Powertrain mount and vehicle

Abstract

The application provides a power assembly suspension and a vehicle. The power suspension assembly has a suspension framework, a through hole is formed in the suspension framework, a suspension inner core is arranged in the through hole, a liquid chamber is formed in the suspension inner core, a flow channel is arranged to communicate both ends of the liquid chamber, a tappet is arranged in the liquid chamber and extends out of the suspension inner core, the tappet slides in the liquid chamber through a piston part formed on the tappet, and damping liquid is filled in the liquid chamber and the flow channel. The power assembly suspension can meet the damping needs of the power assembly under different working conditions, can improve the use effect of the suspension, and has good practicability.

Description

Technical Field

[0001] This invention relates to the field of vehicle component technology, and in particular to a powertrain mount. This invention also relates to a vehicle employing the aforementioned powertrain mount. Background Technology

[0002] As an important vibration damping connection element in a vehicle, the power mount assembly mainly plays the roles of support, limitation and vibration isolation, so that the powertrain maintains a good posture during operation and does not interfere with surrounding components. At the same time, it also reduces the motion excitation generated to a certain extent, thereby giving the driver and passengers a quiet and comfortable driving experience.

[0003] In the existing technology, powertrain mounts mainly use rubber structures. However, rubber has the inherent characteristic of high-frequency hardening, and under high-frequency vibration, the stiffness of rubber will increase sharply, losing its own vibration damping ability. Therefore, rubber mounts still have many shortcomings in practical applications.

[0004] Furthermore, for the powertrain rear mount (the powertrain is generally mounted on the vehicle body via left, right, and rear mounts), the rear mount makes a significant contribution to limiting the powertrain's X-axis (length direction) displacement during vehicle operation, especially under special conditions such as rapid acceleration and deceleration. However, traditional rear mounts often employ methods such as adjusting rubber stiffness and modifying the limiting structure to better handle these special conditions, but the results are not ideal. At the same time, changes in rubber stiffness and the limiting structure can easily affect the mount performance under conditions such as vehicle idling and starting, making it difficult for the mount to meet the usage requirements under different operating conditions. Summary of the Invention

[0005] In view of this, the present invention aims to provide a powertrain mount that can meet the needs of use under different operating conditions and improve the performance of the mount.

[0006] To achieve the above objectives, the technical solution of the present invention is implemented as follows:

[0007] A powertrain mount, wherein the powertrain mount has a mount frame, a through hole is formed on the mount frame, and a mount core is disposed in the through hole;

[0008] The suspended inner core has a liquid chamber and a flow channel connecting the two ends of the liquid chamber. The liquid chamber is provided with a pusher with both ends extending out of the suspended inner core. The pusher slides in the liquid chamber through a piston portion formed on itself, and the liquid chamber and the flow channel are filled with damping fluid.

[0009] Furthermore, the tappet is provided with a buffer block made of elastic material, and the tappet abuts against the suspension frame through the buffer block.

[0010] Furthermore, the suspension frame is provided with a limiting block made of elastic material, and the tappet abuts against the limiting block.

[0011] Furthermore, an elastic mechanism is provided between the push rod and the suspension core to apply an elastic force to the push rod. The elastic mechanism is at least one pair arranged along the length direction of the push rod, and the two elastic mechanisms in each pair apply an elastic force to the push rod in opposite directions.

[0012] Furthermore, the elastic mechanism employs a spring sleeved on the tappet, the spring being located in the liquid chamber, with one end of the spring abutting against the suspended inner core and the other end abutting against the piston portion.

[0013] Furthermore, the piston portion has an air chamber sealed by an elastic diaphragm, and the piston portion is provided with a communication channel communicating with the liquid chamber, with the side of the elastic diaphragm facing away from the air chamber communicating with the communication channel.

[0014] Furthermore, the tappet includes a first column with a first piston block at one end and a second column with a second piston block at one end. The first piston block and the second piston block are connected to form the piston portion, and the air chamber is located in the second piston block. The elastic diaphragm is connected to the second piston block, and the communicating channel is provided on the first piston block.

[0015] Furthermore, the first piston block has an installation groove at its end, the second piston block is inserted into the installation groove and connected to the first piston block through a connecting structure, and the air chamber is located at the end of the second piston block. The communication channel is connected to the position of the elastic diaphragm through the installation groove.

[0016] Furthermore, the connection structure includes an L-shaped snap-fit ​​groove on the side wall of the mounting groove and a snap-fit ​​block on the second piston block. The snap-fit ​​block enters from one end of the snap-fit ​​groove and is snapped into the other end of the snap-fit ​​groove; and / or, the communication channel is a communication hole on the first piston block, and the communication holes are a plurality of holes arranged at intervals along the circumference of the first piston block.

[0017] Compared with the prior art, the present invention has the following advantages:

[0018] The powertrain mount of the present invention is provided by a hydraulic system consisting of a liquid chamber and a flow channel filled with damping fluid. When the inner core of the mount moves due to vibration of the powertrain, the tappet can abut against and slide against the mount frame.

[0019] Therefore, in general operating conditions where powertrain vibration is low and the movement of the suspension core is small, the tappet does not contact the suspension frame, and vibration damping is achieved solely through the rubber main spring. In operating conditions where powertrain vibration is slightly higher and the movement of the suspension core is slightly larger, the tappet contacts the suspension frame, and vibration damping is achieved simultaneously through the rubber main spring and the tappet. In special operating conditions where powertrain vibration is high and the movement of the suspension core is large, the tappet presses firmly against the suspension frame, achieving vibration damping not only through the simultaneous use of the rubber main spring and the tappet, but also by pressing the tappet against the suspension frame to limit powertrain displacement.

[0020] Therefore, the powertrain mount of the present invention can meet the vibration reduction requirements under normal operating conditions and the vibration reduction and limiting requirements under special operating conditions. It can meet the usage requirements of the powertrain mount under different operating conditions and improve the performance of the mount.

[0021] Another object of the present invention is to provide a vehicle in which the above-described powertrain mount is used.

[0022] The vehicle described in this invention uses the aforementioned powertrain mount, which can meet the vibration reduction requirements of the powertrain under different operating conditions, improve the performance of the mount, and has excellent practicality. Attached Figure Description

[0023] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0024] Figure 1 This is a schematic diagram of the powertrain mounting structure according to an embodiment of the present invention;

[0025] Figure 2 This is a schematic diagram of the suspension frame, rubber main spring, and limiting block according to an embodiment of the present invention;

[0026] Figure 3 This is an overall schematic diagram of the suspended inner core according to an embodiment of the present invention;

[0027] Figure 4 This is a schematic diagram of the liquid chamber and flow channel described in an embodiment of the present invention;

[0028] Figure 5 This is a schematic diagram of the end cap structure according to an embodiment of the present invention;

[0029] Figure 6 This is a schematic diagram of the structure of the tappet described in an embodiment of the present invention;

[0030] Figure 7 This is a schematic diagram of the structure of the first column according to an embodiment of the present invention;

[0031] Figure 8 This is a schematic diagram of the structure of the first column from another angle according to an embodiment of the present invention;

[0032] Figure 9 This is a schematic diagram of the structure of the second column according to an embodiment of the present invention;

[0033] Figure 10 This is a schematic diagram illustrating the arrangement of the elastic diaphragm according to an embodiment of the present invention;

[0034] Figure 11 This is a schematic diagram showing the position of the suspended inner core under normal operating conditions as described in an embodiment of the present invention;

[0035] Figure 12 This is a schematic diagram of the state of the tappet under special working condition 1 as described in this embodiment of the invention;

[0036] Figure 13 This is a schematic diagram of the flow of damping fluid under special working condition 1 as described in this embodiment of the invention;

[0037] Figure 14 This is a schematic diagram of the state of the tappet under special working condition 2 as described in an embodiment of the present invention.

[0038] Explanation of reference numerals in the attached figures:

[0039] 1. Suspension frame; 2. Suspension core; 3. Rubber main spring; 4. Tappet; 5. Buffer block; 6. Limiting block; 7. Spring; 8. Elastic diaphragm; 9. Sealing liquid bead; 10. Damping fluid;

[0040] 101. Through hole; 102. Powertrain connection hole;

[0041] 201. Body connection hole; 202. Housing; 203. End cap; 2031. Through hole; 2032. Groove; 2033. Injection hole; 204. Connecting post; 205. Liquid chamber; 206. Flow channel;

[0042] 401, First column; 4011, First piston block; 4012, Mounting groove; 4013, Snap-fit ​​groove; 4014, Connecting hole; 402, Second column; 4021, Second piston block; 4022, Air chamber; 4023, Snap-fit ​​block. Detailed Implementation

[0043] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0044] In the description of this invention, it should be noted that the use of terms such as "upper," "lower," "inner," and "outer," indicating orientation or positional relationship, is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description. It does 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 the invention. Furthermore, the use of terms such as "first" and "second" is also for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0045] Furthermore, in the description of this invention, unless otherwise explicitly defined, the terms "installation," "connection," "joining," and "connector" 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention in light of the specific circumstances.

[0046] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0047] This embodiment relates to a powertrain mount that can meet the usage requirements of the powertrain mount under different operating conditions, thereby improving the performance of the mount.

[0048] In terms of overall structure, such as Figures 1 to 3 As shown, the powertrain mount of this embodiment has a mount frame 1, a through hole 101 is formed on the mount frame 1, and a mount core 2 is provided in the through hole 101.

[0049] Similar to existing suspension structures used for powertrain mounting, the suspension core 2 in this embodiment is also connected to the through hole 101 on the suspension frame 1 via a rubber main spring 3. The through hole 101 extends through the suspension frame 1 along its thickness direction to provide space for the rubber main spring 3 and the suspension core 2. Moreover, as a preferred embodiment, there are two rubber main springs 3 located on opposite sides of the suspension core 2, and they are connected to the suspension frame 1 and the suspension core 2 respectively by vulcanization.

[0050] In this embodiment, the through hole 101 is also located at one end of the suspension frame 1, and a powertrain connection hole 102 is provided at the other end of the suspension frame 1 so that the suspension frame 1 and the powertrain can be connected together by bolts. In addition, a body connection hole 201 is also provided on the suspension inner core 2 so that the suspension inner core 2 and the body can be connected together by bolts. It should be noted that when a subframe is provided in the body, the suspension inner core 2 is generally connected to the subframe through the body connection hole 201.

[0051] Furthermore, in this embodiment, a liquid chamber 205 is formed in the suspension core 2, and a flow channel 206 connects the two ends of the liquid chamber 205. Simultaneously, a pusher 4 with both ends extending out of the suspension core 2 is provided in the liquid chamber 205. The pusher 4 slides in the liquid chamber 205 via a piston portion formed on itself, and damping fluid 10 is also filled in the liquid chamber 205 and the flow channel 206. When the powertrain vibrates, causing the suspension core 2 to move relative to the suspension frame 1, one end of the pusher 4 can abut against the suspension frame 1, and the pusher 4, after abutting, slides relative to the suspension core 2 to push the damping fluid 10 to flow through the flow channel 206.

[0052] Specifically, such as Figures 4 to 6 As shown in this embodiment, as an exemplary implementation, the suspended inner core 2 includes a tubular housing 202 and end caps 203 respectively connected to both ends of the housing 202. The liquid chamber 205 is mainly located within the housing 202, and multiple flow channels 206 are also disposed within the housing 202, arranged at intervals around the liquid chamber 205. To ensure communication between the flow channels 206 and both ends of the liquid chamber 205, taking one end cap 203 as an example, see... Figure 5 A groove 2032 is formed on the end cap 203. After the end cap 203 and the housing 202 are connected, the flow channel 206 is connected to the liquid chamber 205 through the groove 2032.

[0053] Here, the groove 2032 on the end cap 203 can also be regarded as part of the liquid chamber 205. In addition, in this embodiment, compared with the two sides connected to the rubber main spring 3, connecting posts 204 are fixedly connected to the other two sides of the housing 202. The aforementioned body connection hole 201 is opened on the connecting post 204. In specific implementation, the body connection hole 201 can be a threaded hole provided on the connecting post 204 so as to be connected with bolts. A through hole 2031 is also provided on the end cap 203 for the tappet 4 to extend out of the suspension core 2. A liquid injection hole 2033 is also provided on one side of the end cap 203 for injecting damping fluid 10 into the liquid chamber 205 and the flow channel 206. After the damping fluid 10 is injected, the liquid injection hole 2033 can be sealed with a sealing bead 9.

[0054] In this embodiment, the piston portion on the tappet 4 can be configured with reference to the piston structure in an existing hydraulic cylinder. However, as a preferred embodiment, this embodiment provides an air chamber 4022 sealed by an elastic diaphragm 8 in the piston portion on the tappet 4, and also provides a communication channel in the piston portion that communicates with the liquid chamber 205. The side of the elastic diaphragm 8 facing away from the air chamber 4022 is connected to the communication channel, so that the damping fluid 10 in the liquid chamber 205 can flow to the elastic diaphragm 8.

[0055] In this way, as the hydraulic system works, the temperature of the damping fluid 10 increases, which in turn increases the oil pressure of the entire hydraulic system. The damping fluid 10 can then squeeze the elastic diaphragm 8 through the connecting channel, thereby reducing the volume of the air chamber 4022 and maintaining the pressure of the damping fluid 10 in the system.

[0056] As the temperature of the damping fluid 10 decreases and its pressure drops, the elastic diaphragm 8 recovers its deformation, forcing the damping fluid 10 out through the connecting channel. The volume of the air chamber 4022 then recovers, maintaining a stable pressure of the damping fluid 10 in the system. Through the design of the air chamber 4022, the elastic diaphragm 8, and the connecting channel, this embodiment effectively regulates the pressure of the damping fluid 10, maintaining its stability and preventing adverse effects on system stability and sealing caused by increased system oil pressure.

[0057] Based on the above configuration of air chamber 4022, continue to refer to Figures 7 to 10 As shown, in a specific implementation, the tappet 4 includes a first column 401 with a first piston block 4011 formed at one end, and a second column 402 with a second piston block 4021 formed at one end. The first piston block 4011 and the second piston block 4021 are connected to form a piston portion, and the air chamber 4022 is specifically located in the second piston block 4021. The elastic diaphragm 8 is also connected to the second piston block 4021, and a communication channel is provided on the first piston block 4011.

[0058] Furthermore, in this embodiment, a mounting groove 4012 is provided at the end of the first piston block 4011, and the second piston block 4021 is inserted into the mounting groove 4012 and connected to the first piston block 4011 through a connecting structure. Moreover, the air chamber 4022 is also specifically located at the end of the second piston block 4021, and the elastic diaphragm 8 can be connected to the end of the second piston block 4021 by adhesive bonding. Simultaneously, after the second piston block 4021 is connected to the mounting groove 4012, there is a certain gap between the end of the second piston block 4021 and the bottom of the mounting groove 4012, thereby allowing the communicating channel on the first piston block 4011 to specifically communicate with the side of the elastic diaphragm 8 opposite to the air chamber 4022 through the mounting groove 4022.

[0059] At this point, since the outer peripheral wall of the first piston block 4011 slides against the inner wall of the liquid chamber 205, to ensure smooth sliding of the tappet 4, the first piston block 4011 and the inner wall of the liquid chamber 205 should have a smooth contact. Simultaneously, to ensure the piston can reliably push the damping fluid 10, in addition to ensuring smooth sliding, the first piston block 4011 and the inner wall of the liquid chamber 205 should also have good sealing performance. In specific implementations, the piston arrangement in existing hydraulic cylinders can be referenced to ensure that the fit between the first piston block 4011 and the liquid chamber 205 meets the requirements.

[0060] The aforementioned connection structure can specifically employ conventional methods such as screw connection, snap-fit ​​connection, adhesive connection, or interference fit connection. However, the preferred connection structure should employ a detachable connection method. As an example, the connection structure in this embodiment specifically includes an L-shaped snap-fit ​​groove 4013 disposed on the side wall of the mounting groove 4012, and a snap-fit ​​block 4023 disposed on the second piston block 4021. During connection, the snap-fit ​​block 4023 first enters through one end of the snap-fit ​​groove 4013, and then the second column 402 is rotated relative to the first column 401, so that the snap-fit ​​block 4023 is engaged at the other end of the snap-fit ​​groove 4013.

[0061] In practical implementation, to ensure connection reliability, the connection structure consisting of the snap-fit ​​groove 4013 and the snap-fit ​​block 4023 can be configured as a pair, or a greater number of them can be distributed at intervals along the circumference of the pusher 4. Furthermore, as a preferred embodiment, the communication channel described above is specifically configured as a communication hole 4014 located on the first piston block 4011. One end of the communication hole 4014 extends to the outside of the first piston block 4011 to communicate with the inside of the liquid chamber 205, and the other end extends to the mounting groove 4012. Moreover, there are also multiple communication holes 4014 arranged at intervals along the circumference of the first piston block 4011.

[0062] In this embodiment, to avoid direct, rigid contact between the end of the tappet 4 and the suspension frame 1 during use, which could generate collision noise, a preferred embodiment includes a buffer block 5 made of elastic material on the tappet 4. Both ends of the tappet 4 abut against the suspension frame 1 via the buffer block 5. The buffer block 5 can be made of rubber and connected to the end of the tappet 4 by vulcanization. Of course, besides rubber, other suitable materials can also be used for the elastic material constituting the buffer block 5.

[0063] In addition to setting the aforementioned buffer block 5, as another feasible implementation, please refer to [link / reference]. Figure 1 and Figure 2 To generate collision noise, a limiting block 6 made of elastic material can be installed on the suspension frame 1, with the tappet 4 specifically abutting against the limiting block 6. In this case, since both ends of the tappet 4 will abut against the suspension frame 1 during use, the aforementioned limiting blocks are two respectively located on both sides of the suspension inner core 2. In addition, each limiting block 6 can also be made of rubber and vulcanized on the inner wall of the through hole 101. Of course, besides rubber, other suitable materials can also be used to make the elastic material constituting the limiting block 6.

[0064] It should also be noted that, in addition to setting the aforementioned buffer block 5 or limit block 6 separately, combined with... Figure 1 As shown, preferably, in this embodiment, while setting a limiting block 6 on the suspension frame 1, a buffer block is also set on the tappet 4 to obtain a better buffering effect.

[0065] In this embodiment, as a preferred implementation, an elastic mechanism for applying elastic force to the pusher 4 is further provided between the pusher 4 and the suspended inner core 2, and the elastic mechanism is at least one pair arranged along the length direction of the pusher 4, with the two elastic mechanisms in each pair applying elastic force to the pusher 4 in opposite directions.

[0066] At this point, refer to, for example Figure 6 and Figure 13 As shown, preferably, the above-mentioned elastic mechanism can be a spring 7 sleeved on the tappet 4. The spring 7 is located in the liquid chamber 205, and one end of the spring 7 abuts against the suspended inner core 2, while the other end abuts against the piston portion. With the setting of the elastic mechanism, this embodiment can maintain the position of the suspended inner core 2 in the non-working state, and in the working state, it can also work together with the damping fluid 10 to achieve better buffering ability.

[0067] In this embodiment of the powertrain mount, the mount frame 1, the mount inner core 2, and the tappet 4 can all be made of aluminum alloy. After the tappet 4 is arranged in the liquid chamber 205, the housing 202 and the end caps 203 at both ends can generally be fixed together by ultrasonic welding to help reduce the weight of the product and facilitate the miniaturization of the product.

[0068] To facilitate ultrasonic welding, welding protrusions are typically added to the housing 202 and end caps 203. After ultrasonic welding is used to form a suspended inner core 2 consisting of the housing 202 and the two end caps 203, a seal is formed between the housing 202 and the end caps 203 to the liquid chamber 205. The gap between the protruding portion of the tappet 4 and the through hole 2031 can be sealed by vulcanizing rubber on the through hole 2031.

[0069] In addition, by replacing different damping fluids 12, and changing the material and shape of the limiting structure and buffer block, this embodiment can also make the powertrain mount meet the usage requirements of different vehicle models, thereby improving the platform application capability of the mount structure and reducing R&D investment.

[0070] In practical use, it should be noted that the length direction of the tappet 4 in the powertrain mount of this embodiment is generally arranged along the direction of greater displacement of the powertrain. For example, when the powertrain mount of this embodiment is used as a rear powertrain mount, the length direction of the tappet 4 is arranged along the X direction, that is, the vehicle length direction.

[0071] At this point, based on the above description, it can be understood that when the powertrain mount of this embodiment is working, as the powertrain generates vibration displacement, when the inner core 2 of the mount moves relative to the mount frame 1, the tappet 4 can first come into contact with the mount frame 1 and slide, and the piston part on the sliding tappet 4 pushes the damping fluid 10, which can drive the damping fluid 10 through the flow channel 206.

[0072] Therefore, combined with Figures 11 to 14 As shown, when the vehicle is under normal operating conditions, such as when it is stationary (stopped or idling) or in 3rd gear with full throttle or higher, the vehicle is relatively stable and the powertrain vibration is small. Therefore, see [reference needed]. Figure 11 As shown, the displacement of the inner core 2 of the suspension is small, which is insufficient to make the tappet 4 abut against the limit block 6. The vibration of the powertrain suspension is reduced by the rubber main springs 3 on both sides.

[0073] When the vehicle is in 3rd gear with full throttle to 1st or 2nd gear with full throttle, the vibration displacement of the powertrain increases with the increase of output torque. Compared with the above general operating conditions, this can be regarded as the vehicle being in a special operating condition. In order to distinguish it from another special operating condition described below, the operating condition when the vehicle is in 3rd gear with full throttle to 1st or 2nd gear with full throttle can be called special operating condition 1.

[0074] For special operating condition 1, see Figure 12 As shown, taking movement in one direction as an example, the tappet 4 abuts against the limiting block 6, and as the suspension inner core 2 moves continuously, the tappet 4 begins to slide relative to the suspension inner core 2. The sliding tappet 4 pushes the damping fluid 10 along the piston section on it. Figure 13 The flow direction is shown. Under special condition 1, since the displacement of the inner core 2 of the suspension due to the vibration of the powertrain is insufficient to compress the buffer block 5 and the limiting block 6 to their limit positions, the suspension reduces vibration through the rubber main spring 3 and the tappet 4 under this condition.

[0075] When the vehicle is in 1st or 2nd gear at full throttle to abusive conditions, this is Special Condition 2. Abuse conditions include, for example, flooring the accelerator while stationary or accelerating forward when the vehicle bottoms out. In Special Condition 2, compared to Special Condition 1, the displacement of the suspension inner core 2 is greater, thus... (See...) Figure 14 As shown, the buffer block 5 and the limiting block 6 are compressed to their extreme positions. In this way, under special working condition 2, on the one hand, the vibration can be reduced by the rubber main spring 3 and the tappet 4, and on the other hand, the contact between the tappet 4 and the limiting block 6 can also play a good supporting role to limit the further expansion of the powertrain displacement.

[0076] The powertrain mount in this embodiment can meet the vibration reduction requirements of the powertrain when the vehicle is under normal operating conditions, and can meet the vibration reduction and limiting requirements of the powertrain when the vehicle is under special operating conditions. It can meet the usage requirements of the powertrain mount under different operating conditions, improve the performance of the mount, and has good practicality.

[0077] Moreover, compared to existing rubber mounts that can only adjust rubber stiffness and change the limiting structure, this embodiment, by adding a hydraulic system, can change the mount stiffness by adjusting parameters such as the material and shape of each rubber component, the grade of damping fluid 10, and the sliding stroke of the tappet 4. This can meet the usage requirements of various vehicle driving styles and special operating conditions. It should also be noted that in the aforementioned operating conditions, the sliding displacement of the tappet 4 changes slightly with the vibration cycle, which can further dissipate vibration energy using the movement of the damping fluid 10, thereby improving the vibration damping effect of the mount.

[0078] Finally, this embodiment also relates to a vehicle that uses the aforementioned powertrain mount. Furthermore, in this vehicle, the aforementioned powertrain mount is particularly suitable as a rear mount for the powertrain, and the operating conditions of the powertrain mount during vehicle use can be found in the relevant description above, and will not be repeated here.

[0079] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A powertrain mount, wherein the powertrain mount has a mount frame (1), a through hole (101) is formed on the mount frame (1), and a mount core (2) is provided in the through hole (101), characterized in that: The suspended inner core (2) is connected in the through hole (101) by a rubber main spring (3); The suspended inner core (2) has a liquid chamber (205) and a flow channel (206) connecting the two ends of the liquid chamber (205). The liquid chamber (205) is provided with a pusher (4) extending out of the suspended inner core (2) at both ends. The pusher (4) slides in the liquid chamber (205) through a piston portion formed on itself. The liquid chamber (205) and the flow channel (206) are filled with damping fluid (10). The piston portion has an air chamber (4022) sealed by an elastic diaphragm (8), and the piston portion is provided with a communication channel communicating with the liquid chamber (205). The side of the elastic diaphragm (8) facing away from the air chamber (4022) is connected to the communication channel. The tappet (4) includes a first column (401) with a first piston block (4011) at one end and a second column (402) with a second piston block (4021) at one end. The first piston block (4011) and the second piston block (4021) are connected to form the piston part. The end of the first piston block (4011) is provided with a mounting groove (4012). The second piston block (4021) is inserted into the mounting groove (4012) and connected to the first piston block (4011) through a connecting structure. The connecting structure includes an L-shaped snap-fit ​​groove (4013) provided on the side wall of the mounting groove (4012) and a snap-fit ​​block (4023) provided on the second piston block (4021). The snap-fit ​​block (4023) enters from one end of the snap-fit ​​groove (4013) and is snapped at the other end of the snap-fit ​​groove (4013).

2. The powertrain mount according to claim 1, characterized in that: The pusher (4) is provided with a buffer block (5) made of elastic material, and the pusher (4) abuts against the suspension frame (1) through the buffer block (5).

3. The powertrain mount according to claim 1, characterized in that: The suspension frame (1) is provided with a limiting block (6) made of elastic material, and the tappet (4) abuts against the limiting block (6).

4. The powertrain mount according to claim 1, characterized in that: An elastic mechanism is provided between the push rod (4) and the suspended inner core (2) to apply an elastic force to the push rod (4). The elastic mechanism is at least one pair arranged along the length direction of the push rod (4), and the two elastic mechanisms in each pair apply the elastic force to the push rod (4) in opposite directions.

5. The powertrain mount according to claim 4, characterized in that: The elastic mechanism is a spring (7) sleeved on the tappet (4). The spring (7) is located in the liquid chamber (205), and one end of the spring (7) abuts against the suspension inner core (2), and the other end abuts against the piston part.

6. The powertrain mount according to any one of claims 1 to 5, characterized in that: The air chamber (4022) is located in the second piston block (4021), the elastic diaphragm (8) is connected to the second piston block (4021), and the communication channel is provided on the first piston block (4011).

7. The powertrain mount according to claim 6, characterized in that: The air chamber (4022) is located at the end of the second piston block (4021), and the communication channel is connected to the location of the elastic diaphragm (8) through the mounting groove (4012).

8. The powertrain mount according to claim 7, characterized in that: The communication channel is a communication hole (4014) provided on the first piston block (4011), and the communication hole (4014) is a plurality of holes arranged at intervals along the circumference of the first piston block (4011).

9. A vehicle characterized in that: The vehicle employs a powertrain mount as described in any one of claims 1 to 8.

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