A damping structure, a damping assembly and a vehicle thereof

Abstract

The application relates to a damping structure, a damping assembly and a car thereof, which comprises a damping rubber pad and a fastener. The damping rubber pad comprises a rubber pad, a machine cabin connecting structure and a front wall assembly connecting structure are formed on the rubber pad in the axial direction of the damping rubber pad, the machine cabin connecting structure is used for being connected with a machine cabin combination rod, and the front wall assembly connecting structure is used for being connected with a front wall assembly. The fastener is connected with the rubber pad and is used for fixing the machine cabin combination rod and the front wall assembly to the rubber pad. The machine cabin combination rod is connected with the front wall assembly through the rubber pad, the rubber pad, the machine cabin combination rod and the front wall assembly are fixedly pressed through the fastener, the damping structure can absorb the vibration generated by the machine cabin combination rod, the vibration generated by the automobile engine and the electric motor during high-speed operation can be well isolated, the vibration and noise cannot be transmitted to the cab through the front wall assembly, and the NVH performance can be greatly improved.

Description

Technical Field

[0001] This application relates to the automotive field, and in particular to a shock-absorbing structure, a shock-absorbing assembly, and an automotive thereof. Background Technology

[0002] Currently, the engine compartment is rigidly connected to the front of the vehicle body using bolts. The engine and power components such as the GCU are located inside the engine compartment. When the engine rotates at high speed, it generates vibrations. Because the engine compartment is rigidly connected to the front of the vehicle body, the vibrations generated inside the engine compartment are transmitted to the front of the vehicle body, and then the noise is transmitted to the cab, resulting in a poor driving experience. Summary of the Invention

[0003] This application provides a shock absorption structure, a shock absorption assembly, and a vehicle thereof to solve the problem in the related art where vibrations generated in the engine compartment are transmitted to the front of the vehicle body, and then noise is transmitted to the driver's cab, resulting in a poor driving experience.

[0004] To achieve the above objectives, the present invention provides the following technical solution: In a first aspect, a shock-absorbing structure is provided, comprising: a shock-absorbing rubber pad and fasteners, wherein the shock-absorbing rubber pad includes a rubber pad, and along the axial direction of the shock-absorbing rubber pad, a nacelle connection structure and a front bulkhead assembly connection structure are formed on the rubber pad, the nacelle connection structure being used to connect with the nacelle assembly rod, and the front bulkhead assembly connection structure being used to connect with the front bulkhead assembly; the fasteners are connected to the rubber pad and are used to fix the nacelle assembly rod and the front bulkhead assembly to the rubber pad.

[0005] In some embodiments, a sleeve hole is provided at the center of the rubber pad along the axial direction; the shock-absorbing pad also includes a bushing, the bushing passing through the sleeve hole, and the surface of the bushing fitting against the inner wall of the sleeve hole.

[0006] In some embodiments, the bushing includes a pad and a bushing, the pad is fixed to one end of the bushing, the bushing passes through a bushing hole and fits against the inner wall of the bushing hole, the pad is located outside the bushing hole and fits against one end of the rubber pad.

[0007] In some embodiments, the bushing length is less than the bushing hole length.

[0008] In some embodiments, a fastening space is formed on the fastener; after the fastener is connected to the rubber pad, the rubber pad and bushing are located inside the fastening space and are in contact with the inner wall of the fastening space.

[0009] Secondly, a shock absorption assembly is provided, comprising:

[0010] The shock-absorbing structure, front bulkhead assembly, and nacelle assembly rod described above are connected together, with the front bulkhead assembly connected to the front bulkhead assembly connection structure and the nacelle assembly rod connected to the nacelle connection structure.

[0011] In some embodiments, the nacelle connection structure is a first snap-fit ​​groove formed on the outer peripheral surface of the rubber pad, and the nacelle assembly rod snaps into the first snap-fit ​​groove; the front bulkhead assembly connection structure is a second snap-fit ​​groove formed on the outer peripheral surface of the rubber pad, and the front bulkhead assembly snaps into the second snap-fit ​​groove.

[0012] In some embodiments, the thickness of the nacelle assembly rod at the connection point with the first latching slot is less than the thickness of the first latching slot; the thickness of the front bulkhead assembly at the connection point with the second latching slot is less than the thickness of the second latching slot.

[0013] In some embodiments, the damping assembly further includes a GCU mounting tray, which is connected to a rubber pad via fasteners.

[0014] Thirdly, a vehicle is provided, which includes: the shock absorption assembly as described above.

[0015] The beneficial effects of the technical solution provided in this application include:

[0016] This application provides a shock-absorbing structure, a shock-absorbing assembly, and a vehicle thereof. The engine compartment assembly rod is connected to the front bulkhead assembly via rubber pads, and the rubber pads, engine compartment assembly rod, and front bulkhead assembly are pressed and fixed by fasteners. This allows the shock-absorbing structure to absorb the vibrations generated by the engine compartment assembly rod, effectively isolating the vibrations generated by the vehicle engine and electric motor during high-speed operation. This ensures that vibrations and noise are not transmitted to the passenger compartment through the front bulkhead assembly, greatly improving NVH performance. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of the shock absorption assembly provided in the embodiments of this application;

[0019] Figure 2 for Figure 1 Sectional view of AA;

[0020] Figure 3 This is a schematic diagram of the shock-absorbing rubber pad provided in an embodiment of this application;

[0021] Figure 4 for Figure 3 Cross-sectional view of BB;

[0022] Figure 5A schematic diagram of the installation steps of the shock absorption assembly provided in the embodiments of this application (step one);

[0023] Figure 6 A schematic diagram of the installation steps of the shock absorption assembly provided in this application embodiment (step two);

[0024] Figure 7 A schematic diagram of the installation steps of the shock absorption assembly provided in this application embodiment (step three);

[0025] Figure 8 for Figure 7 A magnified view of a portion of point C in the middle.

[0026] In the diagram: 1. Front assembly; 10. First connecting plate; 100. Positioning protrusion; 101. Card interface;

[0027] 2. Shock-absorbing rubber pad; 20. Rubber pad; 200. First snap-fit ​​groove; 201. Second snap-fit ​​groove; 202. Sleeve hole; 21. Bushing; 210. Through hole; 211. Shaft sleeve; 212. Pad plate;

[0028] 3. Nacelle assembly rod; 30. Second connecting plate; 300. Mounting hole; 301. Positioning slot;

[0029] 4. GCU mounting tray;

[0030] 5. Fasteners. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0032] See Figures 1 to 8 This application provides a shock-absorbing structure, a shock-absorbing assembly, and a vehicle thereof, which can solve the problem in related technologies where vibrations generated in the engine compartment are transmitted to the front of the vehicle body, and then noise is transmitted to the driver's cab, resulting in a poor driving experience.

[0033] In a first aspect, embodiments of this application provide a shock-absorbing structure, which includes: a shock-absorbing rubber pad 2 and a fastener 5. The shock-absorbing rubber pad 2 includes a rubber pad 20. Along the axial direction of the shock-absorbing rubber pad 2, a nacelle connection structure and a front bulkhead assembly connection structure are formed on the rubber pad 20. The nacelle connection structure is used to connect with the nacelle assembly rod 3, and the front bulkhead assembly connection structure is used to connect with the front bulkhead assembly 1. The fastener 5 is connected to the rubber pad 20 and is used to fix the nacelle assembly rod 3 and the front bulkhead assembly 1 to the rubber pad 20.

[0034] Currently, the engine compartment is rigidly connected to the front of the vehicle body using bolts. The engine and power control unit (GCU) are located within the engine compartment. When the engine rotates at high speed, it generates vibrations. Because the engine compartment is rigidly connected to the front of the vehicle body, these vibrations are transmitted to the front of the vehicle body, and consequently, noise is transmitted to the driver's cabin, resulting in a poor driving experience. Furthermore, traditional methods for addressing vibration and noise issues involve installing shock absorbers or increasing the length of the power wiring harness. These methods require additional space and increase investment costs.

[0035] This application connects the engine compartment assembly rod 3 to the front bulkhead assembly 1 via rubber pad 20, and secures the rubber pad 20, engine compartment assembly rod 3, and front bulkhead assembly 1 with fasteners 5. This allows the shock absorption structure to absorb the vibration generated by the engine compartment assembly rod 3, effectively isolating the vibration generated by the car engine and electric motor during high-speed operation. This ensures that vibration and noise are not transmitted to the passenger compartment through the front bulkhead assembly 1, greatly improving NVH performance.

[0036] In some possible embodiments, the rubber pad 20 can have any structure, with a cabin connection structure formed at the top and a front assembly connection structure formed at the bottom. Therefore, the cabin assembly rod 3 is fixed to the top of the rubber pad 20 through the cabin connection structure, and the front assembly 1 is fixed to the bottom of the rubber pad 20 through the front assembly connection structure.

[0037] A fastening space is formed on the fastener 5. In this embodiment, both the nacelle assembly rod 3 and the front bulkhead assembly 1 are in contact with the wall of the fastening space. The fastener 5 can press the top end of the nacelle assembly rod 3 and the bottom end of the front bulkhead assembly 1 together so that the rubber pad 20 is pressed between the nacelle assembly rod 3 and the front bulkhead assembly 1.

[0038] Alternatively, in some other possible embodiments, the rubber pad 20 has a cylindrical structure, the nacelle connection structure is a first annular locking groove 200 formed on the outer peripheral surface of the rubber pad 20, and the front assembly connection structure is a second annular locking groove 201 formed on the outer peripheral surface of the rubber pad 20. The nacelle assembly rod 3 is engaged in the first locking groove 200, and the front assembly 1 is engaged in the second locking groove 201.

[0039] like Figure 2As shown, in this embodiment, the first snap-fit ​​groove 200 is disposed on top of the second snap-fit ​​groove 201, and there is a gap between the first snap-fit ​​groove 200 and the second snap-fit ​​groove 201, so that the first snap-fit ​​groove 200 and the second snap-fit ​​groove 201 divide the rubber pad 20 into an upper part, a middle part, and a lower part along the axial direction of the rubber pad 20. A fastening space is formed on the fastener 5. After the fastener 5 is connected to the rubber pad 20, the rubber pad 20 and the bushing 21 are located inside the fastening space and are in contact with the inner wall of the fastening space. That is, the top and bottom ends of the rubber pad 20 are in contact with the wall of the fastening space, so that the nacelle assembly rod 3 is pressed into the first snap-fit ​​groove 200 and the front assembly 1 is pressed into the second snap-fit ​​groove 201, that is, the nacelle assembly rod 3 is pressed between the upper and middle parts, and the front assembly 1 is pressed between the middle and the lower parts.

[0040] The above embodiments are merely various possible implementations of the embodiments of this application, and the embodiments of this application are not limited thereto.

[0041] Based on the annular first locking groove 200 and second locking groove 201 provided on the outer peripheral surface of the rubber pad 20, the thickness of the connection position between the nacelle assembly rod 3 and the first locking groove 200 is less than the thickness of the first locking groove 200; the thickness of the connection position between the front bulkhead assembly 1 and the second locking groove 201 is less than the thickness of the second locking groove 201. That is, after the first locking groove 200 is engaged with the nacelle assembly rod 3, a gap is reserved along the axial direction of the rubber pad 20 between the top end of the inner wall of the first locking groove 200 and the top end of the nacelle assembly rod 3, and between the bottom end of the inner wall of the first locking groove 200 and the bottom end of the nacelle assembly rod 3. Figure 2 As shown in H1; after the front bulkhead assembly 1 is engaged with the second snap-fit ​​groove 201, along the axial direction of the rubber pad 20, a gap is also reserved between the top end of the inner wall of the second snap-fit ​​groove 201 and the top end of the front bulkhead assembly 1, and between the bottom end of the inner wall of the second snap-fit ​​groove 201 and the bottom end of the front bulkhead assembly 1, respectively. Figure 2 As shown in H2. This gap ensures proper assembly and also guarantees good engagement between the nacelle assembly rod 3 and the first locking groove 200, and between the front bulkhead assembly 1 and the second locking groove 201.

[0042] Preferably, this gap is 0.25mm. The GCU installed inside the nacelle is connected to the shock-absorbing rubber pad 2. Specifically, the GCU is connected to the rubber pad 20 through the GCU mounting tray 4. After the GCU mounting tray 4 is assembled from bottom to top along the axial direction of the rubber pad 20, there is a 1mm interference fit between it and the rubber pad 20. After the front bulkhead assembly 1, the nacelle assembly rod 3, the GCU mounting tray 4 and the rubber pad 20 are pressed together by the fasteners 5, the gap between the first snap-fit ​​groove 200, the second snap-fit ​​groove and the nacelle assembly rod 3 and the front bulkhead assembly 1 can be absorbed.

[0043] Based on the above embodiments, in this embodiment, a sleeve hole 202 is provided at the center of the rubber pad 20 along the axial direction; the shock-absorbing rubber pad 2 also includes a bushing 21, which passes through the sleeve hole 202 and the surface of the bushing 21 is in contact with the inner wall of the sleeve hole 202.

[0044] In this embodiment, to ensure a rigid connection between the nacelle assembly rod 3 and the front bulkhead assembly 1 and to prevent torque attenuation caused by the soft connection through the rubber pad 20, a bushing 21 is provided inside the rubber pad 20. To ensure connection rigidity, the bushing 21 can be made of an iron alloy. Since the bushing 21 needs to support the rubber pad 20, its surface is in contact with the inner wall of the sleeve hole 202. Specifically, the bushing 21 includes a pad 212 and a bushing 211, with the pad 212 fixed to one end of the bushing 211. The bushing 211 passes through the sleeve hole 202 and is in contact with the inner wall of the sleeve hole 202, thus supporting the rubber pad 20. The pad 212 is located outside the sleeve hole 202 and is in contact with one end of the rubber pad 20. By providing the pad 212, the bushing 211 is prevented from slipping out of the sleeve hole 202 after the rubber pad 20 and bushing 21 are installed.

[0045] Based on the above embodiments, in this embodiment, the length of the bushing 211 is less than the length of the sleeve hole 202. The length difference between the bushing 211 and the sleeve hole 202 is set to be equal to the gap between the first snap-fit ​​groove 200 and the bottom end of the engine compartment assembly rod 3, and between the second snap-fit ​​groove 201 and the front bulkhead assembly 1. For example, when the gap is set to 0.25mm, the total gap is 1mm, therefore the length of the bushing 211 is set to be 1mm less than the length of the sleeve hole 202. After the front bulkhead assembly 1, the nacelle assembly rod 3, the GCU mounting tray 4, and the rubber pad 20 are pressed together by the fastener 5, the gaps between the first snap-fit ​​groove 200, the second snap-fit ​​groove, the nacelle assembly rod 3, and the front bulkhead assembly 1 can be absorbed. The length difference between the bushing 211 and the sleeve hole 202 is set to be equal to the gaps between the first snap-fit ​​groove 200 and the bottom end of the nacelle assembly rod 3, and between the second snap-fit ​​groove 201 and the front bulkhead assembly 1. After the rubber pad 20 is fully pressed together with the front bulkhead assembly 1, the nacelle assembly rod 3, and the GCU mounting tray 4, the bushing 21 contacts the GCU mounting tray 4, ensuring that the front bulkhead assembly 1, the nacelle assembly rod 3, and the GCU mounting tray 4 are rigidly connected through the bushing 21, and there will be no soft connection that would cause torque attenuation.

[0046] Based on the above embodiments, in this embodiment, the fastener 5 includes a bolt and a nut. A through hole 210 is provided at the center of the bushing 211 and the pad 212, and the axial extension direction of the through hole 210 is the same as the axial extension direction of the bushing 211. Figure 2As shown, the bolt is inserted into the through hole 210, and the head of the bolt fits against the pad 212. After the nut is tightened and fixed by the thread, the nut fits against the GCU mounting tray 4, and a fastening space is formed between the bolt head and the nut. The front bulkhead assembly 1, the nacelle assembly rod 3, the GCU mounting tray 4 and the rubber pad 20 are all located inside the fastening space.

[0047] When installing the front bulkhead assembly 1, the nacelle assembly rod 3, the GCU mounting tray 4, and the shock-absorbing rubber pad 2, first, the rubber pad 20 is snapped into the nacelle assembly rod 3 through the first snap-fit ​​groove 200. Then, the bushing 21 is inserted into the sleeve hole 202. Next, the rubber pad 20 is snapped into the front bulkhead assembly 1 through the second snap-fit ​​groove 201. The bottom end of the GCU mounting tray 4 is then brought into contact with the rubber pad 20. Finally, the fasteners 5 are used to connect and fix the front bulkhead assembly 1, the nacelle assembly rod 3, the GCU mounting tray 4, and the rubber pad 20.

[0048] Secondly, embodiments of this application provide a shock-absorbing assembly, which includes: a shock-absorbing structure provided in any of the above embodiments of this application, a front bulkhead assembly 1, and a nacelle assembly rod 3, wherein the front bulkhead assembly 1 is connected to the front bulkhead assembly connection structure; and the nacelle assembly rod 3 is connected to the nacelle connection structure.

[0049] This application connects the engine compartment assembly rod 3 to the front bulkhead assembly 1 via rubber pad 20, and secures the rubber pad 20, engine compartment assembly rod 3, and front bulkhead assembly 1 with fasteners 5. This allows the shock absorption structure to absorb the vibration generated by the engine compartment assembly rod 3, effectively isolating the vibration generated by the car engine and electric motor during high-speed operation. This ensures that vibration and noise are not transmitted to the passenger compartment through the front bulkhead assembly 1, greatly improving NVH performance.

[0050] The damping structure can be found in the previous text.

[0051] The nacelle connection structure consists of a first snap-fit ​​groove 200 formed on the outer peripheral surface of the rubber pad 20. The nacelle assembly rod 3 snaps into the first snap-fit ​​groove 200, and the thickness of the connection point between the nacelle assembly rod 3 and the first snap-fit ​​groove 200 is less than the thickness of the first snap-fit ​​groove 200. Specifically, the nacelle assembly rod 3 includes a second connecting plate 30, on which mounting holes 300 are formed. Figure 5 As shown, after the rubber pad 20 passes through the mounting hole 300, the second connecting plate 30 snaps into the first snap-fit ​​groove 200 of the rubber pad 20. Therefore, the thickness of the second connecting plate 30 is less than the groove thickness of the first snap-fit ​​groove 200, or the thickness of the second connecting plate 30 located around the mounting hole 300 is less than the groove thickness of the first snap-fit ​​groove 200. This facilitates assembly and ensures the snap-fit ​​between the second connecting plate 30 and the first snap-fit ​​groove 200.

[0052] The front assembly connection structure is a second snap-fit ​​groove 201 formed on the outer peripheral surface of the rubber pad 20. The front assembly 1 snaps into the second snap-fit ​​groove 201, and the thickness of the connection position between the front assembly 1 and the second snap-fit ​​groove 201 is less than the thickness of the second snap-fit ​​groove 201. Figure 8 As shown, the front assembly 1 includes a first connecting plate 10, on which a U-shaped card interface 101 is provided. A second card slot 201 engages with the U-shaped card interface 101 on the first connecting plate 10. Therefore, the thickness of the first connecting plate 10 is less than the thickness of the second card slot 201, or the thickness of the second connecting plate 30 located around the U-shaped card interface 101 is less than the thickness of the second card slot 201. This facilitates assembly and ensures the engagement between the first connecting plate 10 and the second card slot 201.

[0053] Based on the above embodiments, in this embodiment, in order to facilitate the installation and positioning of the front bulkhead assembly 1 with the shock-absorbing pad 2 and the nacelle assembly rod 3, both the front bulkhead assembly 1 and the nacelle assembly rod 3 are provided with installation and positioning structures. When the installation and positioning structure on the front bulkhead assembly 1 is in contact with the installation and positioning structure on the nacelle assembly rod 3, the nacelle assembly rod 3 is engaged with the first snap-fit ​​groove 200 and the front bulkhead assembly 1 is engaged with the second snap-fit ​​groove 201.

[0054] In some possible embodiments, the mounting and positioning structure provided on the first connecting plate 10 is a positioning protrusion 100, and the mounting and positioning structure provided on the second connecting plate 30 is a positioning groove 301. Figure 5 As shown, first insert the rubber pad 20 into the mounting hole 300 of the nacelle assembly rod 3 from bottom to top along the Z-axis direction (vertical direction), and make the second connecting plate 30 engage with the first snap-fit ​​groove 200; as shown Figure 6 As shown, insert the bushing 21 into the sleeve hole 202 from top to bottom along the Z direction; as Figure 7 As shown, finally, the nacelle assembly rod 3 is moved forward along the X-axis to the front perimeter assembly 1. The first connecting plate 10 is provided with a U-shaped card interface 101 and a positioning protrusion 100, as shown. Figure 8 As shown, during the process of moving the nacelle assembly rod 3 to the front bulkhead assembly 1, the bottom end of the second connecting plate 30 first contacts the positioning protrusion 100 on the first connecting plate 10, and then continues to push the nacelle assembly rod 3 along the X-axis. When the positioning protrusion 100 is inserted into the positioning groove 301, the second locking groove 201 engages with the U-shaped locking interface 101 on the first connecting plate 10.

[0055] In some other possible embodiments, positioning lines are provided on the sides of the first connecting plate 10 and the second connecting plate 30. When the positioning lines on the first connecting plate 10 and the second connecting plate 30 are aligned, the first connecting plate 10 is snapped into the second snap-fit ​​groove 201.

[0056] The above embodiments are merely various possible implementations of the embodiments of this application, and the embodiments of this application are not limited thereto.

[0057] The shock absorption assembly also includes a GCU mounting tray 4, which is connected to a rubber pad 20 via fasteners 5. When the fasteners 5 include bolts and nuts, connection holes are provided on the GCU mounting tray 4. After the front enclosure assembly 1, the nacelle assembly rod 3, and the rubber pad 20 are connected and fixed, the GCU mounting tray 4 is pushed upward along the Z-axis until it contacts the rubber pad 20, aligning the connection hole and the through hole 210. Then, the bolts are inserted into the through hole 210 and the connection hole, and the nuts are tightened along the Z-axis to secure them.

[0058] After the first locking groove 200 engages with the nacelle assembly rod 3, a gap is reserved along the axial direction of the rubber pad 20 between the top of the inner wall of the first locking groove 200 and the top of the nacelle assembly rod 3, and between the bottom of the inner wall of the first locking groove 200 and the bottom of the nacelle assembly rod 3. After the front bulkhead assembly 1 engages with the second locking groove 201, a gap is also reserved along the axial direction of the rubber pad 20 between the top of the inner wall of the second locking groove 201 and the top of the front bulkhead assembly 1, and between the bottom of the inner wall of the second locking groove 201 and the bottom of the front bulkhead assembly 1. At the same time, the length of the bushing 211 is less than the length of the sleeve hole 202, and the length difference between the bushing 211 and the sleeve hole 202 is equal to the gap between the first locking groove 200 and the bottom of the nacelle assembly rod 3, and between the second locking groove 201 and the front bulkhead assembly 1. Because the GCU mounting tray 4 has an interference fit with the rubber pad 20 after being assembled from bottom to top, the bolts and nuts can absorb the gap between the first snap-fit ​​groove 200, the second snap-fit ​​groove 201 and the front bulkhead assembly 1 and the engine compartment assembly rod 3 after the bolts and nuts are tightened. Moreover, the length of the bushing 211 is less than the length of the sleeve hole 202, which allows the rubber pad 20 to be fully pressed against the front bulkhead assembly 1, the engine compartment assembly rod 3 and the GCU mounting tray 4. After the bushing 21 contacts the GCU mounting tray 4, it ensures that the front bulkhead assembly 1, the engine compartment assembly rod 3 and the GCU mounting tray 4 are rigidly connected through the bushing 21 after the bolts are tightened, and there will be no soft connection that would cause torque attenuation.

[0059] Therefore, the vibration damping structure effectively isolates the vibrations generated by the car engine and electric motor during high-speed operation, ensuring that vibrations and noise are not transmitted to the passenger compartment, thus greatly improving NVH performance. It also eliminates the need for additional installation space or increased power wiring harness length, reducing investment costs.

[0060] Thirdly, embodiments of this application provide an automobile that includes: the shock absorption assembly provided in any of the above embodiments of this application.

[0061] This application embodiment does not limit the specific structure of the automobile. The engine compartment assembly rod 3 is connected to the front bulkhead assembly 1 by the rubber pad 20, and the rubber pad 20, engine compartment assembly rod 3 and front bulkhead assembly 1 are pressed and fixed by the fastener 5. This allows the shock absorption structure to absorb the vibration generated by the engine compartment assembly rod 3, which can effectively isolate the vibration generated by the automobile engine and electric motor during high-speed operation. This ensures that vibration and noise will not be transmitted to the passenger compartment through the front bulkhead assembly 1, which can greatly improve NVH performance.

[0062] In the description of this application, it should be noted that the terms "upper," "lower," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.

[0063] It should be noted that in this application, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0064] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A vibration damping structure, characterized in that, It includes: The shock-absorbing pad (2) includes a rubber pad (20). Along the axial direction of the shock-absorbing pad (2), a cabin connection structure and a front assembly connection structure are formed on the rubber pad (20). The cabin connection structure is used to connect with the cabin assembly rod (3), and the front assembly connection structure is used to connect with the front assembly (1). The rubber pad (20) is a cylindrical structure. The cabin connection structure is a first annular locking groove (200) opened on the outer peripheral surface of the rubber pad (20). The front assembly connection structure is a second annular locking groove (201) opened on the outer peripheral surface of the rubber pad (20). The first locking groove (200) is located at the top of the second locking groove (201), and there is a gap between the first locking groove (200) and the second locking groove (201) so that the first locking groove (200) and the second locking groove (201) are aligned along the axial direction of the rubber pad (20) to connect the rubber pad (20). The pad (20) is divided into an upper part, a middle part and a lower part. The thickness of the connection position between the nacelle assembly rod (3) and the first snap-fit ​​groove (200) is less than the thickness of the first snap-fit ​​groove (200). The thickness of the connection position between the front bulkhead assembly (1) and the second snap-fit ​​groove (201) is less than the thickness of the second snap-fit ​​groove (201). After the first snap-fit ​​groove (200) is snapped into the nacelle assembly rod (3), along the axial direction of the rubber pad (20), the inner wall of the first snap-fit ​​groove (200) is... A gap is reserved between the top of the top of the engine room assembly rod (3) and between the bottom of the inner wall of the first snap-fit ​​groove (200) and the bottom of the engine room assembly rod (3). After the front bulkhead assembly (1) is snapped into the second snap-fit ​​groove (201), a gap is also reserved between the top of the inner wall of the second snap-fit ​​groove (201) and the top of the front bulkhead assembly (1) and between the bottom of the inner wall of the second snap-fit ​​groove (201) and the bottom of the front bulkhead assembly (1) along the axial direction of the rubber pad (20). Fastener (5), which is connected to rubber pad (20) and used to fix the nacelle assembly rod (3) and front bulkhead assembly (1) to rubber pad (20); The shock-absorbing rubber pad (2) also includes a bushing (21), the bushing (21) includes a pad (212) and a bushing (211), the pad (212) is fixed to one end of the bushing (211), the bushing (211) passes through the sleeve hole (202) and fits against the inner wall of the sleeve hole (202), the pad (212) is located outside the sleeve hole (202) and the pad (212) fits against one end of the rubber pad (20); the length of the bushing (211) is less than the length of the sleeve hole (202), and the length difference between the bushing (211) and the sleeve hole (202) is equal to the gap between the first snap-fit ​​groove (200) and the cabin assembly rod (3), and between the second snap-fit ​​groove (201) and the front bulkhead assembly (1).

2. The damping structure as described in claim 1, characterized in that: Along the axial direction of the rubber pad (20), a sleeve hole (202) is provided at the center position of the rubber pad (20). The bushing (21) passes through the sleeve hole (202), and the surface of the bushing (21) is in contact with the inner wall of the sleeve hole (202).

3. The damping structure as described in claim 2, characterized in that: A fastening space is formed on the fastener (5); After the fastener (5) is connected to the rubber pad (20), the rubber pad (20) and the bushing (21) are located inside the fastening space and are in contact with the inner wall of the fastening space.

4. A shock absorption assembly, characterized in that, It includes: The vibration damping structure as described in any one of claims 1-3; Front bulkhead assembly (1), the front bulkhead assembly (1) is connected to the front bulkhead assembly connection structure; The cabin assembly rod (3) is connected to the cabin connection structure.

5. The shock absorption assembly as described in claim 4, characterized in that: The cabin connection structure is a first snap-fit ​​groove (200) opened on the outer peripheral surface of the rubber pad (20), and the cabin assembly rod (3) snaps into the first snap-fit ​​groove (200); The front assembly connection structure is a second snap-fit ​​groove (201) opened on the outer peripheral surface of the rubber pad (20), and the front assembly (1) is snapped into the second snap-fit ​​groove (201).

6. The shock absorption assembly as described in claim 4, characterized in that: The thickness of the connection point between the cabin assembly rod (3) and the first snap-fit ​​groove (200) is less than the thickness of the first snap-fit ​​groove (200); The thickness of the front assembly (1) at the connection point with the second snap-fit ​​groove (201) is less than the thickness of the second snap-fit ​​groove (201).

7. The shock absorption assembly as described in claim 4, characterized in that: The shock absorption assembly also includes a GCU mounting tray (4), which is connected to a rubber pad (20) by fasteners (5).

8. A car, characterized in that, It includes: The shock absorption assembly as described in any one of claims 4-7.

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