A new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure

Abstract

The present invention relates to the technical field of new energy heavy trucks, and specifically relates to a new energy heavy truck power suspension system with a secondary vibration isolation and hydraulic structure, which includes 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 type suspension system. On both sides of the front end of the electric drive assembly, a front suspension system is symmetrically arranged. The rear suspension system is a liquid resistance suspension cushion type 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. In the present invention, the front suspension system adopts a front suspension cushion with a secondary vibration isolation unit, and the vibration isolation ability of high-frequency vibration is better improved through double-stage vibration isolation.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy heavy trucks, and more specifically to a new energy heavy truck powertrain mount system with a secondary vibration isolation and hydraulic structure. Background Art

[0002] The powertrain of a heavy truck is mounted on the frame through a mount system. As a key component of the powertrain installation integration, it plays an important role in the vehicle integration. The powertrain mount system has the following functions:

[0003] a). Support function. The support function is the most basic function of the mount system. The mount cushions jointly support the powertrain to ensure its position in the set space.

[0004] b). Limiting function. The mount system should be able to effectively limit the maximum displacement of the powertrain to avoid collisions and interferences between the powertrain and surrounding components, and ensure the normal operation of the powertrain.

[0005] c). Vibration isolation function. By using the elasticity and damping of rubber, the vibration transmission between the powertrain and the frame is reduced as much as possible to meet the requirements of vehicle ride comfort and driving comfort.

[0006] The basis for setting the stiffness of the powertrain mount system is the load borne by each mount in the system. On the basis of ensuring a certain pre-compression amount, a smaller load requires a lower stiffness, and in this case, a rubber material with a lower hardness can be selected. Conversely, a rubber material with a higher hardness is required.

[0007] New energy pure electric heavy trucks are an important development direction of heavy trucks. The technology of new energy pure electric heavy trucks is also constantly improving, from initially only meeting basic functions to currently increasingly pursuing higher ride comfort, higher performance, and longer battery life. Most of the mount cushions of pure electric heavy trucks on the market usually adopt a simple bushing structure or a pure rubber block mount structure of traditional diesel heavy trucks. These pure rubber mounts were previously designed for traditional fuel heavy trucks and do not take into account the following characteristics of pure electric heavy trucks and cannot be directly borrowed. The specific deficiencies are as follows:

[0008] 1. Insufficient NVH performance

[0009] There are still significant differences between the excitation forms of the electric drive assembly, the excitation forms of the engine, the mass inertia, etc. The vibration of traditional diesel engines is usually low-frequency vibration, with a vibration frequency generally in the range of 10 Hz to 50 Hz, while the vibration of the electric drive assembly is usually high-frequency excitation, with a vibration frequency generally in the range of 30 to 500 Hz. The existing suspension cushions of pure electric heavy trucks often adopt the method of converting from diesel to electric, and tend to meet a certain special method, without considering the structural differences between heavy truck diesel engines and motors, and the vibration forms (the former is low-frequency vibration and the latter is high-frequency vibration). This will result in the existing rubber block or bushing structures being unable to meet the NVH requirements of new energy heavy trucks.

[0010] 2. Insufficient anti-torsion and limiting capabilities of traditional converted-from-diesel-to-electric suspensions

[0011] The reverse gear of a pure electric heavy truck is achieved by reversing the motor, while the crankshaft of the diesel engine of a traditional heavy truck always rotates in a single direction. This requires the suspension to have limiting and vibration isolation requirements in both symmetric directions, rather than just having limiting and vibration isolation capabilities in a single direction. Moreover, as the output power and torque of the electric drive assembly become larger and larger, these traditional suspension structures cannot meet the anti-torsion and limiting functions, are damaged frequently, and have a very high failure rate.

[0012] The torque of the motor is constant and can reach the maximum torque at startup, while the torque of the diesel engine rises relatively slowly. These two have different lateral requirements for the front suspension. The lateral of the motor suspension requires a gradually increasing lateral stiffness characteristic to avoid the impact feeling of hitting the limit inside the suspension.

[0013] The suspensions of traditional diesel heavy trucks mainly consider the movement characteristics of the engine. For example, they are large in volume, heavy in weight, have a slow torque rise, and rotate in a single direction. They often adopt the rectangular rubber block structure, or simple bushing structure or herringbone structure in the existing inventions. However, these diesel engine suspension structures cannot meet the all-directional vibration isolation and limiting requirements of new energy heavy trucks.

[0014] 3. Insufficient self-damping of rubber materials

[0015] The existing vibration isolation units of pure electric new energy heavy trucks are all rubber block structures, using the damping of the rubber elastomer itself to dissipate the energy of vibration. This approach is common in the suspensions of heavy truck diesel engines because the diesel engine is heavy and has a large inertia, and its own vibration is not easily excited, but it is not applicable to the electric drive assembly. The internal damping of the rubber material of the traditional fuel heavy truck suspension is fixed, and the damping only inside the rubber is small, unable to meet the driving requirements of pure electric heavy trucks on different road surfaces. The rubber suspension structure of traditional fuel vehicles is simple and has weak vibration isolation ability, unable to meet the pursuit of ride comfort of new energy heavy trucks.

[0016] In summary, in order to meet the various performance requirements of pure electric heavy trucks and solve the various disadvantages of the engine mounts of converted electric heavy trucks, it is particularly important to design a new energy heavy truck dynamic engine mount system with a two-stage vibration isolation and hydraulic structure. Summary of the Invention

[0017] In order to solve the above problems, the present invention designs a new energy heavy truck dynamic engine mount system with a two-stage vibration isolation and hydraulic structure. The front engine mount system adopts a front engine mount cushion with a two-stage vibration isolation unit, which can better improve the vibration isolation ability of high-frequency vibration through double-stage vibration isolation.

[0018] To solve the above technical problems, the present invention provides a new energy heavy truck dynamic engine mount system with a two-stage vibration isolation and hydraulic structure, including a front engine mount system and a rear engine mount system. The electric drive assembly is installed on the frame through the front engine mount system and the rear engine mount system. The front engine mount system is a pure rubber cushion type engine mount system. Two front engine mount systems are symmetrically arranged on both sides of the front end of the electric drive assembly. The rear engine mount system is a fluid resistance cushion type engine mount system, which is specifically composed of two hydraulic engine mount cushion assemblies and a rear engine mount active end bracket. The rear engine mount active end bracket is installed on the top of the rear end of the electric drive assembly through a second bolt. A hydraulic engine mount cushion assembly is detachably connected to each end of the rear engine mount active end bracket. The front engine mount system is composed of four-level components, and the hydraulic engine mount cushion assembly is composed of three-level components. The front engine mount system and the hydraulic engine mount cushion assembly are both used as first-level assemblies. The front engine mount system is specifically composed of a four-cone surface engine mount cushion assembly and a front engine mount active end bracket connected by a first bolt. The front engine mount active end bracket is L-shaped, and a first connection hole for connecting the electric drive assembly is opened at one end away from the four-cone surface engine mount cushion assembly. The hydraulic engine mount 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.

[0019] Furthermore, the four-cone surface engine mount cushion assembly is used as a second-level 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 and rear and form a cavity for installing the core body between them. A first bolt installation through hole and a second bolt installation through hole matching the fifth bolt are respectively opened on the front rear end cover and the front front end cover. The four-cone surface engine mount cushion assembly is installed on the frame through the fifth bolt. One end of the core body extends out of the front front end cover and is connected to the front engine mount active end bracket.

[0020] Furthermore: Six first bolt mounting through holes, four on the upper side and two on the lower side, are provided on the front and rear end cover. First edge reinforcing ribs integrally connected thereto are provided on both the left and right sides of the front and rear end cover. First internal threaded holes connected to the core body are formed on the first edge reinforcing ribs. First upper limit surfaces and first lower limit surfaces are respectively provided at the upper and lower ends inside the front and rear end cover on the side facing the front end cover. A first internal conical surface is provided inside the front and rear end cover between the first upper limit surface and the first lower limit surface. A first external conical surface is provided on the outer wall of the front and rear end cover on the side away from the front end cover. A first clamping groove is further provided on the inner wall of the end of the front and rear end cover away from the front end cover.

[0021] Furthermore: Two internal threaded holes and four second bolt mounting through holes are provided on the front end cover at positions corresponding to the six first bolt mounting through holes. Second edge reinforcing ribs integrally connected thereto are provided on both the left and right sides of the front end cover. Second internal threaded holes are formed on the second edge reinforcing ribs. Second upper limit surfaces and second lower limit surfaces are respectively provided at the upper and lower ends inside the front end cover on the side facing the front and rear end cover. A second internal conical surface is provided inside the front end cover between the second upper limit surface and the second lower limit surface. A second external conical surface is provided on the outer wall of the front end cover on the side away from the front and rear end cover. A second clamping groove is further provided on the inner wall of the end of the front end cover away from the front and rear end cover.

[0022] Furthermore: The core body is a three - level assembly body, which is integrally formed by vulcanization. Specifically, it includes a rubber main spring, an installation arm assembly with a secondary vibration isolation unit, a rear connecting plate, and a front connecting plate. Two arc - shaped contact parts integrally connected thereto are symmetrically provided on each of the left and right sides of the rubber main spring. The two arc - shaped contact parts located at the rear are connected to the front and rear end cover through the rear connecting plate, and the two arc - shaped contact parts located at the front are connected to the front end cover through the front connecting plate. The top and bottom of the rubber main spring are flat, and four first limit bumpers are provided thereon. A cross - shaped stress release groove is provided at one end of the first limit bumper away from the rubber main spring. A connecting plane is provided at one end of the installation arm assembly with a secondary vibration isolation unit extending out of the front end cover. Mounting arm mounting holes matching the first bolts are formed on the connecting plane.

[0023] Furthermore: The mounting arm assembly with the secondary vibration isolation unit, as a four-level assembly, 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 formed by integrally connecting a sleeve mounting portion and a front suspension active end bracket connecting portion. 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. Both between the sleeve and the secondary vibration isolation rubber body and between the secondary vibration isolation rubber body and the sleeve mounting portion are integrally connected by vulcanization. A central connection hole for connecting the sleeve is opened at the center of the rubber main spring, and the sleeve is also fixed in the central connection hole of the rubber main spring by vulcanization. The second limit bumper is fixed at the end of the secondary vibration isolation rubber body by vulcanization, and a through hole is opened at its position relative to the sleeve mounting portion. A stress relief groove is also opened at one end of the second limit bumper away from the secondary vibration isolation rubber body.

[0024] Furthermore: The base is the foundation of the hydraulic mount cushion. A connection chamber for installing the liquid flow channel system is provided inside its lower end. The liquid flow channel system is installed in the connection chamber. The front side of the base above the connection chamber is open. The rubber vibration isolation body 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 inside the base. A third inner conical surface matching the rubber vibration isolation body is provided on the inner wall of the base. Bolt holes matching the fourth bolts are opened on the rear end faces of the base on both sides of the third inner conical surface. The rear front cover is connected to the front end face of the base through the cooperation of the fourth bolts and the bolt holes and confines the rubber vibration isolation body in the base. A fourth inner conical surface matching the rubber vibration isolation body is also provided on the inner side of the rear front cover. Six bolt mounting holes for mounting to the vehicle frame are opened around the base.

[0025] Furthermore: The rubber vibration isolation body, as a two-level assembly, 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 opened 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 integrally connected to the rubber elastic body by vulcanization. One end of the upper connecting arm extends out of the base and a second bolt hole for connecting the rear suspension active end bracket is opened on it. The lower end of the rubber elastic body extends into the annular connecting plate from above and is integrally connected by vulcanization. An upper liquid chamber is opened inside the lower end of the rubber elastic body. A through groove is opened at the position of the annular connecting plate relative to the upper liquid chamber. The upper liquid chamber is communicated with the liquid flow channel system. The outer side wall of the annular connecting plate is set as a third outer conical surface matching the third inner conical surface and the fourth inner conical surface. Upper flanges and lower flanges are respectively provided on the annular connecting plate on both sides of the third outer conical surface. First upper card slots, first lower card slots, second upper card slots, and second lower card slots are respectively opened on the inner walls of the base and the rear front cover at positions relative to the upper flanges and the lower flanges.

[0026] 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 seated on the flow channel assembly.

[0027] Still further: The flow channel assembly is a tertiary assembly, which specifically includes a flow channel cover plate, a decoupling diaphragm, and a flow channel structure main body. A decoupling diaphragm installation chamber and a main flow channel groove are provided at the top of the flow channel structure main body. The main flow channel groove is arranged outside 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 and installed at the upper end of the flow channel structure main body and confines the decoupling diaphragm in the decoupling diaphragm installation chamber. A first auxiliary channel hole is provided at the position on the flow channel cover plate facing the decoupling diaphragm installation chamber. A second auxiliary channel hole is provided at the bottom of the decoupling diaphragm installation chamber. The first auxiliary channel hole, the second auxiliary channel hole, and the gap between the decoupling diaphragm and the decoupling diaphragm installation chamber form a liquid auxiliary channel. The main flow channel groove is an annular groove, and the two ends of the groove are not connected to each other. One end of it is provided with a drainage curved surface, and a liquid inlet is provided on the flow channel cover plate directly above the drainage curved surface. The other end is provided with a liquid outlet. The liquid inlet, the main flow channel groove, and the liquid outlet form a liquid main channel. The liquid inlet and the first auxiliary channel hole are both communicated with the upper liquid chamber. A lower liquid chamber communicated with the liquid outlet and the second auxiliary channel hole is arranged inside the lower end of the leather cup.

[0028] After adopting the above structure, the present invention has the following beneficial effects:

[0029] 1. The front suspension system in the present invention adopts a front suspension soft pad with a secondary vibration isolation unit, and the vibration isolation ability of high-frequency vibration is better improved through double-stage vibration isolation.

[0030] 2. The front suspension soft pad assembly in the present invention not only receives a shear force component but also a compression force component laterally, and the lateral stiffness has a gradually increasing characteristic, effectively avoiding the impact feeling of suspension limit. At the same time, the limit ability in this direction is improved.

[0031] 3. The present invention introduces a suspension soft pad assembly with a hydraulic structure, and uses the frictional damping of liquid flow to dissipate vibration energy together, ensuring better handling stability of new energy heavy trucks. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] The present invention will be further described in detail below in conjunction with the drawings and specific embodiments.

[0033] Figure 1 It is a usage structure diagram of the present invention.

[0034] Figure 2 It is a three-dimensional structure diagram of the front suspension system.

[0035] Figure 3 It is an assembly diagram of the front suspension system.

[0036] Figure 4 It is a structure diagram of the four-cone surface suspension cushion assembly.

[0037] Figure 5 It is an inner side schematic diagram of the front-mounted rear end cover.

[0038] Figure 6 It is an outer side schematic diagram of the front-mounted rear end cover.

[0039] Figure 7 It is an outer side schematic diagram of the front-mounted front end cover.

[0040] Figure 8 It is an inner side schematic diagram of the front-mounted front end cover.

[0041] Figure 9 It is a three-dimensional structure diagram of the mounting arm assembly.

[0042] Figure 10 It is a front view sectional view of the four-cone surface suspension cushion assembly.

[0043] Figure 11 It is a top view sectional view of the four-cone surface suspension cushion assembly after removing the front-mounted rear end cover and the front-mounted front end cover.

[0044] Figure 12 It is a structure diagram of the rear suspension system.

[0045] Figure 13 It is a three-dimensional structure diagram of the hydraulic suspension cushion assembly.

[0046] Figure 14 It is an assembly diagram of the hydraulic suspension cushion assembly.

[0047] Figure 15 It is a structural schematic diagram of the base.

[0048] Figure 16 It is a structural schematic diagram of the rear-mounted front end cover.

[0049] Figure 17 It is a three-dimensional structure diagram of the rubber vibration isolator.

[0050] Figure 18 It is a front view sectional view of the hydraulic suspension cushion assembly.

[0051] Figure 19 It is a three-dimensional structure diagram of the flow channel assembly.

[0052] Figure 20 It is a top view structural diagram of the flow channel cover plate.

[0053] Figure 21 It is a three-dimensional structure diagram of the main body of the flow channel structure.

[0054] Figure 22 It is a structure diagram of the decoupling diaphragm.

[0055] In the figure: 1 is the four-cone surface suspension cushion assembly, 2 is the hydraulic suspension cushion assembly, 3 is the front suspension active end bracket, 4 is the rear suspension active end bracket, 5 is the first connection hole, 6 is the first bolt, 7 is the fifth bolt, 8 is the second bolt, 11 is the second bolt installation through hole, 12 is the front-end rear cover, 13 is the front-end front cover, 16 is the rear connecting plate, 19 is the front connecting plate, 20 is the second bolt installation through hole, 21 is the connecting plane, 22 is the installation arm installation hole, 23 is the first bolt installation through hole, 24 is the first internal thread hole, 25 is the first edge reinforcing rib, 26 is the first outer cone surface, 27 is the first upper limit surface, 28 is the first inner cone surface, 29 is the first lower limit surface, 30 is the first card slot, 31 is the second internal thread hole, 32 is the second edge reinforcing rib, 33 is the second outer cone surface, 34 is the second lower limit surface, 35 is the second inner cone surface, 36 is the second upper limit surface, 37 is the second card slot, 43 is the upper installation arm, 44 is the sleeve, 45 is the secondary vibration isolation rubber body, 46 is the rubber main spring, 47 is the second limit bumper, 50 is the first limit bumper, 56 is the base, 57 is the third bolt, 58 is the rear-end front cover, 59 is the rubber vibration isolation body, 60 is the bolt installation hole, 61 is the third upper limit surface, 62 is the first upper card slot, 63 is the third inner cone surface, 64 is the bolt hole, 65 is the first lower card slot, 66 is the connection chamber, 74 is the second upper card slot, 75 is the fourth inner cone surface, 77 is the second lower card slot, 79 is the upper connecting arm, 80 is the second bolt hole, 83 is the rubber elastic body, 84 is the upper flanging, 85 is the annular connecting plate, 86 is the lower flanging, 87 is the flow channel assembly, 88 is the main body of the flow channel structure, 89 is the retaining ring, 90 is the leather cup, 91 is the flow channel cover plate, 92 is the main flow channel groove of the flow channel, 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 curved surface, 100 is the electric drive assembly, 101 is the vehicle frame, 102 is the upper liquid chamber, 103 is the lower liquid chamber. Specific embodiments

[0056] Such as Figure 1 、 Figure 2 And Figure 12A new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure as shown in the figure includes a front suspension system and a rear suspension system. The electric drive assembly 100 is installed on the vehicle frame 101 through the front suspension system and the rear suspension system. The front suspension system is a pure rubber cushion type suspension system. On both sides of the front end of the electric drive assembly 100, a front suspension system is symmetrically arranged on each side. The rear suspension system is a liquid resistance suspension cushion type 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 through the second bolt 8. At both ends of the rear suspension active end bracket 4, a hydraulic suspension cushion assembly 2 is detachably connected. The front suspension system is composed of four-level components, and the hydraulic suspension cushion assembly 2 is composed of three-level components. The front suspension system and the hydraulic suspension cushion assembly 2 both serve as first-level assemblies. Specifically, the front suspension system is composed of a four-cone surface suspension cushion assembly 1 and a front suspension active end bracket 3 connected by the first bolt 6. The front suspension active end bracket is L-shaped, and a first connection hole 5 for connecting the electric drive assembly is opened at one end away from the four-cone surface 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 isolation body 59. A hydraulic structure is arranged in the hydraulic suspension cushion assembly of the present invention, which fully makes up for the shortcoming of insufficient self-damping of the pure rubber structure. In this way, the vibration energy can be better dissipated on bumpy roads, ensuring better driving smoothness of the new energy heavy truck.

[0057] As Figure 3 and Figure 4 shown, the four-cone surface suspension cushion assembly 1 serves as a second-level 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 them. The front rear end cover 12 and the front front end cover 13 are respectively provided with a first bolt installation through hole 23 and a second bolt installation through hole 20 that match the fifth bolt 7. The four-cone surface suspension cushion assembly 1 is installed on the vehicle frame 101 through the fifth bolt 7. 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.

[0058] As Figure 5 and Figure 6On the front and rear end cover 12 shown, there are a total of six first bolt mounting through holes 23, four on the top and two on the bottom. On both the left and right sides of the front and rear end cover 12, there are first edge reinforcing ribs 25 integrally connected thereto. First internal threaded holes 24 connected to the core body are provided on the first edge reinforcing ribs 25. At the upper and lower ends inside the front and rear end cover 12 on the side facing the front end cover 13, there are respectively a first upper limit surface 27 and a first lower limit surface 29. A first internal conical surface 28 is provided inside the front and rear end cover 12 between the first upper limit surface 27 and the first lower limit surface 29. A first external conical surface 26 is provided on the outer wall of the front and rear end cover on the side away from the front end cover. A first card slot 30 is further provided on the inner wall of the end of the front and rear end cover 12 away from the front end cover 13.

[0059] As Figure 7 and Figure 8 On the front end cover shown, two internal threaded holes 20 and four second bolt mounting through holes 11 are provided at positions corresponding to the six first bolt mounting through holes 23. On both the left and right sides of the front end cover, there are second edge reinforcing ribs 32 integrally connected thereto. Second internal threaded holes 31 are provided on the second edge reinforcing ribs. At the upper and lower ends inside the front end cover 13 on the side facing the front and rear end cover 12, there are respectively a second upper limit surface 36 and a second lower limit surface 34. A second internal conical surface 35 is provided inside the front end cover 13 between the second upper limit surface 36 and the second lower limit surface 34. A second external conical surface 33 is provided on the outer wall of the front end cover on the side away from the front and rear end cover. A second card slot 37 is further provided on the inner wall of the end of the front end cover 13 away from the front and rear end cover 12.

[0060] As Figure 3 , Figure 10 and Figure 11The shown core body is a three - level assembly, which is integrally formed by vulcanization. Specifically, it includes 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. On the left and right sides of the rubber main spring 46, two symmetrical arc - shaped contact parts connected to it are arranged respectively. The two arc - shaped contact parts located at the rear are connected to the front - mounted rear end cover 12 through the rear connecting plate 16, and the two arc - shaped contact parts located at the front are connected to the front - mounted front end cover 13 through the front connecting plate 19. Between the rear connecting plate and the first edge reinforcing rib and between the front connecting plate and the second edge reinforcing rib, they are all connected through bolt assemblies. The top and bottom of the rubber main spring are flat, and four first limit bumpers 50 are arranged on each of them. A cross - shaped stress - relief groove is arranged at one end of the first limit bumper away from the rubber main spring. A connecting plane 21 is arranged at one end of the mounting arm assembly with a secondary vibration isolation unit extending out of the front - mounted front end cover. An arm mounting hole 22 matching the first bolt 6 is arranged on the connecting plane 21. The function of the stress - relief groove is to prevent the contact stiffness at the top of the bumper from being too large instantly after hitting the limit surface 27. Without this groove, during the impact instant, the rubber in the middle of the bumper has nowhere to transfer and will accumulate together, resulting in an increase in the impact instantaneous stiffness. In addition, this groove also plays a role in suppressing impact noise. The four - conical surface suspension cushion assembly of the present invention has a secondary vibration isolation unit, which can additionally improve the high - frequency vibration isolation ability by about 20%. By adopting double - stage vibration isolation, it can better filter the high - frequency vibration of the motor. Moreover, after the four - conical surface suspension cushion assembly of the present invention adopts the above - mentioned structure, the structure in all movement directions is in a herringbone shape. In terms of force, there are both compression components and shear components, and the stiffness increase in each direction is in a progressive manner, improving the vibration isolation ability in each movement direction. And a hard - limit characteristic is provided in each direction to avoid excessive displacement of the electric drive assembly.

[0061] Flanging structures are arranged on the rear connecting plate 16 and the front connecting plate 19, which play a positioning role through the flanging structures to ensure that the core body will not deflect after installation. Under driving conditions, these four flanging structures also play a role in restricting the core body. During the driving process of the vehicle, it is ensured that the rear connecting plate and the front connecting plate still fit tightly with the inner conical surfaces of the front - mounted rear end cover and the front - mounted front end cover during the process of the core body being subjected to forces in all directions, so as to prevent wear and impact noise between the two.

[0062] As Figure 3 and Figure 9The mounting arm assembly with a secondary vibration isolation unit shown is a four - level 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 a secondary vibration isolation unit is a non - detachable vulcanized structure. The upper mounting arm 43 is composed of a sleeve mounting part and a front suspension active end bracket connecting part connected as a whole. The sleeve 44 is sleeved outside the secondary vibration isolation rubber body 45, and the secondary vibration isolation rubber body 45 is sleeved outside the sleeve mounting part. Both between the sleeve and the secondary vibration isolation rubber body and between the secondary vibration isolation rubber body and the sleeve mounting part are connected as a whole by vulcanization. A central connection hole for connecting the sleeve 44 is opened at the center of the rubber main spring. The sleeve 44 is also fixed in the central connection hole of the rubber main spring by vulcanization. The second limit bumper is fixed at the end of the secondary vibration isolation rubber body by vulcanization, and a through - hole is opened at its position relative to the sleeve mounting part. A stress - release groove is also opened at one end of the second limit bumper away from the secondary vibration isolation rubber body.

[0063] The working principle of the front suspension system in the present invention is as follows: Taking the Z + (vertical) movement as an example, after the front suspension active end bracket 3 is installed together with the electric drive assembly, it can be regarded as a part of the electric drive assembly. After the front suspension active end bracket 3 receives a Z + impact, this force is sequentially transmitted to the secondary vibration isolation rubber body 45 and the sleeve 44. The secondary vibration isolation unit 45 can weaken the overall vibration energy by about 20%. After the rubber main spring 46 receives the force transmitted by the sleeve 44, it will deform itself. The rubber main spring 46 is divided into front and rear parts, and the loads borne by these two parts are the same. Because both of these front and rear parts are circular arc structures and are standing circular arcs, the main component in the form of force acting is the shear load, and there is also a compressive load accompanying it. The former accounts for about 75% and the latter accounts for about 25%. Since when the rubber body generates the same displacement, the force required for shear deformation is about 1 / 4 times that of compressive deformation. Therefore, in the present invention, the Z - direction load - bearing of the pure rubber soft - pad type suspension system mainly utilizes the shear action form of the rubber elastomer, rather than the compressive action form of the suspension soft - pad of traditional fuel vehicles in this direction. In this way, the stiffness in this direction can be reduced by more than about 30%, which helps to improve the vibration isolation performance in the Z direction. When the rubber is deformed under an external force, it can use its own deformation to buffer the external force and use its own damping to convert it into its own heat and dissipate it. In this way, this external force will not be directly transmitted to the rear end cover 12 and the front end cover 13, realizing the vibration isolation function of the rubber.

[0064] If the force in the Z+ direction continues to increase and the deformation of the rubber main spring 46 exceeds the gap between the upper plane of the first limit bumper 50 and the upper limit surface 27 or 36, then the two will come into contact. As mentioned above, the stress relief groove at the top of the first limit bumper 50 allows the rubber at the center of the top of the first limit bumper to transfer into the groove during impact, reducing the initial contact pressure and allowing the impact pressure to rise slowly, which helps to improve the comfort of the impact and can eliminate the impact noise.

[0065] When the upper mounting arm 43 continues to move in the Z+ direction, the first limit bumper 50 is further compressed. Due to the characteristics of rubber, when approximately 60% of the height of the first limit bumper 50 itself is compressed, it can no longer move further. At this time, the stiffness in this direction tends to infinity, and limit can be successfully achieved in this direction. This can prevent the electric drive assembly from having excessive displacement on the vehicle and prevent the electric drive assembly from colliding with surrounding components. The movement characteristics in the Z- direction are the same and will not be elaborated here.

[0066] Taking the X+ (lateral) movement as an example, when the upper mounting arm is subjected to a force in this direction, similarly, this force is first transmitted to the secondary vibration isolation unit 45 and the sleeve 44. After the secondary vibration isolation unit 45 weakens the overall vibration level by about 20%, it is further transmitted to the rubber main spring 46. One side of the rubber is compressed and the other side is stretched. Together, they resist this external force. The rubber main spring 46 is in a "V" shape in this direction, forming an angle 1. In the X+ direction, the rubber body is simultaneously subjected to the acting forces of compression and shear components. If the opening of the angle 1 is larger, the shear component received by the rubber body is larger and the stiffness is lower. Conversely, the stiffness is higher. In actual use, the ratio of the compression and shear components received by the rubber body can be adjusted by adjusting the opening of the angle 1, thereby adjusting the stiffness in this direction. When the external force moves along this direction to 2 / 3 of the total thickness of the rubber in this direction, the rubber can no longer be compressed and is in an extreme state. In this direction, the excessive displacement of the electric drive assembly can also be effectively restricted.

[0067] Taking the Y- (lateral) movement as an example, when the upper mounting arm 43 is subjected to a force in the Y- direction, it will push the second limit bumper to move. When the external force reaches a certain level, the movement amount of the second limit bumper 47 exceeds the gap between the second limit bumper and the vehicle frame, and the second limit bumper contacts the vehicle frame, generating a limiting effect. At this time, the upper mounting arm cannot move further. In the present invention, a stress relief groove is also provided on the second limit bumper, and the function is the same as above.

[0068] When the upper mounting arm is subjected to the force of Y+, the upper mounting arm 43 transfers the force to the secondary vibration isolation unit 45, and then further transfers the force 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 is also in a "V" shape, forming an angle 2, and the rubber body is subjected to force components in both the compression and shear directions. As mentioned above, the compression stiffness of the 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 the position in the present invention.

[0069] In summary, the four-cone suspension cushion assembly in the present invention introduces a secondary vibration isolation rubber isolation unit in the transmission of vibration, which can improve the vibration isolation capacity by about 20% compared with the transmitted rubber suspension structure, fully meeting the higher pursuit of NVH performance of new energy heavy trucks. In addition, the four-cone suspension cushion assembly in the present invention is not only subjected to shear force components in all force directions, but also to compression force components, and the lateral stiffness has a progressive increase characteristic, which effectively avoids the impact of the hard limit of the impact suspension. At the same time, the limit capacity in this direction is improved.

[0070] like Figure 13 The base 56 shown is the basis of the hydraulic suspension cushion, and a connecting chamber 66 for installing a liquid flow channel system is provided at its lower end. The liquid flow channel system is installed in the connecting chamber 66, and the front side of the base 56 above the connecting chamber is open. The rubber vibration isolator 59 is installed in the base and is located directly above the liquid flow channel system. A third upper limit surface 61 is provided at the top of the base, and a third inner conical surface 63 matching the rubber vibration isolator 59 is provided on the inner wall of the base 56. Bolt holes 64 matching the fourth bolts 57 are provided on the rear end surface of the base on the left and right sides of the third inner conical surface 63. The rear front end cover 58 is connected to the front end surface of the base through the cooperation of the fourth bolts 57 and the bolt holes 64 and restricts the rubber vibration isolator 59 in the base. The inner side of the rear front end cover is also provided with a fourth inner conical surface 75 matching the rubber vibration isolator. Six bolt mounting holes 60 for mounting to the frame are also provided around the base.

[0071] like Figure 13 , Figure 14 , Figure 15 and Figure 16 and Figure 17The rubber vibration isolator 59 shown is a secondary assembly, which is composed of an upper connecting arm 79, a rubber elastomer 83 and an annular connecting plate 85. The top of the rubber elastomer faces the third upper limit surface and is planar. A connecting groove for connecting the upper connecting arm is provided on one side of the upper end of the rubber elastomer. One end of the upper connecting arm 79 extends into the connecting groove and is integrally connected to the rubber elastomer by vulcanization. One end of the upper connecting arm 79 extends out of the base 56 and is provided with a second bolt hole 80 for connecting the rear suspension active end bracket 4. The lower end of the rubber elastomer 83 extends into the annular connecting plate 85 from above and is integrally connected by vulcanization. An upper liquid chamber is provided inside the lower end of the rubber elastomer. A through groove is provided at the bottom of the annular connecting plate at a position corresponding to the upper liquid chamber. The upper liquid chamber is communicated with the liquid flow path system. The outer side wall of the annular connecting plate is provided with a third outer conical surface 85 that matches the third inner conical surface and the fourth inner conical surface. Upper flanges 84 and lower flanges 86 are respectively provided on the annular connecting plate on both sides of the upper and lower sides of the third outer conical surface. First upper clamping grooves 62, first lower clamping grooves 65, second upper clamping grooves 74 and second lower clamping grooves 77 are respectively provided on the inner walls of the base 56 and the rear front end cover at positions corresponding to the upper flanges 84 and the lower flanges 86.

[0072] As Figure 14 shown, the liquid flow path system is a secondary assembly, which is composed of a flow path assembly 87, a leather cup 90 and a retaining ring 89. The flow path assembly 87 is arranged on the top of the leather cup 90. The lower end of the annular connecting plate is seated on the flow path assembly 87.

[0073] As Figure 14 、 Figure 15 、 Figure 16 、 Figure 17 、 Figure 18 、 Figure 19 、 Figure 20 、 Figure 21 and Figure 22The shown runner assembly 87 is a three-stage assembly, which specifically includes a runner cover plate 91, a decoupling diaphragm 96, and a runner structure main body 88. A decoupling diaphragm installation chamber and a main runner channel groove 92 are provided at the top of the runner structure main body. The main runner channel groove 92 is arranged outside 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 into the decoupling diaphragm installation chamber through the positioning shaft 93. The runner cover plate 91 is embedded and installed at the upper end of the runner structure main body 88 to limit the decoupling diaphragm 96 within the decoupling diaphragm installation chamber. A first auxiliary channel hole 95 is provided at the position on the runner cover plate 91 facing the decoupling diaphragm installation chamber. A second auxiliary channel hole 98 is provided at the bottom inside the decoupling diaphragm installation chamber. The first auxiliary channel hole 95, the second auxiliary channel hole 98, and the gap between the decoupling diaphragm 96 and the decoupling diaphragm installation chamber form a liquid auxiliary channel. The main runner channel groove 92 is an annular groove, and the two ends of the groove are not connected to each other. One end of it is provided with a drainage curved surface 99. A liquid inlet 94 is provided on the runner cover plate 91 directly above the drainage curved surface 99. The other end is provided with a liquid outlet 97. The liquid inlet 94, the main runner channel groove 92, and the liquid outlet 97 form a liquid main channel. The liquid inlet 94 and the first auxiliary channel hole 95 are both connected to the upper liquid chamber 102. A lower liquid chamber 103 connected to the liquid outlet 94 and the second auxiliary channel hole 98 is provided inside the lower end of the leather cup.

[0074] The working principle of the hydraulic mount cushion assembly in the present invention is as follows: After the upper mounting arm is connected to the rear mount active end bracket through bolts, it can be regarded as the outer edge part of the electric drive assembly. The base 56 is also connected to the vehicle frame through bolts and can be regarded as the extension part of the vehicle frame. The rubber elastomer 83 and the runner assembly 87 are used to provide the support, vibration isolation, and limiting capabilities for the electric drive assembly. Taking the movement in the Z- direction as an example, if there is a transient force in the Z- direction on the electric drive assembly, then subsequently this force will be transmitted to the upper mounting arm 79. After receiving this force, the upper mounting arm will compress the rubber elastomer 83 and move in the Z- direction. The rubber undergoes elastic deformation to provide vibration isolation capabilities and uses its own damping to dissipate the energy of vibration. In addition, the deformation of the rubber will squeeze the upper liquid chamber 102. The volume of the upper liquid chamber decreases and squeezes the liquid inside. At this time, the liquid enters the lower liquid chamber 103 through the main channel and the auxiliary channel. When the liquid flows through the main runner channel groove 92, it will generate friction with the inner wall of the channel, showing a damping effect externally, while there is no damping effect when the liquid passes through the auxiliary channel.

[0075] Conversely, if there is a force in the Z+ direction on the upper mounting arm 79, it will drive the rubber elastomer 83 to move together. The volume of the upper liquid chamber 102 will increase, and the extra volume will form a vacuum and suck the liquid in the lower liquid chamber 103 into it. The liquid still flows through the above two channels.

[0076] In the present invention, the decoupling diaphragm is made of very soft rubber material. If the upper mounting arm moves with a large amplitude at a low frequency, the liquid impact on the auxiliary channel will cause the decoupling diaphragm 96 to deform. After deformation, the decoupling diaphragm will block the second auxiliary channel hole 98. In this way, the liquid can only flow through the main channel groove 92 of the flow channel. During the flowing process, frictional resistance will be generated between the liquid column and the inner wall of the main channel groove 92 of the flow channel, attenuating the energy of vibration, which externally manifests as a damping effect. As the excitation frequency increases and the excitation amplitude gradually decreases, in a certain critical situation, the liquid flows fastest, but at this time the auxiliary channel is still blocked, and the damping of the liquid reaches the maximum value at this time.

[0077] As the vibration frequency continues to increase, the vibration amplitude will also continue to decrease. At this time, the force of the liquid impacting the diaphragm gradually decreases, and the force of the diaphragm resisting bending deformation is higher than this impact force. The deformation of the diaphragm gradually recovers, and the gap between the diaphragm and the auxiliary channel hole gradually increases, gradually restoring the auxiliary channel. However, the liquid molecules in the main channel increasingly tend to swing left and right in place, and the total amount of liquid flowing in and out of the main channel is also less and less. Eventually, at a certain critical frequency, the liquid molecules completely swing left and right in place without flowing in and out of the main channel.

[0078] The following table is taken as an example to better illustrate the influence of the excitation frequency, amplitude and the state of the liquid on the damping effect. This process is simply described in four critical states:

[0079] Frequency and amplitude critical state Main channel state Auxiliary channel state Flow velocity of liquid in the main channel Damping effect <12 Hz, <0.7 mm Open Closed Gradually accelerating Not obvious. As the frequency increases, the liquid flow velocity increases and the damping increases 12 Hz, 0.5 mm Open Closed Fast Obvious. All the liquid passes through the main channel, and the flow velocity is the fastest, and the damping reaches the peak value >12 Hz, <0.3 mm Open Open Gradually slowing down As the frequency increases, the liquid molecules in the main channel tend to swing left and right in place more and more, and the total amount of liquid flowing in and out of the main channel becomes less and less. Therefore, the damping becomes lower and lower >60 Hz, <0.2 mm Closed Open Stop Not obvious. When the frequency is high to a certain extent, the liquid molecules only shake in place in the main channel without flowing. They cannot generate frictional force with the inner wall of the channel

[0080] Table 1: Damping effect display table in four critical states

[0081] If the upper mounting arm 79 continues to move along Z-, the main spring 83 of the rubber elastomer is further compressed. When the rubber elastomer is compressed by about 60% of its height, it cannot be further compressed. At this time, it is in a limit state, which can limit the excessive sway of the electric drive assembly in this direction. Similarly, if the upper mounting arm 79 moves along Z+, the upper mounting arm 79 will drive the limiting plane on the top plane of the rubber elastomer 59 to move. If the moving distance exceeds the gap between the third upper limit plane 61 and the limiting plane, the two will come into contact. The third upper limit plane 61 is approximately a rigid plane, so the upper mounting arm 79 cannot move further. At this time, the electric drive assembly is also in a limit state in the Z+ direction. If there is no limiting feature in this direction, on the one hand, excessive movement in the Z+ direction is likely to cause excessive stretching of the rubber elastomer, resulting in cracking. On the other hand, it also causes excessive sway of the electric drive assembly in this direction.

[0082] In the hydraulic mount cushion assembly 2 of the present invention, hard limiting features in the X direction and Y direction are not provided. The reason is as follows:

[0083] 1. The electric drive assembly is smaller in volume and lighter in weight compared with a diesel engine. It is sufficient to set the limits in these two directions only within the front suspension cushion assembly 1 to meet the requirements.

[0084] 2. The load borne by the rear mount accounts for 65% of the total load, and mainly bears the acting force of Z-direction jounce. The acting forces in other directions are relatively small, and there are very few working conditions where the vehicle requires hard limits for the mounts.

[0085] In summary, in the present invention, a hydraulic structure is provided inside the rear suspension cushion, which fully compensates for the disadvantage of insufficient self-damping of the pure rubber structure. In this way, vibration energy can be better dissipated on bumpy roads, ensuring better handling stability of new energy heavy trucks.

[0086] The above are only the preferred embodiments of the present invention. The protection scope of the present invention is not limited to the above embodiments. All technical solutions falling within the concept of the present invention belong to the protection scope of the present invention. It should be noted that for those of ordinary skill in the art, several improvements and refinements made without departing from the principle of the present invention should be regarded as within the protection scope 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-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 connection hole for connecting to an electric drive assembly is provided on one end thereof 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; The four-cone suspension cushion assembly is 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 and rear 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 installation through hole and a second bolt installation through hole matching the fifth bolt. The four-cone suspension cushion assembly is installed on the vehicle 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; 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.

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 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.

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 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.

4. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 1 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.

5. 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.

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 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.

7. The new energy heavy truck power suspension system with secondary vibration isolation and hydraulic structure according to claim 6 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.

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 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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