New energy heavy truck power suspension system with two-stage vibration isolation and hydraulic structure

Abstract

The invention relates to the technical field of new energy heavy trucks, in particular to a new energy heavy truck power suspension system with a two-stage vibration isolation and hydraulic structure, which comprises a front suspension system and a rear suspension system, and an electric drive assembly is mounted on a frame through the front suspension system and the rear suspension system. The front suspension systems are pure rubber cushion type suspension systems, the two sides of the front end of the electric drive assembly are each symmetrically provided with one front suspension system, and the rear suspension system is a hydraulic resistance suspension cushion type suspension system and is specifically composed of two hydraulic suspension cushion assemblies and a rear suspension driving end support. The rear suspension driving end support is installed on the top of the rear end of the electric drive assembly through a second bolt. According to the front suspension system, the front suspension cushion with the two-stage vibration isolation unit is adopted, and the vibration isolation capacity of high-frequency vibration is better improved through two-stage vibration isolation.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy heavy-duty trucks, and in particular to a new energy heavy-duty truck power suspension system with a secondary vibration isolation and hydraulic structure. Background Art

[0002] The heavy-duty truck powertrain is mounted on the vehicle frame through a suspension system. As a key component of powertrain installation and integration, the powertrain suspension system plays an important role in vehicle integration. The powertrain suspension system has the following functions: a). Support function. Support is the most basic function of the suspension system. The suspension cushions together support the powertrain to ensure it is in the set spatial position; b) Limiting function. The suspension system should be able to effectively limit the maximum displacement of the powertrain to avoid collision and interference between the powertrain and surrounding components, ensuring the normal operation of the powertrain; c) Vibration isolation function. Utilizing the elasticity and damping properties of rubber, the vibration transmission between the powertrain and the vehicle frame is minimized, meeting the requirements for vehicle ride smoothness and comfort.

[0003] The basis for setting the stiffness of the power suspension system is the load shared by each suspension in the system. On the basis of ensuring a certain amount of pre-compression, smaller loads require lower stiffness. In this case, a rubber compound with lower hardness can be selected, otherwise a rubber compound with higher hardness is required.

[0004] New energy pure electric heavy-duty trucks are a key development direction for heavy-duty trucks. The technology behind these trucks is constantly improving, evolving from initially merely meeting basic requirements to currently pursuing higher levels of ride comfort, improved performance, and increased range. The suspension cushions for most pure electric heavy-duty trucks on the market typically utilize simple bushing structures or the pure rubber block suspension structures of traditional diesel heavy-duty trucks. These pure rubber suspensions were previously designed for traditional fuel-powered heavy-duty trucks and fail to take into account the following characteristics of pure electric heavy-duty trucks, making them inappropriate for direct adoption. The specific shortcomings are as follows: 1. Insufficient NVH performance The excitation form of the electric drive assembly and the engine, as well as their mass inertia, are still significantly different. The vibration of a traditional diesel engine is typically low-frequency, typically ranging from 10Hz to 50Hz, while the vibration of an electric drive assembly is typically high-frequency, typically ranging from 30Hz to 500Hz. Existing suspension cushions for pure electric heavy-duty trucks often utilize an oil-to-electric conversion method, tending to meet a specific requirement without taking into account the structural differences and vibration forms between heavy-duty truck diesel engines and electric motors (the former is low-frequency, the latter is high-frequency). This results in existing rubber blocks or bushing structures being unable to meet the NVH requirements of new energy heavy-duty trucks.

[0005] 2. The traditional oil-to-electric suspension has insufficient torsional and limiting capabilities Reverse gear in pure electric heavy-duty trucks is achieved by reversing the motor, while the crankshaft of a conventional heavy-duty truck's diesel engine always rotates in a single direction. This requires the mount to provide position limiting and vibration isolation in symmetrical directions, not just in a single direction. Furthermore, as the output power and torque of electric drive assemblies increase, these traditional mount structures are unable to provide the required torque protection and position limiting functions, resulting in frequent damage and high failure rates.

[0006] The torque of an electric motor is constant, reaching maximum torque upon startup, while the torque of a diesel engine increases more slowly. These two engines place different lateral requirements on the front mount. The motor mount requires a gradually increasing lateral stiffness to avoid the impact of hitting the limiter inside the mount.

[0007] Traditional diesel heavy-duty truck suspensions primarily consider the engine's kinetic characteristics, such as large size, heavy weight, slow torque rise, and unidirectional rotation. They often employ rectangular rubber block structures, simple bushing structures, or herringbone structures, as found in existing inventions. However, these diesel engine suspension structures cannot meet the omnidirectional vibration isolation and position limiting requirements of new energy heavy-duty trucks.

[0008] 3. The rubber material itself has insufficient damping Existing vibration isolation units for all-electric new energy heavy-duty trucks are all rubber block structures, utilizing the inherent damping of the rubber elastomer to dissipate vibration energy. This practice is common in diesel engine mounts for heavy-duty trucks, as diesel engines are heavy and have high inertia, making their inherent vibrations less susceptible to arousal. However, this approach is unsuitable for electric drive assemblies. The internal damping of the rubber material in traditional fuel-powered heavy-duty truck mounts is fixed, and the damping provided by the rubber alone is low, making it unable to meet the diverse road surface requirements of all-electric heavy-duty trucks. Traditional fuel-powered vehicle rubber mounts have simple structures and weak vibration isolation capabilities, failing to meet the demanding driving comfort requirements of new energy heavy-duty trucks.

[0009] In summary, in order to improve the various performance requirements of pure electric heavy-duty trucks and solve the various shortcomings of the suspension cushions of oil-to-electric heavy-duty trucks, it is particularly important to design a new energy heavy-duty truck power suspension system with secondary vibration isolation and hydraulic structure. Summary of the Invention

[0010] In order to solve the above problems, the present invention designs a new energy heavy-duty truck power suspension system with a two-stage vibration isolation and hydraulic structure. The front suspension system adopts a front suspension cushion with a two-stage vibration isolation unit, which better improves the vibration isolation capability of high-frequency vibration through two-stage vibration isolation.

[0011] In order to solve the above technical problems, the present invention provides a new energy heavy-duty truck power suspension system with a secondary vibration isolation and hydraulic structure, including a front suspension system and a rear suspension system. The electric drive assembly is installed on the frame through the front suspension system and the rear suspension system. The front suspension system is a pure rubber cushion suspension system. A front suspension system is symmetrically arranged on both sides of the front end of the electric drive assembly. The rear suspension system is a liquid resistance suspension cushion suspension system, which is specifically composed of two hydraulic suspension cushion assemblies and a rear suspension active end bracket. The rear suspension active end bracket is installed on the top of the rear end of the electric drive assembly through a second bolt. Both ends of the rear suspension active end bracket are detachable. A hydraulic suspension cushion assembly is connected to the ground, the front suspension system is composed of four-level components, and the hydraulic suspension cushion assembly is composed of three-level components; the front suspension system and the hydraulic suspension cushion assembly are both first-level assemblies, wherein the front suspension system is specifically composed of a four-cone suspension cushion assembly and a front suspension active end bracket connected by a first bolt, the front suspension active end bracket is L-shaped, and a first connecting hole for connecting to an electric drive assembly is provided on the end away from the four-cone suspension cushion assembly, and the hydraulic suspension cushion assembly is specifically composed of a base, a third bolt, a rear front end cover, a liquid flow channel system and a rubber vibration isolator.

[0012] Further: The four-cone suspension cushion assembly serves as a secondary assembly, which specifically includes a front rear end cover, a front front end cover and a core body. The front front end cover and the front rear end cover are connected front to back and form a cavity for installing the core body between each other. The front rear end cover and the front front end cover are respectively provided with a first bolt mounting through hole and a second bolt mounting through hole matching the fifth bolt. The four-cone suspension cushion assembly is installed on the frame through the fifth bolt, and one end of the core body extends out of the front front end cover and is connected to the front suspension active end bracket.

[0013] Furthermore: the front rear end cover is provided with six first bolt mounting through holes, four on the top and two on the bottom; the left and right sides of the front rear end cover are provided with first edge reinforcement ribs connected thereto; the first edge reinforcement rib is provided with a first internal threaded hole connected to the core body; the upper and lower ends of the front rear end cover facing the front front end cover are respectively provided with a first upper limit surface and a first lower limit surface; a first inner conical surface is provided in the front rear end cover between the first upper limit surface and the first lower limit surface; a first outer conical surface is provided on the outer wall of the front rear end cover away from the front front end cover; a first card groove is also provided on the inner wall of the end of the front rear end cover away from the front front end cover.

[0014] Furthermore: two internal threaded holes and four second bolt mounting through holes are provided on the front front end cover relative to the positions of the six first bolt mounting through holes, and second edge reinforcement ribs connected thereto are provided on the left and right sides of the front front end cover, and a second internal threaded hole is provided on the second edge reinforcement rib, and a second upper limit surface and a second lower limit surface are respectively provided at the upper and lower ends of the front front end cover facing the front rear end cover, and a second inner conical surface is provided in the front front end cover between the second upper limit surface and the second lower limit surface, and a second outer conical surface is provided on the outer wall of the front front end cover away from the front rear end cover, and a second slot is also provided on the inner wall of the end of the front front end cover away from the front rear end cover.

[0015] Furthermore: the core body is a three-stage assembly, which is formed as a whole by vulcanization, and specifically includes a rubber main spring, a mounting arm assembly with a secondary vibration isolation unit, a rear connecting plate and a front connecting plate. Two arc-shaped contact parts connected to it are symmetrically arranged on the left and right sides of the rubber main spring. The two arc-shaped contact parts on the rear side are connected to the front rear end cover through the rear connecting plate, and the two arc-shaped contact parts on the front side are connected to the front front end cover through the front connecting plate. The top and bottom of the rubber main spring are planar and each is provided with four first limit bumps. A cross-shaped stress release groove is provided on the end of the first limit bump away from the rubber main spring. A connecting plane is provided on the end of the mounting arm assembly with a secondary vibration isolation unit extending out of the front front end cover, and a mounting arm mounting hole matching the first bolt is provided on the connecting plane.

[0016] Furthermore: the mounting arm assembly with the secondary vibration isolation unit is a four-stage assembly, which is composed of a sleeve, an upper mounting arm, a secondary vibration isolation rubber body and a second limit collision block. The upper mounting arm is composed of a sleeve mounting part and a front suspension active end bracket connecting part connected as one body. The sleeve is sleeved on the outside of the secondary vibration isolation rubber body, and the secondary vibration isolation rubber body is sleeved on the outside of the sleeve mounting part. The sleeve and the secondary vibration isolation rubber body, as well as the secondary vibration isolation rubber body and the sleeve mounting part are all connected as one through vulcanization. A central connecting hole for connecting the sleeve is provided at the center of the rubber main spring, and the sleeve is also fixed in the central connecting hole of the rubber main spring by vulcanization. The second limit collision block is fixed to the end of the secondary vibration isolation rubber body by vulcanization and a through hole is provided on it relative to the position of the sleeve mounting part. A stress release groove is also provided on the end of the second limit collision block away from the secondary vibration isolation rubber body.

[0017] Furthermore: the base is the basis of the hydraulic suspension cushion, and a connecting chamber for installing a liquid flow channel system is provided at its lower end. The liquid flow channel system is installed in the connecting chamber, and the front side of the base above the connecting chamber is open. The rubber vibration isolator is installed in the base and is located directly above the liquid flow channel system. A third upper limit surface is provided at the top of the base, and a third inner conical surface matching the rubber vibration isolator is provided on the inner wall of the base. Bolt holes matching the fourth bolts are provided on the rear end surface of the base on the left and right sides of the third inner conical surface. The rear front end cover is connected to the front end surface of the base by the cooperation of the fourth bolt and the bolt hole and restricts the rubber vibration isolator in the base. The inner side of the rear front end cover is also provided with a fourth inner conical surface matching the rubber vibration isolator. Six bolt mounting holes for mounting on the vehicle frame are also provided around the base.

[0018] Furthermore: the rubber vibration isolator is a secondary assembly, which is composed of an upper connecting arm, a rubber elastic body and an annular connecting plate. The top of the rubber elastic body is facing the third upper limit surface and is flat. A connecting groove for connecting the upper connecting arm is provided on one side of the upper end of the rubber elastic body. One end of the upper connecting arm extends into the connecting groove and is connected to the rubber elastic body through vulcanization. One end of the upper connecting arm extends out of the base and is provided with a second bolt hole for connecting to the rear suspension active end bracket. The lower end of the rubber elastic body extends from the top into the annular connecting plate and is connected through vulcanization. The cam is provided with a plurality of grooves, each of which is connected to the bottom of the annular connecting plate and the third inner conical surface, and the cam is provided with a plurality of grooves, each of which is connected to the bottom of the annular connecting plate and the third inner conical surface. The cam is provided with a plurality of grooves, each of which is connected to the bottom of the annular connecting plate and the third inner conical surface. The cam is provided with a plurality of grooves, each of which is connected to the bottom of the annular connecting plate and the third inner conical surface.

[0019] Furthermore: the liquid flow channel system is a secondary assembly, which is composed of a flow channel assembly, a leather cup and a retaining ring. The flow channel assembly is arranged on the top of the leather cup, and the lower end of the annular connecting plate is located on the flow channel assembly.

[0020] Furthermore: the flow channel assembly is a three-stage assembly, which specifically includes a flow channel cover plate, a decoupling diaphragm and a flow channel structure body. A decoupling diaphragm installation chamber and a flow channel main channel groove are provided on the top of the flow channel structure body. The flow channel main channel groove is provided on the outside of the decoupling diaphragm installation chamber. A positioning shaft is provided at the center of the decoupling diaphragm installation chamber. The decoupling diaphragm is installed into the decoupling diaphragm installation chamber through the positioning shaft. The flow channel cover plate is embedded in the upper end of the flow channel structure body and confines the decoupling diaphragm in the decoupling diaphragm installation chamber. A first auxiliary channel hole is provided on the flow channel cover plate facing the decoupling diaphragm installation chamber. The decoupling diaphragm A second auxiliary channel hole is provided at the bottom of the film mounting chamber, and the first auxiliary channel hole, the second auxiliary channel hole and the gap between the decoupling diaphragm and the decoupling diaphragm mounting chamber constitute a liquid auxiliary channel. The main channel groove of the flow channel is an annular groove, and the two ends of the groove are not connected to each other. One end thereof is set as a drainage surface, and a liquid inlet is provided on the flow channel cover plate just above the drainage surface, and a liquid outlet is provided at the other end thereof. The liquid inlet, the main channel groove of the flow channel and the liquid outlet constitute the main liquid channel, and the liquid inlet and the first auxiliary channel hole are both connected to the upper liquid chamber. A lower liquid chamber connected to the liquid outlet and the second auxiliary channel hole is provided in the lower end of the leather cup.

[0021] After adopting the above structure, the present invention has the following beneficial effects: 1. The front suspension system of the present invention adopts a front suspension cushion with a two-stage vibration isolation unit, which better improves the vibration isolation capability of high-frequency vibration through double-stage vibration isolation.

[0022] 2. The front suspension cushion assembly of the present invention is subjected to not only shear force components but also compression force components in the lateral direction. The lateral stiffness has a progressively increasing characteristic, effectively avoiding the impact feeling caused by the suspension limiter and improving the limiter capacity in this direction.

[0023] 3. The present invention introduces a suspension cushion assembly with a hydraulic structure, which uses the friction damping of liquid flow to dissipate vibration energy, ensuring that new energy heavy trucks have better handling stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0025] Figure 1 This is a structural diagram of the present invention.

[0026] Figure 2 This is a three-dimensional structural diagram of the front suspension system.

[0027] Figure 3 This is the assembly diagram of the front suspension system.

[0028] Figure 4 This is a structural diagram of the four-cone suspension cushion assembly.

[0029] Figure 5 This is a schematic diagram of the inside of the front and rear end covers.

[0030] Figure 6 This is a schematic diagram of the outer side of the front and rear end covers.

[0031] Figure 7 This is a schematic diagram of the outside of the front end cover.

[0032] Figure 8 This is a schematic diagram of the inside of the front end cover.

[0033] Figure 9 It is a three-dimensional structural diagram of the mounting arm assembly.

[0034] Figure 10 This is a front cross-sectional view of the four-cone suspension cushion assembly.

[0035] Figure 11 Top view cross-section of the four-cone suspension cushion assembly with the front rear cover and front front cover removed.

[0036] Figure 12 This is a structural diagram of the rear suspension system.

[0037] Figure 13 This is a three-dimensional structural diagram of the hydraulic suspension cushion assembly.

[0038] Figure 14 This is the assembly drawing of the hydraulic mount cushion assembly.

[0039] Figure 15 A schematic diagram of the base structure.

[0040] Figure 16 It is a structural diagram of the rear front end cover.

[0041] Figure 17 This is a three-dimensional structural diagram of the rubber vibration isolator.

[0042] Figure 18 This is a front cross-sectional view of the hydraulic suspension cushion assembly.

[0043] Figure 19 This is a three-dimensional structural diagram of the runner assembly.

[0044] Figure 20 This is a top view of the flow channel cover.

[0045] Figure 21 It is a three-dimensional structural diagram of the main body of the flow channel structure.

[0046] Figure 22 This is the structural diagram of the decoupling diaphragm.

[0047] In the figure: 1 is a four-cone suspension cushion assembly, 2 is a hydraulic suspension cushion assembly, 3 is a front suspension active end bracket, 4 is a rear suspension active end bracket, 5 is a first connecting hole, 6 is a first bolt, 7 is a fifth bolt, 8 is a second bolt, 11 is a second bolt mounting through hole, 12 is a front rear end cover, 13 is a front front end cover, 16 is a rear connecting plate, 19 is a front connecting plate, 20 is a second bolt mounting through hole, 21 is a connecting plane, 22 is a mounting arm mounting hole, 23 is a first bolt mounting through hole, 24 is the first internal threaded hole, 25 is the first edge reinforcement rib, 26 is the first outer cone, 27 is the first upper limit surface, 28 is the first inner cone, 29 is the first lower limit surface, 30 is the first slot, 31 is the second internal threaded hole, 32 is the second edge reinforcement rib, 33 is the second external cone, 34 is the second lower limit surface, 35 is the second inner cone, 36 is the second upper limit surface, 37 is the second slot, 43 is the upper mounting arm, 44 is the sleeve, 45 is the secondary vibration isolation rubber body, 46 is the rubber main Spring, 47 is the second limit block, 50 is the first limit block, 56 is the base, 57 is the third bolt, 58 is the rear front cover, 59 is the rubber vibration isolator, 60 is the bolt mounting hole, 61 is the third upper limit surface, 62 is the first upper slot, 63 is the third inner cone, 64 is the bolt hole, 65 is the first lower slot, 66 is the connecting chamber, 74 is the second upper slot, 75 is the fourth inner cone, 77 is the second lower slot, 79 is the upper connecting arm, 80 is the second bolt hole, 83 is the rubber elastic Body, 84 is the upper flange, 85 is the annular connecting plate, 86 is the lower flange, 87 is the flow channel assembly, 88 is the flow channel structure body, 89 is the retaining ring, 90 is the leather cup, 91 is the flow channel cover plate, 92 is the flow channel main channel groove, 93 is the positioning shaft, 94 is the liquid inlet, 95 is the first auxiliary channel hole, 96 is the decoupling diaphragm, 97 is the liquid outlet, 98 is the second auxiliary channel hole, 99 is the drainage surface, 100 is the electric drive assembly, 101 is the frame, 102 is the upper liquid chamber, and 103 is the lower liquid chamber. DETAILED DESCRIPTION

[0048] like Figure 1 、 Figure 2 and Figure 12The shown new energy heavy truck power suspension system with a secondary vibration isolation and hydraulic structure includes a front suspension system and a rear suspension system. The electric drive assembly 100 is installed on the frame 101 through the front suspension system and the rear suspension system. The front suspension system is a pure rubber cushion suspension system. A front suspension system is symmetrically arranged on both sides of the front end of the electric drive assembly 100. The rear suspension system is a liquid resistance suspension cushion suspension system, which is specifically composed of two hydraulic suspension cushion assemblies 2 and a rear suspension active end bracket 4. The rear suspension active end bracket 4 is installed on the top of the rear end of the electric drive assembly 100 by a second bolt 8. The two ends of the rear suspension active end bracket 4 are each detachably connected to a The front suspension system comprises a hydraulic suspension cushion assembly 2, wherein the front suspension system is composed of four-stage components, and the hydraulic suspension cushion assembly 2 is composed of three-stage components. The front suspension system and the hydraulic suspension cushion assembly 2 are both primary assemblies, wherein the front suspension system is specifically composed of a four-cone suspension cushion assembly 1 and a front suspension active end bracket 3 connected by a first bolt 6. The front suspension active end bracket is L-shaped, and a first connection hole 5 for connecting to the electric drive assembly is provided on the end away from the four-cone suspension cushion assembly. The hydraulic suspension cushion assembly 2 is specifically composed of a base 56, a third bolt 57, a rear front end cover 58, a liquid flow channel system, and a rubber vibration isolator 59. The hydraulic suspension cushion assembly of the present invention is provided with a hydraulic structure, which fully compensates for the shortcomings of the pure rubber structure's own insufficient damping. In this way, vibration energy can be better dissipated on bumpy roads, ensuring a better ride smoothness for new energy heavy-duty trucks.

[0049] like Figure 3 and Figure 4 The four-cone suspension cushion assembly 1 shown is a secondary assembly, which specifically includes a front rear end cover 12, a front front end cover 13 and a core body. The front front end cover 13 is connected to the front rear end cover 12 front and back and forms a cavity for installing the core body between each other. The front rear end cover 12 and the front front end cover 13 are respectively provided with a first bolt mounting through hole 23 and a second bolt mounting through hole 20 matching the fifth bolt 7. The four-cone suspension cushion assembly 1 is installed on the frame 101 through the fifth bolt 7, and one end of the core body extends out of the front front end cover 13 and is connected to the front suspension active end bracket 3.

[0050] like Figure 5 and Figure 6The front rear end cover 12 shown is provided with six first bolt mounting through holes 23, four on the top and two on the bottom. The left and right sides of the front rear end cover 12 are provided with first edge reinforcement ribs 25 connected thereto. The first edge reinforcement ribs 25 are provided with first internal threaded holes 24 connected to the core body. The upper and lower ends of the front rear end cover 12 facing the front front end cover 13 are respectively provided with a first upper limit surface 27 and a first lower limit surface 29. A first inner conical surface 28 is provided in the front rear end cover 12 between the first upper limit surface 27 and the first lower limit surface 29. A first outer conical surface 26 is provided on the outer wall of the front rear end cover away from the front front end cover, and a first card groove 30 is also provided on the inner wall of the end of the front rear end cover 12 away from the front front end cover 13.

[0051] like Figure 7 and Figure 8 The front front end cover shown is provided with two internal threaded holes 20 and four second bolt mounting through holes 11 at positions relative to the six first bolt mounting through holes 23, and the left and right sides of the front front end cover are provided with second edge reinforcement ribs 32 connected thereto as a whole, and the second edge reinforcement ribs are provided with second internal threaded holes 31, and the upper and lower ends of the front front end cover 13 facing the front rear end cover 12 are respectively provided with a second upper limit surface 36 and a second lower limit surface 34, and a second inner conical surface 35 is provided in the front front end cover 13 between the second upper limit surface 36 and the second lower limit surface 34, and a second outer conical surface 33 is provided on the outer wall of the front front end cover away from the front rear end cover, and a second card groove 37 is also provided on the inner wall of the end of the front front end cover 13 away from the front rear end cover 12.

[0052] like Figure 3 、 Figure 10 and Figure 11The core shown is a three-stage assembly, which is formed by vulcanization as a whole, specifically including a rubber main spring 46, a mounting arm assembly with a secondary vibration isolation unit, a rear connecting plate 16 and a front connecting plate 19. The left and right sides of the rubber main spring 46 are symmetrically provided with two arc-shaped contact parts connected thereto. The two arc-shaped contact parts on the rear side are connected to the front rear end cover 12 through the rear connecting plate 16, and the two arc-shaped contact parts on the front side are connected to the front front end cover 13 through the front connecting plate 19. There is a gap between the rear connecting plate and the first edge reinforcement rib and between the front connecting plate and the second edge reinforcement rib. The edge reinforcement ribs are connected by bolt assemblies. The top and bottom of the rubber main spring are flat and each is provided with four first limit blocks 50. A cross-shaped stress relief groove is provided on the end of the first limit block away from the rubber main spring. A connecting plane 21 is provided on the end of the mounting arm assembly with a secondary vibration isolation unit extending out of the front end cover. The connecting plane 21 is provided with a mounting arm mounting hole 22 that matches the first bolt 6. The stress relief groove is used to prevent the contact stiffness of the top of the block from being too large immediately after impacting the limit surface 27. Without this groove, the rubber in the middle of the block has no place to transfer at the moment of impact, and the accumulation will result in an increase in the instantaneous stiffness of the impact. In addition, this groove also serves to suppress impact noise. The four-cone suspension cushion assembly of the present invention features a secondary vibration isolation unit, which can increase high-frequency vibration isolation by approximately 20%. This dual-stage vibration isolation effectively filters the motor's high-frequency vibrations. Furthermore, the four-cone suspension cushion assembly of the present invention, with its aforementioned structure, adopts a herringbone pattern in all directions of motion. The applied force has both compression and shear components, and the stiffness increases progressively in each direction, improving vibration isolation in each direction. Furthermore, hard limits are provided in each direction to prevent excessive displacement of the electric drive assembly.

[0053] The rear and front connecting plates 16 and 19 are equipped with flanged structures that position the core and prevent it from deflecting after installation. These four flanges also restrain the core during driving. While the vehicle is in motion, the rear and front connecting plates maintain a tight fit with the inner conical surfaces of the front rear and front front covers, preventing wear and impact noise.

[0054] like Figure 3 and Figure 9The mounting arm assembly with the secondary vibration isolation unit shown is a four-stage assembly, which is composed of a sleeve 44, an upper mounting arm 43, a secondary vibration isolation rubber body 45 and a second limit bumper 47. The mounting arm assembly with the secondary vibration isolation unit is a non-detachable vulcanized structure. The upper mounting arm 43 is composed of a sleeve mounting portion and a front suspension active end bracket connecting portion connected as one body. The sleeve 44 is sleeved on the outside of the secondary vibration isolation rubber body 45, and the secondary vibration isolation rubber body 45 is sleeved on the outside of the sleeve mounting portion. The sleeve and the secondary vibration isolation rubber body, as well as the secondary vibration isolation rubber body and the sleeve mounting portion are all connected as one by vulcanization. A central connecting hole for connecting the sleeve 44 is opened at the center of the rubber main spring, and the sleeve 44 is also fixed in the central connecting hole of the rubber main spring by vulcanization. The second limit bumper is fixed to the end of the secondary vibration isolation rubber body by vulcanization and is provided with a through hole relative to the position of the sleeve mounting portion. A stress relief groove is also provided on the end of the second limit bumper away from the secondary vibration isolation rubber body.

[0055] The operating principle of the front suspension system of the present invention is as follows: Taking Z+ (vertical) motion as an example, the front suspension active end bracket 3, when installed with the electric drive assembly, can be considered part of the electric drive assembly. When the front suspension active end bracket 3 experiences a Z+ impact, it transmits this force sequentially to the secondary vibration isolation rubber element 45 and the sleeve 44. The secondary vibration isolation element 45 reduces the overall vibration energy by approximately 20%. Upon receiving the force transmitted by the sleeve 44, the rubber main spring 46 deforms. The rubber main spring 46 is divided into two front and rear sections, each sharing an equal load. Because both sections are arc-shaped and vertical, the forces acting on them are primarily shear, accompanied by compression, with the former accounting for approximately 75% and the latter for approximately 25%. Because the force required to produce the same displacement of the rubber element is approximately one-quarter that of compression, the shear deformation requires approximately one-quarter the force required to produce the same displacement of the rubber element. Therefore, the pure rubber cushion-type suspension system of the present invention primarily utilizes the shearing action of the rubber elastomer to support Z-direction loads, rather than the compression action of conventional fuel vehicle suspension cushions in this direction. This reduces stiffness in this direction by over 30%, helping to improve Z-direction vibration isolation performance. When deformed by external forces, rubber can use its own deformation to buffer external forces and dissipate them through its own damping, converting them into heat. This prevents these forces from being directly transmitted to the rear end cover 12 and front end cover 13, thus achieving the rubber's vibration isolation effect.

[0056] If the Z+ force continues to increase, the deformation of the rubber main spring 46 exceeds the gap between the upper surface of the first limit block 50 and the upper limit surface 27 or 36, causing the two to contact. As previously mentioned, the stress relief groove at the top of the first limit block 50 allows the rubber at the top center of the first limit block to be transferred into the groove during impact, reducing the initial contact pressure and allowing the impact pressure to rise slowly, which helps improve impact comfort and eliminate impact noise.

[0057] As the upper mounting arm 43 continues to move in the Z+ direction, the first stopper 50 is further compressed. Due to the properties of rubber, the first stopper 50 becomes unable to move further after its height is compressed by approximately 60%. At this point, the stiffness in this direction approaches infinity, successfully limiting the position in this direction. This prevents the electric drive assembly from excessively moving on the vehicle and from colliding with surrounding components. The Z- direction movement characteristics are similar and will not be further elaborated here.

[0058] Taking the X+ (lateral) direction as an example, when the upper mounting arm is subjected to a force in this direction, this force is first transmitted to the secondary isolation unit 45 and sleeve 44. The secondary isolation unit 45 attenuates the overall vibration level by approximately 20% before transmitting the force to the main rubber spring 46. One side of the rubber is compressed, while the other side is stretched. Together, these two sides resist the external force. The main rubber spring 46 forms a "V" shape in this direction, forming an angle 1. In the X+ direction, the rubber body is subjected to both compression and shear components. A larger angle 1 increases the shear component and reduces the stiffness; a smaller angle increases the stiffness. In actual use, the ratio of compression and shear components to the rubber body can be adjusted by adjusting the angle 1, thereby adjusting the stiffness in this direction. When the external force reaches two-thirds of the total thickness of the rubber in this direction, the rubber can no longer be compressed, reaching its limit state. This direction also effectively restrains excessive displacement of the electric drive assembly.

[0059] Taking Y-direction movement as an example, when the upper mounting arm 43 is subjected to a Y-direction force, it pushes the second stopper block to move. When the external force reaches a certain level, the movement of the second stopper block 47 exceeds the gap between the second stopper block and the vehicle frame, causing the second stopper block to contact the vehicle frame, resulting in a restraining action and preventing further movement of the upper mounting arm. In the present invention, the second stopper block is also provided with a stress relief groove, which functions in the same way as described above.

[0060] When the upper mounting arm is subjected to the force of Y+, the upper mounting arm 43 transmits the force to the secondary vibration isolation unit 45, and further transmits it to the rubber main spring 46 through the sleeve 44. The secondary vibration isolation unit can reduce the overall vibration level by 20%; in the Y+ direction, the compressed rubber body also takes a "V" shape, forming an angle 2, and the rubber body is subjected to force components in the compression and shear directions at the same time. As mentioned above, the compression stiffness of rubber is about 4 times the shear stiffness. By adjusting the opening of the angle 2, the stiffness in this direction can also be adjusted. In traditional suspension cushions, the rubber body in this direction is usually only subjected to a single shear force component. When the upper mounting arm 43 continues to move in the Y+ direction, another symmetrically installed cushion is used to limit it in the present invention.

[0061] In summary, the four-cone suspension cushion assembly of the present invention incorporates a secondary vibration isolation rubber unit for vibration transmission, improving vibration isolation by approximately 20% compared to conventional rubber suspension structures, fully satisfying the higher NVH performance requirements of new energy heavy-duty trucks. Furthermore, the four-cone suspension cushion assembly of the present invention is subjected not only to shear forces but also to compression forces in all load directions, resulting in a progressive increase in lateral stiffness, effectively avoiding the impact sensation associated with hard-stop impact mounts. This also improves the limiting capability in this direction.

[0062] like Figure 13 The base 56 shown forms the foundation of the hydraulic mount. A connecting chamber 66 for mounting a liquid flow system is provided within its lower end. The liquid flow system is mounted within the connecting chamber 66. The front side of the base 56 above the connecting chamber is open. The rubber isolator 59 is mounted within the base and is located directly above the liquid flow system. A third upper limit surface 61 is provided at the top of the base. A third inner conical surface 63 is provided on the inner wall of the base 56, which matches the rubber isolator 59. Bolt holes 64 matching the fourth bolts 57 are provided on the rear end surface of the base on both sides of the third inner conical surface 63. The rear front cover 58 is connected to the front end surface of the base by the engagement of the fourth bolts 57 with the bolt holes 64, thereby confining the rubber isolator 59 within the base. A fourth inner conical surface 75 matching the rubber isolator is provided on the inner side of the rear front cover. Six bolt mounting holes 60 are also provided around the base for mounting to the vehicle frame.

[0063] like Figure 13 、 Figure 14 、 Figure 15 and Figure 16 and Figure 17The rubber vibration isolator 59 shown as a secondary assembly is composed of an upper connecting arm 79, a rubber elastic body 83 and an annular connecting plate 85. The top of the rubber elastic body faces the third upper limit surface and is flat. A connecting groove for connecting the upper connecting arm is opened on one side of the upper end of the rubber elastic body. One end of the upper connecting arm 79 extends into the connecting groove and is connected to the rubber elastic body through vulcanization. One end of the upper connecting arm 79 extends out of the base 56 and is opened on the second bolt hole 80 for connecting to the rear suspension active end bracket 4. The lower end of the rubber elastic body 83 extends from the top into the annular connecting plate 85 and is connected through vulcanization. The rubber elastic body is provided with an upper liquid chamber at the lower end thereof, and a through groove is provided at the bottom of the annular connecting plate relative to the position of the upper liquid chamber. The upper liquid chamber is connected to the liquid flow channel system, and the outer side wall of the annular connecting plate is provided with a third outer cone 85 matching the third inner cone and the fourth inner cone. An upper flange 84 and a lower flange 86 are provided on the annular connecting plates on the upper and lower sides of the third outer cone, respectively. A first upper card groove 62, a first lower card groove 65, a second upper card groove 74 and a second lower card groove 77 are respectively provided on the inner wall of the base 56 and the rear front end cover relative to the upper flange 84 and the lower flange 86.

[0064] like Figure 14 The liquid flow system shown is a secondary assembly, which is composed of a flow channel assembly 87, a leather cup 90 and a retaining ring 89. The flow channel assembly 87 is arranged on the top of the leather cup 90, and the lower end of the annular connecting plate is located on the flow channel assembly 87.

[0065] like Figure 14 、 Figure 15 、 Figure 16 、 Figure 17 、 Figure 18 、 Figure 19 、 Figure 20 、 Figure 21 and Figure 22The flow channel assembly 87 shown is a three-stage assembly, which specifically includes a flow channel cover plate 91, a decoupling diaphragm 96 and a flow channel structure body 88. A decoupling diaphragm installation chamber and a flow channel main channel groove 92 are opened on the top of the flow channel structure body. The flow channel main channel groove 92 is arranged on the outside of the decoupling diaphragm installation chamber. A positioning shaft 93 is provided at the center of the decoupling diaphragm installation chamber. The decoupling diaphragm 96 is installed in the decoupling diaphragm installation chamber through the positioning shaft 93. The flow channel cover plate 91 is embedded in the upper end of the flow channel structure body 88 and restricts the decoupling diaphragm 96 in the decoupling diaphragm installation chamber. A first auxiliary channel hole 95 is opened on the flow channel cover plate 91 at a position facing the decoupling diaphragm installation chamber. The bottom of the decoupling diaphragm installation chamber is opened. There is a second auxiliary channel hole 98, and the first auxiliary channel hole 95, the second auxiliary channel hole 98 and the gap between the decoupling diaphragm 96 and the decoupling diaphragm mounting chamber constitute a liquid auxiliary channel. The main channel groove 92 of the flow channel is an annular groove, and the two ends of the groove are not connected to each other. One end is set as a drainage surface 99, and a liquid inlet 94 is provided on the flow channel cover plate 91 directly above the drainage surface 99, and a liquid outlet 97 is provided at the other end. The liquid inlet 94, the main channel groove 92 of the flow channel and the liquid outlet 97 constitute the main liquid channel. The liquid inlet 94 and the first auxiliary channel hole 95 are both connected to the upper liquid chamber 102, and a lower liquid chamber 103 connected to the liquid outlet 94 and the second auxiliary channel hole 98 is provided in the lower end of the leather cup.

[0066] The operating principle of the hydraulic mount cushion assembly of the present invention is as follows: The upper mounting arm, bolted to the rear suspension active end bracket, can be considered the outer edge of the electric drive assembly. The base 56, also bolted to the vehicle frame, can be considered an extension of the frame. The rubber elastic body 83 and the flow channel assembly 87 provide support, vibration isolation, and position limiting for the electric drive assembly. For example, if the electric drive assembly experiences a transient Z-direction force, this force is subsequently transmitted to the upper mounting arm 79. Upon receiving this force, the upper mounting arm compresses the rubber elastic body 83 in the Z-direction, causing the rubber to elastically deform, providing vibration isolation and utilizing its own damping to dissipate vibration energy. Furthermore, this deformation of the rubber compresses the upper liquid chamber 102, reducing its volume and squeezing the liquid within. The liquid then flows through the main and auxiliary channels into the lower liquid chamber 103. As the liquid flows through the main channel groove 92, it rubs against the inner wall of the channel, producing a damping effect. However, the liquid does not experience any damping when passing through the auxiliary channels.

[0067] On the other hand, if there is a force in the Z+ direction on the upper mounting arm 79, the rubber elastic body 83 will move together, and the volume of the upper liquid chamber 102 will increase. The excess volume will form a vacuum and absorb the liquid in the lower liquid chamber 103. The liquid still flows through the two channels mentioned above.

[0068] In the present invention, the decoupling diaphragm is made of a very soft rubber material. If the upper mounting arm is used to move liquid at a low frequency and a large amplitude to impact the auxiliary channel, the decoupling diaphragm 96 will cause deformation. The deformed decoupling diaphragm will block the second auxiliary channel hole 98, so that the liquid can only flow through the main channel groove 92. During the flow process, frictional resistance will be generated between the liquid column and the inner wall of the main channel groove 92, attenuating the energy of the vibration, which manifests as a damping effect to the outside. As the excitation frequency increases, the excitation amplitude gradually decreases. At a certain critical situation, the liquid flows fastest, but the auxiliary channel is still blocked. At this time, the damping of the liquid reaches its maximum value.

[0069] As the vibration frequency continues to rise, the vibration amplitude continues to decrease. At this point, the force exerted by the liquid on the diaphragm gradually decreases, and the diaphragm's resistance to bending deformation exceeds this impact force. The diaphragm's deformation gradually recovers, and the gap between it and the auxiliary channel hole gradually increases, gradually restoring the auxiliary channel. However, the liquid molecules in the main channel tend to oscillate left and right along the original position, and the total amount of liquid entering and leaving the main channel decreases. Finally, at a certain critical frequency, the liquid molecules oscillate completely left and right along the original position, with no entry or exit of the main channel.

[0070] The following table is used as an example to better illustrate the influence of excitation frequency, amplitude and liquid state on the damping effect. This process is simply explained in four critical states: Frequency and amplitude critical state Main channel status Auxiliary channel status Liquid flow rate in the main channel Damping effect <12Hz,<0.7mm Open closure Gradually speed up Not obvious. As the frequency increases, the liquid flow rate increases and the damping increases. 12Hz, 0.5mm Open closure quick Obviously, all the liquid passes through the main channel, with the fastest flow rate and the damping reaching the peak. >12Hz, <0.3mm Open Open Gradually slow down As the frequency increases, the liquid molecules in the main channel tend to swing left and right in place, and the total amount of liquid in and out of the main channel becomes less and less. Therefore, the damping becomes lower and lower. >60Hz, <0.2mm closure Open stop Not obvious. When the frequency reaches a certain level, the liquid molecules only sway in place in the main channel without flowing. They cannot generate friction with the inner wall of the channel. Table 1: Damping effect display table under four critical states If the upper mounting arm 79 continues to move along the Z-direction, the rubber elastic body main spring 83 will be further compressed. When the rubber elastic body is compressed to about 60% of its height, it cannot be compressed further and is now in a limited state, which can limit the excessive shaking of the electric drive assembly in this direction. Similarly, if the upper mounting arm 79 moves along the Z+direction, the upper mounting arm 79 will drive the top flat limiting plane of the rubber elastic body 59 to move. If the movement distance exceeds the gap between the third upper limit surface 61 and the limiting plane, the two will contact each other. The third upper limit surface 61 is approximately a rigid surface, so the upper mounting arm 79 cannot move further. At this time, the electric drive assembly is also in a limited state in the Z+ direction. If there is no limiting feature in this direction, on the one hand, excessive movement in the Z+ direction will easily cause the rubber elastic body to overstretch and crack. On the other hand, it will also cause the electric drive assembly to shake too much in this direction.

[0071] In the hydraulic mount cushion assembly 2 of the present invention, no hard limit features in the X and Y directions are provided. This is because: 1. Compared with the diesel engine, the electric drive assembly is smaller and lighter, so setting limit switches in these two directions in the front suspension cushion assembly 1 is sufficient to meet the requirements.

[0072] 2. The rear suspension carries 65% of the total load, primarily bearing the force of Z-axis runout. Forces in other directions are relatively small, and the vehicle rarely requires suspension for hard limiting.

[0073] In summary, the hydraulic structure within the rear suspension cushion of the present invention fully compensates for the inherent damping shortcomings of a pure rubber structure. This effectively dissipates vibration energy on bumpy roads, ensuring greater handling stability for new energy heavy-duty trucks.

[0074] The above are merely preferred embodiments of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions based on the principles of the present invention are within the scope of protection of the present invention. It should be noted that for those skilled in the art, various improvements and modifications that do not depart from the principles of the present invention should be considered within the scope of protection of the present invention.

Claims

1. A new energy heavy truck power suspension system with a secondary vibration isolation and hydraulic structure, including a front suspension system and a rear suspension system, wherein the electric drive assembly is mounted on the vehicle frame through the front suspension system and the rear suspension system, and is characterized in that: The front suspension system is a pure rubber cushion suspension system. A front suspension system is symmetrically arranged on both sides of the front end of the electric drive assembly. The rear suspension system is a hydraulic resistance suspension cushion suspension system, which is specifically composed of two hydraulic suspension cushion assemblies and a rear suspension active end bracket. The rear suspension active end bracket is installed on the top of the rear end of the electric drive assembly through a second bolt. The two ends of the rear suspension active end bracket are detachably connected to a hydraulic suspension cushion assembly. The front suspension system is composed of four-stage components. The hydraulic suspension cushion assembly The pad assembly is composed of three-level components; the front suspension system and the hydraulic suspension cushion assembly are both used as a first-level assembly, wherein the front suspension system is specifically composed of a four-conical suspension cushion assembly and a front suspension active end bracket connected by a first bolt, the front suspension active end bracket is L-shaped, and a first connecting hole for connecting to an electric drive assembly is provided on one end away from the four-conical suspension cushion assembly, and the hydraulic suspension cushion assembly is specifically composed of a base, a third bolt, a rear front end cover, a liquid flow channel system and a rubber vibration isolator.

2. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 1 is characterized in that: The four-cone suspension cushion assembly serves as a secondary assembly, which specifically includes a front rear end cover, a front front end cover and a core body. The front front end cover is connected to the front rear end cover front and back and forms a cavity for installing the core body therebetween. The front rear end cover and the front front end cover are respectively provided with a first bolt mounting through hole and a second bolt mounting through hole matching the fifth bolt. The four-cone suspension cushion assembly is installed on the frame by the fifth bolt, and one end of the core body extends out of the front front end cover and is connected to the front suspension active end bracket.

3. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 2 is characterized in that: The front rear end cover is provided with six first bolt mounting through holes, four on the top and two on the bottom. The left and right sides of the front rear end cover are provided with first edge reinforcement ribs connected thereto as a whole. The first edge reinforcement ribs are provided with a first internal threaded hole connected to the core body. The upper and lower ends of the front rear end cover facing the front front end cover are respectively provided with a first upper limit surface and a first lower limit surface. A first inner conical surface is provided in the front rear end cover between the first upper limit surface and the first lower limit surface. A first outer conical surface is provided on the outer wall of the front rear end cover on the side away from the front front end cover, and a first card groove is also provided on the inner wall of the end of the front rear end cover away from the front front end cover.

4. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 3 is characterized in that: The front front end cover is provided with two internal threaded holes and four second bolt mounting through holes at positions corresponding to the six first bolt mounting through holes, the left and right sides of the front front end cover are provided with second edge reinforcement ribs connected thereto in one piece, the second edge reinforcement ribs are provided with second internal threaded holes, the upper and lower ends of the front front end cover facing the front rear end cover are respectively provided with a second upper limit surface and a second lower limit surface, a second inner conical surface is provided in the front front end cover between the second upper limit surface and the second lower limit surface, a second outer conical surface is provided on the outer wall of the front front end cover on the side away from the front rear end cover, and a second slot is also provided on the inner wall of one end of the front front end cover away from the front rear end cover.

5. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 4 is characterized in that: The core body is a three-stage assembly, which is integrally formed by vulcanization, and specifically includes a rubber main spring, a mounting arm assembly with a secondary vibration isolation unit, a rear connecting plate and a front connecting plate. Two arc-shaped contact portions connected thereto are symmetrically arranged on the left and right sides of the rubber main spring, the two arc-shaped contact portions located on the rear side are connected to the front rear end cover through the rear connecting plate, and the two arc-shaped contact portions located on the front side are connected to the front front end cover through the front connecting plate. The top and bottom of the rubber main spring are planar and each is provided with four first limit bumpers, and a cross-shaped stress release groove is provided on the end of the first limit bumper away from the rubber main spring, and a connecting plane is provided on the end of the mounting arm assembly with a secondary vibration isolation unit extending out of the front front end cover, and a mounting arm mounting hole matching the first bolt is provided on the connecting plane.

6. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 5 is characterized in that: The mounting arm assembly with the secondary vibration isolation unit is a four-stage assembly, which is composed of a sleeve, an upper mounting arm, a secondary vibration isolation rubber body and a second limit bumper. The upper mounting arm is composed of a sleeve mounting portion and a front suspension active end bracket connecting portion connected as one body. The sleeve is sleeved on the outside of the secondary vibration isolation rubber body, and the secondary vibration isolation rubber body is sleeved on the outside of the sleeve mounting portion. The sleeve and the secondary vibration isolation rubber body, as well as the secondary vibration isolation rubber body and the sleeve mounting portion are connected as one body through vulcanization. A central connecting hole for connecting the sleeve is provided at the center of the rubber main spring, and the sleeve is also fixed in the central connecting hole of the rubber main spring through vulcanization. The second limit bumper is fixed to the end of the secondary vibration isolation rubber body through vulcanization and is provided with a through hole relative to the position of the sleeve mounting portion. A stress release groove is also provided on the end of the second limit bumper away from the secondary vibration isolation rubber body.

7. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 1 is characterized in that: The base is the basis of the hydraulic suspension cushion, and a connecting chamber for installing a liquid flow channel system is arranged at its lower end. The liquid flow channel system is installed in the connecting chamber, and the front side of the base above the connecting chamber is open. The rubber vibration isolator is installed in the base and is located directly above the liquid flow channel system. A third upper limit surface is arranged at the top of the base, and a third inner conical surface matching the rubber vibration isolator is arranged on the inner wall of the base. Bolt holes matching the fourth bolts are arranged on the rear end surface of the base on the left and right sides of the third inner conical surface. The rear front end cover is connected to the front end surface of the base through the cooperation of the fourth bolt and the bolt hole and restricts the rubber vibration isolator in the base. The inner side of the rear front end cover is also provided with a fourth inner conical surface matching the rubber vibration isolator. Six bolt mounting holes for mounting on the frame are also arranged around the base.

8. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 7 is characterized in that: The rubber vibration isolator is a secondary assembly, which is composed of an upper connecting arm, a rubber elastic body and an annular connecting plate. The top of the rubber elastic body faces the third upper limit surface and is flat. A connecting groove for connecting the upper connecting arm is provided on one side of the upper end of the rubber elastic body. One end of the upper connecting arm extends into the connecting groove and is connected to the rubber elastic body through vulcanization. One end of the upper connecting arm extends out of the base and is provided with a second bolt hole for connecting the rear suspension active end bracket. The lower end of the rubber elastic body extends from the top into the annular connecting plate and is connected to the rubber elastic body through vulcanization. The rubber elastic body has an upper liquid chamber in its lower end, a through groove is formed at the bottom of the annular connecting plate relative to the upper liquid chamber, the upper liquid chamber is connected to the liquid flow channel system, the outer side wall of the annular connecting plate is configured as a third outer cone surface matching the third inner cone surface and the fourth inner cone surface, an upper flange and a lower flange are respectively provided on the annular connecting plates on the upper and lower sides of the third outer cone surface, and a first upper groove, a first lower groove, a second upper groove and a second lower groove are respectively provided on the inner walls of the base and the rear front end cover relative to the upper flange and the lower flange.

9. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 8 is characterized in that: The liquid flow channel system is a secondary assembly, which is composed of a flow channel assembly, a leather cup and a retaining ring. The flow channel assembly is arranged on the top of the leather cup, and the lower end of the annular connecting plate is seated on the flow channel assembly.

10. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 9 is characterized in that: The flow channel assembly is a three-stage assembly, which specifically includes a flow channel cover plate, a decoupling diaphragm and a flow channel structure body. A decoupling diaphragm installation chamber and a flow channel main channel groove are opened on the top of the flow channel structure body. The flow channel main channel groove is arranged on the outside of the decoupling diaphragm installation chamber. A positioning shaft is arranged at the center of the decoupling diaphragm installation chamber. The decoupling diaphragm is installed in the decoupling diaphragm installation chamber through the positioning shaft. The flow channel cover plate is embeddedly installed at the upper end of the flow channel structure body and restricts the decoupling diaphragm in the decoupling diaphragm installation chamber. A first auxiliary channel hole is opened on the flow channel cover plate facing the decoupling diaphragm installation chamber. The decoupling diaphragm installation chamber is provided with a first auxiliary channel hole. A second auxiliary channel hole is provided at the bottom of the chamber, and the first auxiliary channel hole, the second auxiliary channel hole and the gap between the decoupling diaphragm and the decoupling diaphragm mounting chamber constitute a liquid auxiliary channel. The main channel groove of the flow channel is an annular groove, and the two ends of the groove are not connected to each other. One end thereof is set as a drainage surface, and a liquid inlet is provided on the flow channel cover plate directly above the drainage surface, and a liquid outlet is provided at the other end thereof. The liquid inlet, the main channel groove of the flow channel and the liquid outlet constitute the main liquid channel, and the liquid inlet and the first auxiliary channel hole are both connected to the upper liquid chamber, and a lower liquid chamber connected to the liquid outlet and the second auxiliary channel hole is provided in the lower end of the leather cup.

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