outer supporting surface (111); and the first connecting portion (12) is used to connect to a base (100) on which the powertrain is suspended. The outer support portion (11) is constructed as a C-shaped thin sheet structure, the outer support portion (11) is embedded in the vibration-damping body (31), and the vibration-damping body (31) has an outer peripheral covering layer (313) located outside the outer support portion (11), wherein the outer peripheral covering layer (313) has an outer peripheral surface, and the outer peripheral surface is configured to be adapted to fit the side wall shape of the inner core receiving groove (101) of the base (100) to the ground.

5. The powertrain mount according to claim 4, characterized in that: The outer support portion (11) has a C-shaped body (112), and an end support portion (1121) protrudes upward and downward at the end of the C-shaped body (112). The end support portion (1121) extends along the Y direction so as to be plugged into a corresponding slot (103) formed on the base (100).

6. The powertrain mount according to claim 4, characterized in that: The first connection portion (12) comprises a latch extending from the upper side of the outer support portion (11) toward the outside, and is used to be inserted into a socket (102) formed on the base (100) and can be bent downward or upward after passing through the socket (102). A limiting portion (13) protrudes from the lower side of the outer support portion (11), and a limiting pin (104) is connected to the inner side of the limiting portion (13) on the bottom wall of the inner core receiving groove (101) of the base (100) so as to stop the limiting portion (13) in the Y direction.

7. The powertrain mount according to claim 2, characterized in that: The inner skeleton (2) comprises an inner supporting portion (21) and a second connecting portion (22) connected to the inner supporting portion (21); the outer surface of the inner supporting portion (21) is used as the inner supporting surface (211); and the second connecting portion (22) is used for connecting to a powertrain.

8. The powertrain mount according to claim 7, characterized in that: The inner frame (2) comprises a limit platform (23), the limit platform (23) being connected to the inner support portion (21) and the second connection portion (22), and the limit platform (23) being located above the middle portion (312), the main spring (3) comprising an elastic covering layer (314) covering the limit platform (23), the elastic covering layer (314) being provided with a limit structure for cooperating with the base (100), the limit structure comprising an X-direction limit structure (315), a Y-direction limit structure (316) and a Z-direction upper limit structure (317), The elastic covering layer (314) is provided with the X-direction limiting structure (315) on both sides in the X direction, which is suitable for cooperating with the X-direction stop surface formed on the base (100) and is used to limit the movement range of the power assembly in the X direction. The Y-direction limiting structure (316) is arranged on the outer side surface of the elastic covering layer (314) away from the second connecting portion (22), and is suitable for cooperating with the side wall of the inner core receiving groove (101) of the base (100), and is used to limit the movement range of the power assembly in the Y direction. The Z-direction upper limit structure (317) is arranged on the upper side of the elastic covering layer (314); the main spring (3) includes a Z-direction lower limit structure (318) located on the inner side of the vibration damping body (31) and connected to the middle part (312) and the two extension parts (311); the Z-direction lower limit structure (318) is located on the lower side of the inner support part (21); the Z-direction upper limit structure (317) and the Z-direction lower limit structure (318) are suitable for cooperating with the base (100) to limit the movement range of the power assembly in the Z direction.

9. A vehicle, characterized in that: The vehicle comprises a vehicle frame, a powertrain and a powertrain suspension according to any one of claims 1 to 8, wherein the powertrain is adapted to be mounted on the vehicle frame and the powertrain is removably fixed on the powertrain suspension.

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