Suspension bracket and method of designing the same

Abstract

The application relates to a suspension bracket and a design method thereof, which comprises a pocket beam body and a plurality of engine mounting bracket assemblies with different sizes, the pocket beam body is used for being connected with a frame longitudinal beam, the pocket beam body is provided with an anti-overturning structure used for being connected with a bracket, a surface of the anti-overturning structure in contact with the bracket is a plane structure, the plurality of engine mounting bracket assemblies are selectively connected on the pocket beam body and are used for supporting an engine. In the application, the anti-overturning structure adds the plane structure for stably mounting the suspension bracket, can effectively improve the assembly error and the production efficiency reduction problem caused by overturning of the suspension bracket in the assembly process, and the engine mounting bracket assembly can be selected according to the size of the engine, so that the suspension bracket is suitable for universal installation of various engines.

Description

Technical Field

[0001] This application relates to the field of automotive assembly, and in particular to a suspension bracket and its design method. Background Technology

[0002] Engine mounts are primarily used for the installation and fixation of longitudinally mounted engines. The mounts are installed on the longitudinal beams of the vehicle frame, and the engine is secured to the mounts via mounting pads, achieving vibration isolation. Traditional engine mounts often employ a symmetrical structure. While symmetrical structures are simple to design and easy to manufacture, transport, and install, they have drawbacks. They impose strict limitations on the engine's installation position, making them unsuitable for universal designs across various engines. Furthermore, during assembly, positional deviations and other instability issues can occur, leading to assembly difficulties and impacting efficiency. Summary of the Invention

[0003] This application provides a suspension bracket and its design method, which can solve the problem that the suspension bracket in the related technology is not suitable for the universal design of various engines and that unstable assembly will occur during the assembly process.

[0004] In a first aspect, embodiments of this application provide a suspension bracket, which includes: a support beam body and multiple engine mounting bracket assemblies of different sizes. The support beam body is used to connect with the longitudinal beam of the vehicle frame. The support beam body is provided with an anti-rollover structure for connecting with the bracket. The surface of the anti-rollover structure in contact with the bracket is a planar structure. Multiple engine mounting bracket assemblies are selectively connected to the support beam body and are used to support the engine.

[0005] In some embodiments, the anti-rollover structure includes an anti-rollover bracket assembly for connection with a bracket, and one end of the anti-rollover bracket assembly is a planar structure.

[0006] In some embodiments, the anti-rollover bracket assembly includes: a first anti-rollover bracket and a second anti-rollover bracket, wherein the first anti-rollover bracket is connected to the support beam body; and the second anti-rollover bracket is connected to the support beam body.

[0007] In some embodiments, the support beam body includes a straight segment with a length of L_straight; the suspension bracket has a geometric center and a center of mass, the distance between the geometric center and the center of mass is L_x, with the geometric center as the origin, the distance between the first anti-rollover bracket on the same side as the center of mass and the geometric center is L_1, and the distance between the second anti-rollover bracket on the opposite side of the center of mass and the geometric center is L_2; wherein, L_1 < L_x, L_x < L_2 < L_straight / 2.

[0008] In some embodiments, the two ends of the straight segment are bent away from the planar structure to form a bent segment.

[0009] In some embodiments, the engine mounting bracket assembly includes a first mounting bracket and a second mounting bracket, which are detachably connected to the bracket body.

[0010] In some embodiments, the first mounting bracket and the second mounting bracket are bolted to the beam body.

[0011] In some embodiments, brackets for mounting the beam are provided on both sides of the beam body.

[0012] In some embodiments, the mounting plane of the bracket is parallel to the planar structure on the bracket body.

[0013] Secondly, embodiments of this application provide a suspension bracket design method, which includes:

[0014] Design the positions of the engine mounting bracket assembly and the anti-rollover bracket assembly on the support beam body; install the engine mounting bracket assembly and the anti-rollover bracket assembly on the support beam body.

[0015] The beneficial effects of the technical solutions provided in this application include at least the following:

[0016] This application provides a suspension bracket and its design method. The anti-tipping structure adds a stable planar structure to the suspension bracket, which can effectively improve the assembly error and reduced production efficiency caused by the suspension bracket flipping during assembly. The contact point between the engine and the engine on the engine mounting bracket assembly is adjustable relative to the bracket body, making the suspension bracket suitable for universal installation of various engines. 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 provided for an embodiment of this application;

[0019] Figure 2 This is a schematic diagram of the geometric center and centroid of the suspension bracket provided in an embodiment of this application;

[0020] Figure 3 A schematic diagram of the first anti-tipping bracket provided in an embodiment of this application.

[0021] In the diagram: 1. The main body of the beam; 10. The straight section; 11. The bent section;

[0022] 2. Bracket for beam installation;

[0023] 3. Anti-rollover bracket assembly; 30. First anti-rollover bracket; 31. Second anti-rollover bracket;

[0024] 4. Engine mounting bracket assembly; 40. First mounting bracket; 41. Second mounting bracket. Detailed Implementation

[0025] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0026] See Figures 1 to 3 This application provides a suspension bracket and its design method, which can solve the problem that the suspension bracket is not suitable for the universal design of various engines and that unstable assembly will occur during the assembly process.

[0027] Engine mounts are primarily used for the installation and fixation of longitudinally mounted engines. The mounts are installed on the longitudinal beams of the vehicle frame, and the engine is secured to the mounts via mounting pads, achieving vibration isolation. Traditional engine mounts often employ a symmetrical structure. While symmetrical structures are simple to design and easy to manufacture, transport, and install, they have drawbacks. They impose strict limitations on the engine's installation position, making them unsuitable for universal designs across various engines. Furthermore, during assembly, positional deviations and other instability issues can occur, leading to assembly difficulties and impacting efficiency.

[0028] To address the issue that suspension brackets are not universally applicable to various engines and can lead to assembly instability during assembly, this application provides a suspension bracket comprising: a support beam body 1 and multiple engine mounting bracket assemblies 4 of different sizes. The support beam body 1 is used to connect to the longitudinal beam of the vehicle frame, and the support beam body 1 is provided with an anti-rollover structure for connecting to the bracket. The surface of the anti-rollover structure in contact with the bracket is planar. Multiple engine mounting bracket assemblies 4 are selectively connected to the support beam body 1 and are used to support the engine.

[0029] In this application, the anti-rollover structure adds a stable planar structure to the suspension bracket, which can effectively improve the assembly error and reduced production efficiency caused by the rollover of the suspension bracket during the assembly process; the engine mounting bracket assembly 4 can be selected according to the size of the engine, so that the suspension bracket is suitable for universal installation of a variety of engines.

[0030] Based on the above embodiments, in this embodiment, the engine mounting bracket assembly 4 includes a first mounting bracket 40 and a second mounting bracket 41. The first mounting bracket 40 and the second mounting bracket 41 are configured with an asymmetrical structure to accommodate different powertrains. This asymmetrical structure refers to an asymmetrical mounting position on the beam body 1, and the first mounting bracket 40 and the second mounting bracket 41 have different shapes and structures. Furthermore, to accommodate different powertrains, the first mounting bracket 40 and the second mounting bracket 41 are detachably connected to the beam body 1. When the powertrain is replaced, the first mounting bracket 40 and the second mounting bracket 41 on the beam body 1 can be replaced.

[0031] The first mounting bracket 40 and the second mounting bracket 41 can be bolted to the beam body 1. Specifically, multiple first threaded holes are provided at different positions on the beam body 1, and second threaded holes are provided on the first mounting bracket 40 and the second mounting bracket 41. After determining the installation positions of the first mounting bracket 40 and the second mounting bracket 41, bolts are used to pass through the second threaded holes on the first mounting bracket 40 and the first threaded holes on the beam body 1, and through the second threaded holes on the second mounting bracket 41 and the first threaded holes on the beam body 1, to fix the first mounting bracket 40 and the second mounting bracket 41 to the beam body 1.

[0032] Because the first mounting bracket 40 and the second mounting bracket 41 are asymmetrical structures designed to accommodate different powertrains, they may flip and shift during assembly due to misalignment of their centers of gravity. Therefore, an anti-tipping structure is designed under the beam body 1 to ensure the stability of the beam body 1 on the mounting bracket. Thus, based on the above embodiments, in some possible embodiments, the anti-tipping structure includes an anti-tipping bracket assembly 3, which is used to connect to the bracket, and one end of the anti-tipping bracket assembly 3 is a planar structure.

[0033] In this embodiment, the anti-rollover bracket assembly 3 includes: a first anti-rollover bracket 30 and a second anti-rollover bracket 31. The first anti-rollover bracket 30 is connected to the support beam body 1; the second anti-rollover bracket 31 is connected to the support beam body 1. The support beam body 1 includes a straight section 10 and a bent section 11. Generally, one end of the first anti-rollover bracket 30 and the second anti-rollover bracket 31 are seamlessly welded to the straight section 10 of the support beam body 1, while the other end has a planar structure to ensure that the suspension bracket can be stably placed on the bracket during assembly.

[0034] In some other possible embodiments, the part of the bottom end of the bracket body 1 that contacts the bracket is set as a planar structure, which is an anti-tipping structure to ensure that the suspension bracket can be stably placed on the bracket during assembly.

[0035] Based on the above embodiments, the beam body 1 includes a straight segment 10, and the length of the straight segment 10 is set to L. 直 Specifically, the structure and material of the main body 1 of the support beam, based on the principles of standardization and lightweight design, often adopt cold-drawn steel pipes with a tubular beam structure; the total mass of the suspension bracket is M. 总 The dimensions of the suspension bracket are based on the vehicle body's additional compartment layout, according to the total length L. 总 The straight segment 10 of the main body 1 of the beam is denoted as L. 直 This suspension bracket is generally used for powertrain installation on monocoque vehicles. Based on a vehicle width of 1800mm–2100mm and a front track width of 1400–1800mm, then L… 总 ≈1000±150mm. Further, the two ends of the straight segment 10 are bent away from the planar structure to form a bent segment 11: Due to the height restriction of the powertrain within the cabin, and the fact that the powertrain mounting points are distributed on both sides, the middle section of the jack body 1 needs to be lowered by bending, and the bending radius should not be less than 2 to 2.5 times the outer diameter of the jack body 1, to facilitate the connection between the mounting points and the mounting brackets. The lowering height is determined according to the powertrain layout requirements, and is related to the longitudinal height of the powertrain mounting points and the overall ground clearance requirements of the powertrain (generally greater than 250mm). Based on the above requirements, L 直 ≈500±100mm.

[0036] Furthermore, the suspension bracket has a geometric center and a center of mass, such as Figure 2 As shown, the distance between the geometric center and the center of mass is Lx. Taking the geometric center as the origin, the distance between the first anti-rollover bracket 30 on the same side as the center of mass and the geometric center is L1, and the distance between the second anti-rollover bracket 31 on the opposite side of the center of mass and the geometric center is L2. Since the mass of the anti-rollover bracket assembly 3 is M1 and the total mass of the suspension bracket is M... 总 The differences are significant, so generally, after adding the anti-tipping bracket assembly 3 to the suspension bracket, the distance Lx from the G0 point should be as small as possible. However, due to the length L of the straight section 10 of the pipe beam... 直 Due to structural constraints, L1 < Lx, Lx < L2 < L 直 / 2.

[0037] Based on the above embodiments, in this embodiment, bracket mounting brackets 2 are provided on both sides of the bracket body 1, and the mounting plane of the bracket mounting brackets 2 is parallel to the planar structure on the bracket body 1. Therefore, the installation sequence of this suspension bracket is as follows: after the engine assembly is hoisted into the engine compartment from the bottom, the engine suspension pads are first installed on the first mounting bracket 40 and the second mounting bracket 41 respectively with bolts. The bolts connecting the suspension pads are not tightened temporarily to ensure that the suspension pads are properly compressed. After that, the bracket mounting brackets 2 are fastened to the longitudinal beam of the vehicle body, and then the bolts connecting the suspension pads are tightened to complete the engine bracket assembly.

[0038] Secondly, embodiments of this application provide a suspension bracket design method, which includes:

[0039] 101: Design the position of the engine mounting bracket assembly 4 and the anti-rollover structure on the support beam body 1;

[0040] 102: The engine mounting bracket assembly 4 and the anti-rollover structure are mounted on the beam body 1.

[0041] In this application, the anti-rollover structure adds a stable planar structure to the suspension bracket, which can effectively improve the assembly error and reduced production efficiency caused by the rollover of the suspension bracket during the assembly process; the engine mounting bracket assembly 4 can be selected according to the size of the engine, so that the suspension bracket is suitable for universal installation of a variety of engines.

[0042] Based on the principles of standardization and lightweight design, the structure and material of the main body 1 of the support beam typically adopt cold-drawn steel pipes with a tubular beam structure; the total mass of the suspension bracket is M. 总 The dimensions of the suspension bracket are based on the vehicle body's additional compartment layout, according to the total length L. 总 The straight segment 10 of the main body 1 of the beam is denoted as L. 直 This suspension bracket is generally used for powertrain installation on monocoque vehicles. Based on a vehicle width of 1800mm–2100mm and a front track width of 1400–1800mm, then L… 总 ≈1000±150mm. Further, the two ends of the straight segment 10 are bent away from the planar structure to form a bent segment 11: Due to the height restriction of the powertrain within the cabin, and the fact that the powertrain mounting points are distributed on both sides, the middle section of the jack body 1 needs to be lowered by bending, and the bending radius should not be less than 2 to 2.5 times the outer diameter of the jack body 1, to facilitate the connection between the mounting points and the mounting brackets. The lowering height is determined according to the powertrain layout requirements, and is related to the longitudinal height of the powertrain mounting points and the overall ground clearance requirements of the powertrain (generally greater than 250mm). Based on the above requirements, L 直 ≈500±100mm.

[0043] The anti-rollover structure includes an anti-rollover bracket assembly 3, which is used to connect with the bracket, and one end of the anti-rollover bracket assembly 3 is a planar structure. In this embodiment, the anti-rollover bracket assembly 3 includes: a first anti-rollover bracket 30 and a second anti-rollover bracket 31. The first anti-rollover bracket 30 is connected to the support beam body 1; the second anti-rollover bracket 31 is connected to the support beam body 1. The support beam body 1 includes a straight section 10 and a bent section 11. Generally, one end of the first anti-rollover bracket 30 and the second anti-rollover bracket 31 are seamlessly welded to the straight section 10 of the support beam body 1, and the other end is a planar structure to ensure that the suspension bracket can be stably placed on the bracket during assembly.

[0044] The specific steps for designing the anti-tipping structure on the main body 1 of the beam include:

[0045] Obtaining the center of gravity position of the suspension bracket: The method for obtaining the center of gravity position of the suspension bracket is to define material parameters for different material parts of the suspension bracket in CATIA (interactive CAD / CAE / CAM system) software, and then measure the coordinates (Gx, Gy, Gz) of the center of gravity through inertia measurement.

[0046] Based on the position of the center of gravity of the suspension bracket, the position of the anti-rollover structure on the support beam body 1 is determined: the distance Gx from the geometric center of the support beam body 1 is denoted as Lx, the position of the geometric center of gravity of the suspension bracket is denoted as G0, the distance of the first anti-rollover bracket 30 from point G0 is denoted as L1, and the distance of the second anti-rollover bracket 31 from point G0 is denoted as L2. Since the mass M1 of the anti-rollover bracket assembly 3 is equal to the total mass M of the suspension bracket, the position of the anti-rollover bracket assembly 3 is determined as follows: 总 The differences are significant, so generally, after adding the anti-rollover bracket assembly 3 to the suspension bracket, the smaller the distance Lx from the G0 point, the better. However, due to the length L of the straight segment 10 of the beam body 1... 直 Due to structural constraints, Lx < L2 < L 直 / 2.

[0047] Once the location is determined, the centroid of the suspension bracket with anti-rollover bracket assembly 3 can be recalculated as G1 in CATIA software. This will show that the position from G1 to G0 is smaller than the position from G to G0. Then, the design and layout of anti-rollover bracket assembly 3 can be completed.

[0048] By adopting the above design method, we can first ensure that the center of gravity of the overall suspension bracket is closer to the geometric center of the suspension bracket. At the same time, the anti-tipping bracket assembly 3 is set to increase the stable installation plane, which can effectively improve the assembly error caused by the suspension bracket flipping during the assembly process and the problem of reduced production efficiency.

[0049] The position of the engine mounting bracket assembly 4 on the beam body 1 is determined according to the powertrain model. The engine mounting bracket assembly 4 is fixed to the beam body 1 with bolts, and then the beam mounting bracket 2 is fixed to the beam body 1.

[0050] The installation sequence of this suspension bracket is as follows: After the engine assembly is hoisted into the engine compartment from the bottom, the engine suspension pads are first installed on the first mounting bracket 40 and the second mounting bracket 41 respectively with bolts. The suspension pad connecting bolts are not tightened yet to ensure that the suspension pads are properly compressed. After that, the bracket 2 is fastened to the longitudinal beam of the vehicle body, and then the suspension pad connecting bolts are tightened to complete the engine bracket assembly.

[0051] In summary, by setting and installing the anti-tipping bracket assembly 3, the center of gravity of the overall suspension bracket can be made closer to the geometric center of the suspension bracket. At the same time, the anti-tipping bracket assembly 3 adds a stable mounting plane to the suspension bracket, which can effectively improve the assembly error and reduced production efficiency caused by bracket flipping during assembly.

[0052] 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.

[0053] 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.

[0054] 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 suspension bracket, characterized in that, It includes: The beam body (1) is used to connect with the longitudinal beam of the frame. The beam body (1) is provided with an anti-rollover structure for connecting with the bracket. The surface of the anti-rollover structure that contacts the bracket is a planar structure. Multiple engine mounting bracket assemblies (4) of different sizes are selectively connected to the bracket body (1) and used to support the engine; The anti-rollover structure includes an anti-rollover bracket assembly (3), which is used to connect with the bracket, and one end of the anti-rollover bracket assembly (3) is a planar structure; The anti-rollover bracket assembly (3) includes: The first anti-rollover bracket (30) is connected to the main body of the support beam (1); The second anti-rollover bracket (31) is connected to the main body of the support beam (1); The main body (1) of the beam includes a straight segment (10), the length of which is L. 直 ; The suspension bracket has a geometric center and a center of mass. The distance between the geometric center and the center of mass is Lx. With the geometric center as the origin, the distance between the first anti-rollover bracket (30) on the same side as the center of mass and the geometric center is L1, and the distance between the second anti-rollover bracket (31) on the opposite side of the center of mass and the geometric center is L2. Where L1 < Lx, Lx < L2 < L 直 / 2.

2. The suspension bracket as described in claim 1, characterized in that: The straight segment (10) is bent at both ends toward the side away from the planar structure to form a bent segment (11).

3. The suspension bracket as described in claim 1, characterized in that, The engine mounting bracket assembly (4) includes a first mounting bracket (40) and a second mounting bracket (41), which are detachably connected to the beam body (1).

4. The suspension bracket as described in claim 3, characterized in that: The first mounting bracket (40) and the second mounting bracket (41) are bolted to the beam body (1).

5. The suspension bracket as described in claim 1, characterized in that: The main body of the beam (1) is provided with beam mounting brackets (2) on both sides.

6. The suspension bracket as described in claim 5, characterized in that: The mounting plane of the bracket (2) is parallel to the planar structure on the bracket body (1).

7. A design method for a suspension bracket as described in any one of claims 1-6, characterized in that, It includes: Design the positions of the engine mounting bracket assembly (4) and the anti-rollover bracket assembly (3) on the beam body (1); The engine mounting bracket assembly (4) and the anti-rollover bracket assembly (3) are mounted on the beam body (1).

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