A drive motor rear suspension and suspension system

Abstract

The present application relates to a rear suspension and suspension system for a drive motor, comprising: a suspension frame, which includes an outer sleeve and a connecting steel plate, the connecting steel plate having an arc groove adapted to the outer wall of the outer sleeve, and a metal tube for connecting to a motor assembly fixed to the end of the connecting steel plate away from the arc groove; a suspension cushion, which is press-fitted into the outer sleeve and includes an inner limit tube, a shock-absorbing colloid located within the inner limit tube, an inner limit frame connected to the shock-absorbing colloid, and an inner sleeve embedded within the inner limit frame. The suspension frame of the present application is integrated by the outer sleeve, the connecting steel plate, and the metal tube, and has a simplified structure and high structural strength, achieving lightweight and meeting the modal and strength requirements of the suspension frame. It also improves assembly processability and meets spatial layout requirements. The shock-absorbing colloid of the suspension cushion is provided with an inner limit tube and an inner limit frame on the outside and inside, respectively, to limit the deformation and displacement of the shock-absorbing colloid, thereby meeting the reliability and durability requirements of the suspension cushion.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicle suspension systems, and in particular to a drive motor rear suspension and suspension system. Background Art

[0002] The suspension system of an electric vehicle has the functions of isolating vibration, supporting and positioning the drive motor, protecting the drive motor, and overcoming the reaction force generated by the motor torque output; this requires that the components of the suspension system must have sufficient stiffness, strength, modality and reliability.

[0003] When electric vehicles start and accelerate, the motor torque changes greatly and reaches the maximum torque quickly, which will cause a large impact load on the motor suspension system; when electric vehicles encounter bad road conditions such as bumps and potholes, the motor suspension system will also be subjected to a large impact load; based on these characteristics, the suspension design of electric vehicles is quite different from that of fuel vehicles, requiring the suspension system to have not only sufficient rigidity and strength, but also effective limiting capabilities.

[0004] Based on the above-mentioned technical characteristics of the electric vehicle suspension system, if the suspension system is improperly designed, faults such as damage to the suspension pad or breakage of the suspension bracket will often occur, affecting the durability and reliability of the suspension system, and thus affecting the durability and reliability of the entire vehicle.

[0005] In order to obtain higher modality and strength, the rear suspension of the drive motor in the suspension system is difficult to design with sheet metal welded parts due to space limitations and assembly process requirements. It occupies a large space, is difficult to process, and is prone to breakage. The stiffness of the soft pad of the rear suspension of the drive motor is too low and there is no effective limit, which will cause excessive displacement and will be torn and damaged after long-term operation, affecting the reliability of the suspension system. Summary of the Invention

[0006] The embodiment of the present application provides a drive motor rear suspension and suspension system to solve the problem in the related art that the design structure of the rear suspension frame using sheet metal welded parts is difficult, occupies a large space, is difficult to process, and is easy to break.

[0007] A first aspect of an embodiment of the present application provides a drive motor rear mount, comprising:

[0008] A suspension frame, the suspension frame comprising an outer sleeve and a connecting steel plate fixedly connected to the outer sleeve, the connecting steel plate being provided with an arc groove adapted to the outer wall surface of the outer sleeve, and a metal tube for connecting to the motor assembly being fixed to one end of the connecting steel plate away from the arc groove;

[0009] A suspension cushion is interference-pressed in the outer sleeve, comprising an inner limiting tube, a shock-absorbing colloid located in the inner limiting tube, an inner limiting frame connected to the shock-absorbing colloid, and an inner sleeve embedded in the inner limiting frame with both ends exposed outside the inner limiting frame.

[0010] In some implementations: the connecting steel plate is vertically connected to the outer wall of the outer sleeve and is located in the middle of the outer sleeve, and there are multiple metal tubes, and the multiple metal tubes are all connected to the connecting steel plate and are spaced apart from each other, and the multiple metal tubes are welded to the connecting steel plate or cast into an integral structure.

[0011] In some implementations: the wall thickness of the metal tube and the wall thickness of the connecting steel plate are both 6-10 mm, the outer sleeve is formed from a seamless steel tube, the wall thickness of the outer sleeve is 4-6 mm, multiple metal tubes are located on the same arc line on the connecting steel plate, the axes of the multiple metal tubes are parallel to the axis of the outer sleeve, and the arc angle of the arc groove is greater than or equal to 180°.

[0012] In some implementations: the shock-absorbing colloid includes an outer envelope having an annular structure and an inner envelope having an annular structure, the inner envelope being located inside the outer envelope and being coaxially arranged with each other, and a plurality of shock-absorbing main ribs spaced circumferentially are connected between the outer envelope and the inner envelope;

[0013] The outer envelope is connected to the plurality of shock-absorbing main bars as a whole and is vulcanized into one with the inner limiting tube. The inner envelope is wrapped around the outer periphery of the inner limiting skeleton and is connected to the plurality of shock-absorbing main bars as a whole.

[0014] In some implementations: the shock-absorbing colloid further includes two main anti-collision blocks respectively connected to the outer envelope and arranged in a centrally symmetrical manner, wherein the main anti-collision blocks are located in a gap between two adjacent shock-absorbing main ribs;

[0015] The shock-absorbing colloid further comprises two auxiliary anti-collision blocks respectively connected to the outer envelope and arranged in a centrally symmetrical manner. The auxiliary anti-collision blocks are located in the gap between two adjacent shock-absorbing main ribs.

[0016] In some implementations, two symmetrically arranged first protrusions and two symmetrically arranged second protrusions are provided on the side wall of the inner limit frame, the end area of ​​the first protrusion is greater than or equal to the end area of ​​the second protrusion, and the protruding height of the second protrusion is greater than or equal to the protruding height of the first protrusion;

[0017] The first protrusion is located in the gap between two adjacent shock-absorbing main ribs and is opposite to the main anti-collision block, and the second protrusion is located in the gap between two adjacent shock-absorbing main ribs and is opposite to the auxiliary anti-collision block.

[0018] In some implementations: the gap between the main anti-collision block and the inner envelope is greater than or equal to the gap between the secondary anti-collision block and the inner envelope, and the contact area between the main anti-collision block and the inner envelope is greater than or equal to the contact area between the secondary anti-collision block and the inner envelope.

[0019] In some implementations: two anti-collision bosses are provided on the inner wall of the inner limit tube and are arranged symmetrically with respect to each other. The inner limit tube and the anti-collision bosses are an integrally formed structure of aluminum alloy material. The anti-collision bosses are used to radially support the main anti-collision block.

[0020] In some embodiments, the inner limit frame is made of nylon, the inner sleeve is an aluminum alloy tube structure, the inner sleeve and the inner limit frame are integrally connected by injection molding, and the outer wall of the inner sleeve is provided with a plurality of teeth and grooves embedded in the inner limit frame;

[0021] A positioning hole is provided at one end of the inner limiting frame, and an inner hole penetrating through both ends of the inner sleeve is provided in the inner sleeve, and the axes of the positioning hole and the inner hole are parallel.

[0022] A second aspect of the embodiments of the present application provides a suspension system, including:

[0023] A vehicle frame, the vehicle frame comprising a left longitudinal beam assembly and a right longitudinal beam assembly spaced apart from each other, and a subframe assembly fixedly connected between the left longitudinal beam assembly and the right longitudinal beam assembly;

[0024] a motor assembly, the motor assembly being located on the front side of the subframe assembly and between the left longitudinal beam assembly and the right longitudinal beam assembly;

[0025] a suspension unit, the suspension unit comprising a left bracket connected to the left longitudinal beam assembly and a right bracket connected to the right longitudinal beam assembly;

[0026] a left elastic bracket assembly connected to the left bracket, and a right elastic bracket assembly connected to the right bracket;

[0027] A left bracket connected between the left elastic bracket assembly and the motor assembly, and a right bracket connected between the right elastic bracket assembly and the motor assembly;

[0028] A rear suspension bracket connected to the subframe assembly, and a drive motor rear suspension as described in any of the above embodiments connected between the rear suspension bracket and the motor assembly.

[0029] The beneficial effects of the technical solution provided by this application include:

[0030] An embodiment of the present application provides a drive motor rear suspension and suspension system. Since the drive motor rear suspension of the present application is provided with a suspension frame, the suspension frame includes an outer sleeve and a connecting steel plate fixedly connected to the outer sleeve, the connecting steel plate is provided with an arc groove adapted to the outer wall surface of the outer sleeve, and a metal tube for connecting the motor assembly is fixed to the end of the connecting steel plate away from the arc groove; a suspension cushion is interference-pressed in the outer sleeve, including an inner limit tube, a shock-absorbing colloid located in the inner limit tube, an inner limit frame connected to the shock-absorbing colloid, and an inner sleeve embedded in the inner limit frame, both ends of which are exposed to the outside of the inner limit frame.

[0031] Therefore, the suspension frame of the rear suspension of the driving motor of the present application is connected into one by an outer sleeve, a connecting steel plate and a metal tube. The connecting steel plate and the metal tube can be welded or cast into one, which has a simplified structure and high structural strength, and can achieve lightweight and meet the modal and strength requirements of the suspension frame. It also improves the assembly processability and meets the space layout requirements. An arc groove that matches the outer wall surface of the outer sleeve is opened on the connecting steel plate. The outer sleeve is located in the arc groove and is welded to the connecting steel plate, making the structure of the suspension frame simple, reliable, low-cost, easy to manufacture and easy to assemble. The outside and inside of the shock-absorbing colloid of the suspension cushion are respectively provided with an internal limit tube and an internal limit frame. When the motor assembly is in the maximum torque condition, the deformation displacement of the shock-absorbing colloid is limited to meet the reliability and durability requirements of the suspension cushion. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0033] Figure 1 This is a schematic structural diagram of the rear suspension of the drive motor according to an embodiment of the present application;

[0034] Figure 2 A schematic structural diagram of a suspension frame according to an embodiment of the present application;

[0035] Figure 3 This is a schematic structural diagram of a suspended cushion according to an embodiment of the present application;

[0036] Figure 4 This is a schematic structural diagram of an inner limiting tube according to an embodiment of the present application;

[0037] Figure 5 This is a schematic structural diagram of the shock-absorbing colloid according to an embodiment of the present application;

[0038] Figure 6 This is a schematic structural diagram of the inner limiting frame of an embodiment of the present application;

[0039] Figure 7 This is a schematic structural diagram of a metal tube according to an embodiment of the present application;

[0040] Figure 8 This is a structural front view of the rear suspension of the drive motor according to an embodiment of the present application;

[0041] Figure 9 This is a schematic structural diagram of the connection between the rear mount of the drive motor and the motor assembly according to an embodiment of the present application;

[0042] Figure 10 Schematic diagram of the structure of the suspension system according to an embodiment of the present application.

[0043] Reference numerals:

[0044] 1. Motor assembly; 2. Left bracket; 3. Left elastic bracket assembly; 4. Left bracket; 5. Right bracket; 6. Right elastic bracket assembly; 7. Right bracket; 8. Drive motor rear suspension; 9. Rear suspension bracket; 10. Left longitudinal beam assembly; 11. Right longitudinal beam assembly; 12. Subframe assembly;

[0045] 81. Suspension frame; 82. Suspension cushion; 811. Metal tube; 812. Connecting steel plate; 813. Outer sleeve; 821. Inner stop tube; 822. Shock-absorbing colloid; 823. Inner stop frame; 824. Inner sleeve; 8211. Anti-collision boss;

[0046] 8221. Shock-absorbing main rib; 8222. Main anti-collision block; 8223. Auxiliary anti-collision block; 8224. Outer envelope; 8225. Inner envelope; 8231. Positioning hole; 8232. First protrusion; 8233. Second protrusion; 8241. Inner hole; 8242. Tooth groove. DETAILED DESCRIPTION

[0047] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0048] The embodiment of the present application provides a drive motor rear suspension and suspension system, which can solve the problems in the related art that the design structure of the rear suspension frame using sheet metal welded parts is difficult, occupies a large space, is difficult to process, and is easy to break.

[0049] See also Figures 1 to 3 As shown, a first aspect of an embodiment of the present application provides a drive motor rear suspension, comprising:

[0050] The suspension frame 81 comprises an outer sleeve 813 and a connecting steel plate 812 fixedly connected to the outer sleeve 813. The connecting steel plate 812 is provided with an arcuate groove that mates with the outer wall of the outer sleeve 813. A metal tube 811 for connecting to the motor assembly 1 is fixed to the end of the connecting steel plate 812 away from the arcuate groove. The metal tube 811 and the outer sleeve 813 are integrally connected to the connecting steel plate 812. The connecting steel plate 812 is perpendicular to the axis of the metal tube 811 and parallel to the longitudinal plane ZOX of the vehicle. The connecting steel plate 812 is arranged axially symmetrically with respect to the outer sleeve 813.

[0051] The suspension cushion 82 is press-fitted into the outer sleeve 813 by interference fit. The suspension cushion 82 includes an inner limiting tube 821, a shock-absorbing colloid 822 located within the inner limiting tube 821, an inner limiting frame 823 connected to the shock-absorbing colloid 822, and an inner sleeve 824 embedded in the inner limiting frame 823, with both ends exposed outside the inner limiting frame 823. The suspension cushion 82 is vulcanized into a whole and then press-fitted into the outer sleeve 813 of the suspension frame 81. This process has the beneficial effects of preventing damage to the shock-absorbing colloid 822 of the suspension cushion 82 during welding of the suspension frame 81; only the suspension cushion 82 needs to be vulcanized separately, which reduces the volume of the vulcanization mold; and the suspension frame 81 and the suspension cushion 82 are produced separately and then assembled together, which can also improve production efficiency.

[0052] The suspension framework 81 of the rear suspension 8 of the drive motor in the embodiment of the present application is integrally connected by an outer sleeve 813, a connecting steel plate 812, and a metal tube 811. The connecting steel plate 812 and the metal tube 811 can be welded or cast together, resulting in a simplified structure, high structural strength, lightweight design, and meeting the modal and strength requirements of the suspension framework. The connecting steel plate 812 is provided with an arc groove that mates with the outer wall of the outer sleeve 813. The outer sleeve 813 is positioned within the arc groove and welded to the connecting steel plate 812, resulting in a simple, reliable, low-cost, and easy-to-manufacture and assembly suspension framework 81.

[0053] The suspension cushion 82's shock-absorbing colloid 822 is equipped with internal limiting tubes 821 and internal limiting frames 823, respectively. When the motor assembly 1 operates at maximum torque, these limiting tubes 821 and internal limiting frames 823 limit the deformation and displacement of the shock-absorbing colloid 822, ensuring the reliability and durability of the suspension cushion 82. The shock-absorbing colloid 822 is made of NR rubber and is used to buffer the vibration and impact forces generated by the motor assembly 1.

[0054] In some optional implementations: See Figure 1 and Figure 2As shown, the embodiment of the present application provides a drive motor rear suspension. The connecting steel plate 812 of the drive motor rear suspension 8 is vertically connected to the outer wall of the outer sleeve 813 and is located in the middle of the outer sleeve 813. Three metal tubes 811 are provided. The three metal tubes 811 are connected to the connecting steel plate 812 and are spaced apart from each other. The three metal tubes 811 and the connecting steel plate 812 are welded or integrally cast.

[0055] The wall thickness of the metal tube 811 and the wall thickness of the connecting steel plate 812 are both 6-10 mm, preferably 8 mm. The outer sleeve 813 is formed from a seamless steel tube and has a wall thickness of 4-6 mm, preferably 5 mm. The three metal tubes 811 are located on the same arc line on the connecting steel plate 812. The axes of the three metal tubes 811 are all parallel to the axis of the outer sleeve 813. The arc angle of the arc groove is greater than or equal to 180°, preferably 270°. This allows the outer sleeve 813 to be positioned within the arc groove in the X and Z directions, improving the strength and stability of the connection between the outer sleeve 813 and the connecting steel plate 812.

[0056] Since the distance between the motor assembly 1 and the subframe assembly 12 in the X direction of the vehicle is very small, and in order to improve the assembly processability of the suspension system, the axis of the inner limit tube 821 of the drive motor rear suspension 8 is parallel to the Y direction of the vehicle; therefore, it is difficult to design the suspension frame 81 of the drive motor rear suspension 8 as a sheet metal welding structure; in order to overcome the above technical difficulties, the suspension frame 81 is designed as a structure of a metal tube 811 and a connecting steel plate 812, which is simpler in structure and lightweight.

[0057] The wall thickness of the metal tube 811 and the wall thickness of the connecting steel plate 812 are both 6-10 mm, preferably 8 mm; at the same time, in order to leave a sufficient safety distance between the drive motor rear suspension 8 and the subframe assembly 12, the safety distance is ≥20 mm, an arc groove is provided on the connecting steel plate 812 to match the outer wall surface of the outer sleeve 813, and the outer sleeve 813 is made of a seamless steel pipe with a wall thickness of 4-5 mm, which can increase the gap between the drive motor rear suspension 8 and the subframe assembly 12 in the X-axis direction.

[0058] In some optional implementations: See Figure 3 and Figure 5 As shown, the embodiment of the present application provides a drive motor rear suspension. The damping colloid 822 of the drive motor rear suspension 8 includes an outer envelope 8224 in an annular structure and an inner envelope 8225 in an annular structure. The inner envelope 8225 is located inside the outer envelope 8224 and is coaxially arranged with each other. Four circumferentially spaced damping main ribs 8221 are connected between the outer envelope 8224 and the inner envelope 8225.

[0059] The outer envelope 8224 is integrally connected to the four main damping ribs 8221 and vulcanized integrally with the inner stop tube 821. The inner envelope 8225 wraps around the outer periphery of the inner stop frame 823 and is integrally connected to the four main damping ribs 8221. The four main damping ribs 8221 are radially arranged within the annular space formed by the outer envelope 8224 and inner envelope 8225, with gaps formed between adjacent main damping ribs 8221. The axes of the four main damping ribs 8221 form a cross-shaped structure.

[0060] In some optional implementations: See Figures 3 to 9 As shown, an embodiment of the present application provides a drive motor rear suspension. The shock-absorbing colloid 822 of the drive motor rear suspension 8 further includes two main anti-collision blocks 8222, each connected to an outer envelope 8224 and arranged symmetrically with respect to the center. The main anti-collision blocks 8222 are located in the gap between two adjacent shock-absorbing main ribs 8221. The shock-absorbing colloid 822 also includes two secondary anti-collision blocks 8223, each connected to the outer envelope 8224 and arranged symmetrically with respect to the center. The secondary anti-collision blocks 8223 are located in the gap between two adjacent shock-absorbing main ribs 8221.

[0061] The sidewalls of the inner limit frame 823 are provided with two symmetrically arranged first protrusions 8232 and two symmetrically arranged second protrusions 8233. The end area of ​​the first protrusion 8232 is greater than or equal to the end area of ​​the second protrusion 8233, and the protruding height of the second protrusion 8233 is greater than or equal to the protruding height of the first protrusion 8232. The first protrusion 8232 is located in the gap between two adjacent shock-absorbing main ribs 8221 and is opposite and spaced from the main anti-collision block 8222.

[0062] The primary anti-collision block 8222 cooperates with the first protrusion 8232 to limit the deformation and displacement of the main shock-absorbing ribs 8221. The second protrusion 8233 is located in the gap between two adjacent main shock-absorbing ribs 8221 and is opposite and spaced from the secondary anti-collision block 8223. The secondary anti-collision block 8223 cooperates with the second protrusion 8233 to limit the deformation and displacement of the main shock-absorbing ribs 8221.

[0063] See also Figure 8 As shown, the gap between the main anti-collision block 8222 and the inner envelope 8225 is greater than or equal to the gap between the secondary anti-collision block 8223 and the inner envelope 8225. Consequently, when the main anti-collision block 8222 and the secondary anti-collision block 8223 are subjected to the same impact force, the secondary anti-collision block 8223 contacts the inner envelope 8225 before the main anti-collision block 8222, allowing the main shock-absorbing rib 8221 to preferentially buffer the torsional torque applied by the motor assembly 1. The gap between the main anti-collision block 8222 and the inner envelope 8225 represents the primary operating stroke of the shock-absorbing colloid 822, while the gap between the secondary anti-collision block 8223 and the inner envelope 8225 represents the secondary operating stroke of the shock-absorbing colloid 822.

[0064] The contact area between the primary anti-collision block 8222 and the inner envelope 8225 is greater than or equal to the contact area between the secondary anti-collision block 8223 and the inner envelope 8225, thereby enabling the primary anti-collision block 8222 to withstand greater impact forces than the secondary anti-collision block 8223. The primary anti-collision block 8222 is used to resist the torsional torque applied to the drive motor rear mount 8 by the motor assembly 1, while the secondary anti-collision block 8223 is used to resist the X-direction impact force applied to the drive motor rear mount 8 by the motor assembly 1.

[0065] See also Figure 8 As shown, the gap between the upper main bumper 8222 and the inner envelope 8225 is C, and the gap between the lower main bumper 8222 and the inner envelope 8225 is D. Their purpose is to limit the deformation and displacement of the four main shock-absorbing ribs 8221 when the motor assembly 1 is operating at maximum torque, thereby meeting the reliability and durability requirements of the suspension cushion 82. The gap between the secondary bumper 8223 and the inner envelope 8225 is E. Their purpose is to limit the deformation and displacement of the four main shock-absorbing ribs 8221 when the motor assembly 1 is operating at maximum impact, thereby meeting the reliability and durability requirements of the suspension cushion 82.

[0066] The gap C between the upper main bumper 8222 and the inner envelope 8225 is greater than the gap D between the lower main bumper 8222 and the inner envelope 8225. When the motor assembly 1 is mounted on the drive motor rear mount 8, the drive motor rear mount 8 not only buffers the torsional torque and impact forces of the motor assembly 1 but also bears the weight of the motor assembly 1. Under the weight of the motor assembly 1 carried by the drive motor rear mount 8, the gap C between the upper main bumper 8222 and the inner envelope 8225 is reduced to equal the gap D between the lower main bumper 8222 and the inner envelope 8225.

[0067] Two centrally symmetrically arranged anti-collision bosses 8211 are provided on the inner wall of the inner stop tube 821. The inner stop tube 821 and the anti-collision bosses 8211 are integrally formed from an aluminum alloy. The anti-collision bosses 8211 radially support the main anti-collision block 8222, enhancing its structural stability and resistance to deformation.

[0068] like Figure 9As shown, the three-way dynamic stiffness of the drive motor rear suspension 8 is 550 N.m, 210 N.m and 550 N.m in the W3 direction, U3 direction and V3 direction respectively; when arranging the drive motor rear suspension 8, the W3 direction is coincident with the line connecting the output shaft O point of the motor assembly 1 and the center point of the suspension cushion 82, the V3 direction is perpendicular to the line, and the U3 direction (not shown in the figure) is the same as the Y direction of the vehicle; in this way, the maximum stiffness direction of the suspension cushion 82 can be consistent with the direction of the maximum torque M of the motor assembly 1, so that the maximum stiffness performance of the drive motor rear suspension 8 can be brought into play.

[0069] In some optional implementations: See Figures 5 to 7 As shown, the embodiment of the present application provides a drive motor rear suspension. The inner limit frame 823 of the drive motor rear suspension 8 is made of nylon, and the inner sleeve 824 is an aluminum alloy tube structure, which can reduce its own weight. The inner sleeve 824 and the inner limit frame 823 are integrally connected by injection molding. The outer wall of the inner sleeve 824 is provided with a plurality of tooth grooves 8242 embedded in the inner limit frame 823. The tooth grooves 8242 can increase the surface area of ​​the outer ring of the inner sleeve 824, thereby increasing the contact area between the inner sleeve 824 and the inner limit frame 823. Therefore, the bonding strength between the inner sleeve 824 and the inner limit frame 823 can be increased, thereby improving the durability and reliability of the suspension cushion 82.

[0070] One end of the inner limit frame 823 defines a positioning hole 8231. The inner sleeve 824 defines an inner hole 8241 extending through both ends of the inner sleeve 824. The axes of the positioning hole 8231 and the inner hole 8241 are parallel. The positioning hole 8231 on the inner limit frame 823 and the inner hole 8241 of the inner sleeve 824 together serve to position the shock-absorbing colloid 822 during vulcanization.

[0071] See also Figure 10 As shown, the second aspect of the embodiment of the present application provides a suspension system, including:

[0072] The vehicle frame includes a left longitudinal beam assembly 10 and a right longitudinal beam assembly 11 spaced apart from each other, and a subframe assembly 12 fixedly connected between the left and right longitudinal beam assemblies 10 and 11. The motor assembly 1 is located in front of the subframe assembly 12 and between the left and right longitudinal beam assemblies 10 and 11.

[0073] The suspension unit includes a left bracket 2 connected to the left longitudinal beam assembly 10, a right bracket 5 connected to the right longitudinal beam assembly 11; a left elastic bracket assembly 3 connected to the left bracket 2, a right bracket 5 connected to the right longitudinal beam assembly 11, and a right elastic bracket assembly 6 connected to the right bracket 5; a left bracket 4 connected between the left elastic bracket assembly 3 and the motor assembly 1, a right bracket 7 connected between the right elastic bracket assembly 6 and the motor assembly 1, a rear suspension bracket 9 connected to the subframe assembly 12, and a drive motor rear suspension 8 described in any of the above embodiments connected between the rear suspension bracket 9 and the motor assembly 1.

[0074] In this embodiment of the present application, the left bracket 2 is bolted to the left longitudinal beam assembly 10; the left elastic bracket assembly 3 is bolted to the left bracket 2 using nuts and bolts; the left bracket 4 is bolted to the motor assembly 1 and connected to the left elastic bracket assembly 3. The right bracket 5 is bolted to the right longitudinal beam assembly 11; the right elastic bracket assembly 6 is bolted to the right bracket 5 using nuts and bolts; the right bracket 7 is bolted to the motor assembly 1 and connected to the right elastic bracket assembly 6; and the drive motor rear suspension 8 is bolted to the motor assembly 1 and connected to the rear suspension bracket 9.

[0075] The left bracket 4, right bracket 7, and drive motor rear mount 8 collectively support the motor assembly 1; the left bracket 2, right bracket 5, and rear mount bracket 9 collectively connect the motor assembly 1 to the subframe assembly 12; the left elastic bracket assembly 3, right elastic bracket assembly 6, and drive motor rear mount 8 provide connection, shock absorption, and vibration isolation. As described above, the drive motor rear mount 8 not only supports the motor assembly 1 but also provides connection, shock absorption, and vibration isolation. Specifically, the drive motor rear mount 8 connects the motor assembly 1 to the rear mount bracket 9, attenuating and isolating vibration and torsional forces transmitted from the motor assembly 1 to the rear mount bracket 9.

[0076] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships 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, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0077] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0078] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present 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 the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A drive motor rear suspension, characterized in that: include: A suspension frame (81), the suspension frame (81) comprising an outer sleeve (813), and a connecting steel plate (812) fixedly connected to the outer sleeve (813), the connecting steel plate (812) being provided with an arc groove adapted to the outer wall surface of the outer sleeve (813), and a metal tube (811) for connecting to the motor assembly (1) being fixed to one end of the connecting steel plate (812) away from the arc groove; A suspension cushion (82), the suspension cushion (82) being interference-pressed in the outer sleeve (813), comprising an inner limiting tube (821), a shock-absorbing colloid (822) located in the inner limiting tube (821), an inner limiting frame (823) being connected to the inner limiting frame (822), and an inner sleeve (824) having both ends exposed outside the inner limiting frame (823) being embedded in the inner limiting frame (823); The connecting steel plate (812) is vertically connected to the outer wall of the outer sleeve (813) and is located in the middle of the outer sleeve (813). A plurality of metal tubes (811) are provided. The plurality of metal tubes (811) are all connected to the connecting steel plate (812) and are spaced apart from each other. The plurality of metal tubes (811) and the connecting steel plate (812) are welded or integrally cast. The wall thickness of the metal tube (811) and the wall thickness of the connecting steel plate (812) are both 6-10 mm. The outer sleeve (813) is formed by processing a seamless steel tube. The wall thickness of the outer sleeve (813) is 4-6 mm. The multiple metal tubes (811) are located on the same arc line on the connecting steel plate (812). The axes of the multiple metal tubes (811) are parallel to the axis of the outer sleeve (813). The arc angle of the arc groove is greater than or equal to 180°.

2. The drive motor rear mount according to claim 1, characterized in that: The shock-absorbing colloid (822) comprises an outer envelope (8224) in an annular structure, and an inner envelope (8225) in an annular structure, wherein the inner envelope (8225) is located inside the outer envelope (8224) and is coaxially arranged with each other, and a plurality of circumferentially spaced shock-absorbing main ribs (8221) are connected between the outer envelope (8224) and the inner envelope (8225); The outer envelope (8224) is integrally connected to the plurality of shock-absorbing main ribs (8221) and is vulcanized into one piece with the inner limiting tube (821); the inner envelope (8225) is enclosed around the outer periphery of the inner limiting skeleton (823) and is integrally connected to the plurality of shock-absorbing main ribs (8221).

3. The drive motor rear mount according to claim 2, characterized in that: The shock-absorbing colloid (822) further comprises two main anti-collision blocks (8222) respectively connected to the outer envelope (8224) and arranged in a centrally symmetrical manner, wherein the main anti-collision blocks (8222) are located in the gap between two adjacent shock-absorbing main ribs (8221); The shock-absorbing colloid (822) further comprises two auxiliary anti-collision blocks (8223) respectively connected to the outer envelope (8224) and arranged in a centrally symmetrical manner. The auxiliary anti-collision blocks (8223) are located in the gap between two adjacent shock-absorbing main ribs (8221).

4. The drive motor rear mount according to claim 3, characterized in that: Two symmetrically arranged first protrusions (8232) and two symmetrically arranged second protrusions (8233) are provided on the side wall of the inner limit frame (823), the end area of ​​the first protrusion (8232) is greater than or equal to the end area of ​​the second protrusion (8233), and the protruding height of the second protrusion (8233) is greater than or equal to the protruding height of the first protrusion (8232); The first protrusion (8232) is located in the gap between two adjacent shock-absorbing main ribs (8221) and is opposite to the main anti-collision block (8222), and the second protrusion (8233) is located in the gap between two adjacent shock-absorbing main ribs (8221) and is opposite to the secondary anti-collision block (8223).

5. The drive motor rear mount according to claim 3, characterized in that: The gap between the main anti-collision block (8222) and the inner envelope (8225) is greater than or equal to the gap between the secondary anti-collision block (8223) and the inner envelope (8225), and the contact area between the main anti-collision block (8222) and the inner envelope (8225) is greater than or equal to the contact area between the secondary anti-collision block (8223) and the inner envelope (8225).

6. The drive motor rear mount according to claim 3, characterized in that: Two anti-collision bosses (8211) are provided on the inner wall of the inner limiting tube (821), which are arranged symmetrically with respect to the center. The inner limiting tube (821) and the anti-collision bosses (8211) are integrally formed structures made of aluminum alloy. The anti-collision bosses (8211) are used to radially support the main anti-collision block (8222).

7. The drive motor rear mount according to claim 1 or 2, characterized in that: The inner limit frame (823) is made of nylon, the inner sleeve (824) is an aluminum alloy tube structure, the inner sleeve (824) and the inner limit frame (823) are connected as one body by injection molding, and the outer wall of the inner sleeve (824) is provided with a plurality of tooth grooves (8242) embedded in the inner limit frame (823); A positioning hole (8231) is provided at one end of the inner limiting frame (823), and an inner hole (8241) is provided in the inner sleeve (824) and passes through both ends of the inner sleeve (824). The axes of the positioning hole (8231) and the inner hole (8241) are parallel.

8. A suspension system, characterized in that: include: A vehicle frame, the vehicle frame comprising a left longitudinal beam assembly (10) and a right longitudinal beam assembly (11) spaced apart from each other, and a sub-frame assembly (12) fixedly connected between the left longitudinal beam assembly (10) and the right longitudinal beam assembly (11); a motor assembly (1), the motor assembly (1) being located on the front side of the subframe assembly (12) and between the left longitudinal beam assembly (10) and the right longitudinal beam assembly (11); A suspension unit, the suspension unit comprising a left bracket (2) connected to the left longitudinal beam assembly (10), and a right bracket (5) connected to the right longitudinal beam assembly (11); a left elastic bracket assembly (3) connected to the left bracket (2), and a right elastic bracket assembly (6) connected to the right bracket (5); A left bracket (4) connected between the left elastic bracket assembly (3) and the motor assembly (1), and a right bracket (7) connected between the right elastic bracket assembly (6) and the motor assembly (1); A rear suspension bracket (9) connected to a subframe assembly (12), and a drive motor rear suspension (8) according to any one of claims 1 to 7 connected between the rear suspension bracket (9) and the motor assembly (1).

Images