Modularized new energy heavy truck power suspension system and vehicle

Abstract

The modularized new energy heavy truck power suspension system comprises front suspension systems and rear suspension systems, an electric drive assembly is installed on a vehicle frame through the front suspension systems and the rear suspension systems, and the modularized new energy heavy truck power suspension system is characterized in that the left side and the right side of the front end of the electric drive assembly are each provided with one front suspension system; the front suspension system is installed at the top of the front end of the electric drive assembly, the rear suspension system is installed at the top of the rear end of the electric drive assembly, and the front suspension system and the rear suspension system are each composed of four stages of assemblies. The front suspension system and the rear suspension system jointly share the load of the electric drive assembly and resist the reaction torque of the electric drive assembly, and the situation that the shaking amount of the electric drive assembly is too large is limited.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy heavy-duty trucks, and in particular to a modular new energy heavy-duty truck power suspension system and a vehicle. Background Art

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

[0003] a). Support function. Support is the most basic function of the suspension system. The suspension cushions support the powertrain together to ensure that it is in the set spatial position;

[0004] 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, and ensure the normal operation of the powertrain;

[0005] c). Vibration isolation function. The elasticity and damping effect of rubber are used to reduce the vibration transmission between the powertrain and the frame as much as possible to meet the requirements of vehicle driving smoothness and driving comfort.

[0006] 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, a smaller load requires a lower stiffness. In this case, a rubber with a lower hardness can be selected, otherwise a rubber with a higher hardness is required.

[0007] New energy pure electric heavy-duty trucks are an important development direction for heavy-duty trucks. The technology of new energy pure electric heavy-duty trucks is also constantly improving, from the initial basic functions to the current pursuit of higher driving comfort, higher performance and cruising range. The suspension cushions of most pure electric heavy-duty trucks on the market usually adopt a simple bushing structure or a pure rubber block suspension structure of traditional diesel engine heavy-duty trucks. These pure rubber suspensions were designed for traditional fuel heavy-duty trucks in the past, without considering the following characteristics of pure electric heavy-duty trucks, and cannot be directly borrowed.

[0008] 1. Inadequate NVH performance

[0009] There are still big differences between the excitation form of the electric drive assembly and the excitation form, mass inertia, etc. of the engine. The vibration of a traditional diesel engine is usually low-frequency vibration, with a vibration frequency of 10Hz to 50Hz, while the vibration of the electric drive assembly is usually high-frequency excitation, with a vibration frequency of 30 to 500Hz. The existing suspension cushions of pure electric heavy trucks often adopt the oil-to-electric method, and tend to meet a specific method, without taking into account the structural differences between heavy truck diesel engines and motors, and the vibration form (the former is low-frequency vibration and the latter is high-frequency vibration). This will cause the existing rubber blocks or bushing structures to be unable to meet the NVH requirements of new energy heavy trucks.

[0010] 2. The torsion resistance and limit capacity of traditional oil-to-electric suspension are insufficient

[0011] The reverse gear of pure electric heavy trucks is achieved by the reverse rotation of the motor, while the crankshaft of the diesel engine of traditional heavy trucks always rotates in a single direction. This requires the suspension to have the requirements of position limiting and vibration isolation in symmetrical directions, rather than just position limiting and vibration isolation in a single direction. And as the output power and torque of the electric drive assembly are increasing, these traditional suspension structures cannot meet the functions of torsion resistance and position limiting, and are frequently damaged and have a high failure rate.

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

[0013] Traditional diesel heavy truck suspensions mainly consider the movement characteristics of the engine, such as large size, heavy weight, slow torque rise, and unidirectional rotation. They often adopt the rectangular rubber block structure in existing inventions, or a simple bushing structure or a herringbone structure. However, these diesel engine suspension structures cannot meet the omnidirectional vibration isolation and limiting requirements of new energy heavy trucks.

[0014] 3. The rubber material itself has insufficient damping

[0015] The existing vibration isolation units of pure electric new energy heavy trucks are all rubber block structures, which use the damping of the rubber elastomer itself to dissipate the energy of vibration. This practice is common in the suspension of heavy truck diesel engines. This is because the diesel engine is heavy and has a large inertia, and its own vibration is not easily aroused, but it is not suitable for electric drive assemblies. The internal damping of the rubber material of the traditional fuel heavy truck suspension is fixed, and the damping of the rubber alone is small, which cannot meet the driving requirements of pure electric heavy trucks on different road surfaces. The rubber suspension of traditional fuel vehicles has a simple structure and weak vibration isolation ability, which cannot meet the pursuit of driving comfort of new energy heavy trucks.

[0016] In summary, in order to improve the requirements of various performances 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 modular new energy heavy-duty truck power suspension system and vehicle. Summary of the invention

[0017] In order to solve the above problems, the present invention designs a modular new energy heavy-duty truck power suspension system and vehicle, which share the load of the electric drive assembly and resist the reaction torque of the electric drive assembly through the front suspension system and the rear suspension system, and play a role in limiting the excessive shaking of the electric drive assembly.

[0018] In order to solve the above technical problems, the present invention provides a modular new energy heavy-duty truck power suspension system, including a front suspension system and a rear suspension system, wherein the electric drive assembly is installed on the frame through the front suspension system and the rear suspension system, and is characterized in that: a front suspension system is installed on each of the left and right sides of the front end of the electric drive assembly, and the rear suspension system is installed on the top of the rear end of the electric drive assembly, and the front suspension system and the rear suspension system are both composed of four-level components, and the front suspension system and the rear suspension system are both used as a first-level assembly, wherein the front suspension system is composed of a cushion assembly and an active end bracket, the cushion assembly and the active end bracket are detachably connected to each other through a first bolt, the active end bracket is connected to the electric drive assembly through a second bolt, and the cushion assembly is installed on the frame through a third bolt, and the rear suspension system is composed of a rear suspension cushion and a mounting crossbeam, the mounting crossbeam is connected to the electric drive assembly through a fourth bolt, and both ends of the mounting crossbeam are detachably connected to a rear suspension cushion through a fifth bolt, and the rear suspension cushion is connected to the frame through a sixth bolt.

[0019] Further: The cushion assembly serves as a secondary assembly of the front suspension system, which is specifically composed of a base, a first core body and a seventh bolt. The base is provided with a first core body mounting groove surrounded by a back plate plane, a first upper limit surface, a first side limit surface and a first lower limit surface. A first weight reduction hole and a second weight reduction hole are respectively provided on the base above the first upper limit surface and on the base of the first lower limit surface, and a weight reduction groove is provided on the base outside the first side limit surface.

[0020] Furthermore: the first core body serves as a three-level assembly of the front suspension system, which specifically includes a rubber vibration isolation module and an intermediate frame assembly. The rubber vibration isolation module and the intermediate frame assembly serve as four-level parts of the front suspension system. Left and right module support surfaces are provided on the left and right sides of the first core body mounting groove, and left and right module mounting holes are opened on the left and right module support surfaces. A back module support surface is provided on the back of the first core body mounting groove, and a module back mounting hole is opened on the back module support surface. The rubber vibration isolation module is composed of three modular vibration isolation units, and the three modular vibration isolation units are respectively arranged on the outer wall of the intermediate frame assembly facing the left and right module support surfaces and the back module support surface. The three modular vibration isolation units are fixed in the base by the cooperation of the seventh bolt with the left and right module mounting holes and the module back mounting holes.

[0021] Furthermore: the intermediate frame assembly is composed of an upper mounting seat, an intermediate frame and a secondary vibration isolation rubber unit. The top of the upper mounting seat is provided with a mounting hole and a mounting plane. The secondary vibration isolation rubber unit is arranged between the intermediate frame of the first core body and the upper mounting seat. The upper back of the first core body is provided with a limit impact pad, a top limit impact buffer pad and a side limit buffer pad. The bottom of the intermediate frame is provided with a bottom limit impact buffer block.

[0022] Furthermore: the modular vibration isolation unit is composed of an upper connecting plate, an intermediate rubber elastic body and a lower connecting plate, the intermediate rubber elastic body is connected to the upper connecting plate and the lower connecting plate by an adhesive, an "I"-shaped guide rail is arranged in the middle position of the upper connecting plate, three module mounting guide rail grooves are opened on the outer wall of the intermediate frame relative to the positions of the "I"-shaped guide rails on the three modular vibration isolation units, a bolt mounting hole matching the seventh bolt is arranged on the lower connecting plate, and a positioning pin is also arranged on the lower connecting plate on one side of the bolt mounting hole, left and right module positioning guide grooves are opened on the left and right module supporting surfaces relative to the position of the positioning pin, and a module back positioning guide groove is opened on the back module supporting surface relative to the position of the positioning pin.

[0023] Furthermore: a first limiting plane is provided inside the middle frame, and a second limiting plane is also provided on the back of the upper mounting seat, and the first limiting plane and the second limiting plane are mutually offset and overlapped in the vertical direction.

[0024] Furthermore: the rear suspension cushion serves as a secondary assembly of the rear suspension system, which is specifically composed of a front end cover, a rear end cover, a second core body and an eighth bolt. The second core body is installed between the front end cover and the rear end cover, and the front end cover is detachably connected to the rear end cover through the eighth bolt. A rubber vibration isolation unit and a limiting buffer plane are provided on the second core body. The rear suspension upper mounting seat is located on the front side of the front end cover, and the second core body contacts the front end cover and the rear end cover through the rubber vibration isolation unit and the limiting buffer plane. An outer conical surface is provided on the side of the front end cover facing the rear suspension upper mounting seat, and the other end of the front end cover is provided with a second side limiting surface, a second upper limit surface, a second lower limit surface and a first inner conical surface, and the second side limiting surface, the second upper limit surface, the second lower limit surface and The first inner cone surface surrounds the first connecting groove for contacting the second core body, and a first stop block is arranged on the first inner cone surface. The rear end cover is provided with a third side limiting surface, a third upper limiting surface, a third lower limiting surface and a second inner cone surface. The third side limiting surface, the third upper limiting surface, the third lower limiting surface and the second inner cone surface surround the second connecting groove for contacting the second core body, and a second stop block is arranged on the second inner cone surface. The second core body contacts the first connecting groove and the second connecting groove through the rubber vibration isolation unit and the limiting buffer plane arranged thereon, and the front end cover and the rear end cover are respectively provided with a first bolt hole and a second bolt hole matching the sixth bolt, and the front end cover and the rear end cover are also respectively provided with a third bolt hole and a fourth bolt hole matching the eighth bolt.

[0025] Furthermore: the second core body serves as a three-stage assembly of the rear suspension system, which specifically includes a vibration isolation module, an upper frame, a lower frame and a rear suspension upper mounting seat. The rear end of the rear suspension upper mounting seat is clamped and fixed between the upper frame and the lower frame. The upper frame is detachably connected to the lower frame by a ninth bolt. The front end of the rear suspension upper mounting seat extends to the front side of the front end cover and is provided with a connecting hole matching the fifth bolt. There are 16 vibration isolation modules, and the 16 vibration isolation modules are arranged in groups of two. Two vibration isolation modules are arranged on each of the four faces of the upper end of the upper frame, and the lower frame is provided with a plurality of vibration isolation modules. Two vibration isolation modules are respectively arranged on the four surfaces of the end, and the upper frame and the lower frame are in contact with the first inner conical surface on the front end cover and the second inner conical surface on the rear end cover through the vibration isolation modules arranged thereon, and an upper limit buffer plane in contact with the second upper limit surface and the third upper limit surface is arranged on the top of the upper frame, and a lower limit buffer plane in contact with the second lower limit surface and the third lower limit surface is arranged on the bottom of the lower frame, and a first side limit buffer plane and a second side limit buffer plane in contact with the second side limit surface and the third side limit surface are respectively arranged on the left and right ends of the upper frame and the lower frame.

[0026] Furthermore: the rubber vibration isolation module and the rear suspension upper mounting seat serve as the fourth-level parts of the rear suspension system, a secondary vibration isolation unit is arranged on the connection part between the rear suspension upper mounting seat and the upper frame and the lower frame, and a back limiting bumper is also arranged on the rear end of the rear suspension upper mounting seat.

[0027] The present invention also provides a vehicle, characterized in that it includes a new energy heavy-duty truck body and a modular new energy heavy-duty truck power suspension system, the new energy heavy-duty truck body includes a powertrain, and the powertrain is connected to the modular new energy heavy-duty truck power suspension system.

[0028] After adopting the above structure, the beneficial effects of the present invention are as follows:

[0029] 1. The rear suspension cushion of the present invention adopts a rhombus octahedron design, which can wrap the core vibration isolation unit well in all directions, ensuring that the electric drive assembly has good support and limit performance in both forward and reverse rotation, and also has good performance under stress conditions such as turning, up and down bumps, etc.

[0030] 2. The soft pad assembly in the front suspension system and the rear suspension soft pad in the rear suspension system are both equipped with a secondary vibration isolation unit, which can enhance the vibration isolation capacity by about 20%;

[0031] 3. The modular design of the rubber vibration isolation unit allows for flexible and diverse combinations and precise matching to improve the NVH performance of the vehicle.

[0032] 4. The present invention can also replace the vibration isolation module unit in the cushion assembly with a force sensor. This design can be used to test the forces acting on the suspension cushion under various driving conditions in the vehicle. The forces obtained from the test can be used to evaluate whether the strength of the metal structural parts of the suspension system meets the requirements, and can also be used to guide the design of new products, thereby increasing practicality. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0034] Figure 1 This is a usage state diagram of the present invention.

[0035] Figure 2 It is a structural diagram of the front suspension system.

[0036] Figure 3 It is a schematic diagram of the structure of the cushion assembly.

[0037] Figure 4 This is a structural diagram of the base in the cushion assembly.

[0038] Figure 5 This is a structural diagram of the first core in the cushion assembly.

[0039] Figure 6 This is the structural diagram after the rubber vibration isolation module is removed from the first core.

[0040] Figure 7 It is a cross-sectional view of the intermediate frame assembly.

[0041] Figure 8 A cross-sectional view of the cushion assembly.

[0042] Fig. 9 This is a structural diagram after the vibration isolation module unit in the cushion assembly is replaced with a force sensor.

[0043] Fig.10 Schematic diagram of the force sensor structure.

[0044] Fig.11 It is a structural diagram of the rear suspension system.

[0045] Fig.12 This is the main structural diagram of the rear suspension cushion.

[0046] Fig.13 It is a side view of the structure of the rear suspension cushion.

[0047] Fig.14 This is a structural diagram of the second core.

[0048] Fig.15 It is a cross-sectional view of the rear suspension cushion.

[0049] Fig.16 The rear view of the front cover.

[0050] Fig.17 This is the front view of the front cover.

[0051] Fig.18 This is the front view of the rear end cover.

[0052] Fig.19 The figure is a comparison diagram of the Y-axis stiffness characteristics of the suspension cushion in the present invention and the traditional suspension cushion.

[0053] In the figure: 1 is the front suspension system, 2 is the rear suspension system, 3 is the cushion assembly, 4 is the third bolt, 5 is the first bolt, 6 is the active end bracket, 7 is the second bolt, 8 is the rear suspension cushion, 9 is the sixth bolt, 10 is the fifth bolt, 11 is the mounting crossbeam, 12 is the fourth bolt, 13 is the base, 14 is the first core, 16 is the first weight reduction hole, 17 is the mounting hole, 18 is the mounting plane, 19 is the upper mounting seat, 20 is the secondary vibration isolation rubber unit, 21 is the middle frame, 22 is the modular vibration isolation unit, 23 is the seventh bolt, 24 is the back plate plane, 25 is the first upper limit surface, 26 is the first side limit surface, 27 is the weight reduction groove, 28 is the left and right module support surface, 29 is the left and right module mounting hole, 30 is the left and right module positioning guide groove, 31 is the first lower limit surface, 32 is the second weight reduction hole, 33 is the module back positioning guide groove, 34 is the module back mounting hole, 37 is the back module support surface, 38 is the bottom limit impact buffer block, 39 is the positioning pin, 40 is the bolt mounting hole, 41 is the side limit buffer pad, 42 is the top limit impact buffer pad, 43 is the limit impact replacement pad, 44 is the module installation Guide rail groove, 45 is the guide rail, 47 is the first limit plane, 49 is the second limit plane, 50 is the sensor module, 51 is the sensor body, 52 is the sensor adapter plate, 53 is the connecting bolt, 54 is the front cover, 55 is the eighth bolt, 56-1 is the first bolt hole, 56-2 is the second bolt hole, 57 is the second core, 58 is the rear suspension upper mounting seat, 59 is the rear cover, 61 is the rubber vibration isolation unit, 62 is the connecting hole, 63 is the upper limit buffer plane, 64 is the upper frame, 65 is the ninth bolt, 66 is the first limit buffer plane, 67 is The second limit buffer plane, 68 is the lower frame, 69 is the secondary vibration isolation unit, 70 is the back limit collision block, 71 is the lower limit buffer plane, 72-1 is the third bolt hole, 72-2 is the fourth bolt hole, 73 is the outer cone surface, 74 is the second side limit surface, 75 is the first block, 76 is the first inner cone surface, 77 is the second lower limit surface, 79 is the second upper limit surface, 80 is the second block, 81 is the third side limit surface, 82 is the second inner cone surface, 83 is the third lower limit surface, 85 is the third upper limit surface, 100 is the electric drive assembly, and 101 is the frame. DETAILED DESCRIPTION

[0054] like Figure 1 , Figure 2 and Fig.11A modular new energy heavy-duty truck power suspension system is shown, comprising a front suspension system 1 and a rear suspension system 2. The electric drive assembly 100 is mounted on a vehicle frame 101 through the front suspension system 1 and the rear suspension system 2. A front suspension system is mounted on each of the left and right sides of the front end of the electric drive assembly. The rear suspension system is mounted on the top of the rear end of the electric drive assembly. The front suspension system and the rear suspension system are both composed of four-level components. The front suspension system and the rear suspension system are both primary assemblies, wherein the front suspension system is composed of a cushion assembly. The front suspension system is composed of a rear suspension cushion 8 and an installation beam 11, and the installation beam is connected to the electric drive assembly through a fourth bolt 12. The two ends of the installation beam are each detachably connected to a rear suspension cushion through a fifth bolt 10, and the rear suspension cushion is connected to the frame through a sixth bolt 9. The present invention shares the load of the electric drive assembly and resists the reaction torque of the electric drive assembly through the front suspension system and the rear suspension system, and plays a role in limiting the excessive shaking of the electric drive assembly.

[0055] like Figure 3 , Figure 4 and Figure 8 The cushion assembly 3 shown is a secondary assembly of the front suspension system, which is specifically composed of a base 13, a first core 14 and a seventh bolt 23. The base 13 is provided with a first core installation groove surrounded by a back plate plane 24, a first upper limit surface 25, a first side limit surface 26 and a first lower limit surface 31. The base above the first upper limit surface and the base of the first lower limit surface are respectively provided with a first weight reduction hole 16 and a second weight reduction hole 32, and the base outside the first side limit surface is provided with a weight reduction groove 27. The vibration transmission path of the front suspension system is: after being transmitted from the electric drive assembly to the bracket 6, it is attenuated by the rubber vibration isolation unit in the cushion 3, and finally only a very small amount of vibration energy is transmitted to the base 13, and finally transmitted to the frame.

[0056] like Figure 3 , Figure 4 and Figure 5The first core body shown is used as a three-level assembly of the front suspension system, which specifically includes a rubber vibration isolation module and an intermediate frame assembly. The rubber vibration isolation module and the intermediate frame assembly are used as the fourth-level parts of the front suspension system. Left and right module support surfaces 28 are provided on the left and right sides of the first core body mounting groove, and left and right module mounting holes 29 are opened on the left and right module support surfaces. A back module support surface 37 is provided on the back of the first core body mounting groove, and a module back mounting hole 34 is opened on the back module support surface. The rubber vibration isolation module is composed of three modular vibration isolation units 22, and the three modular vibration isolation units are respectively arranged on the outer wall of the intermediate frame assembly, which are opposite to the left and right module support surfaces and the back module support surface. The three modular vibration isolation units are fixed in the base by the seventh bolt, the left and right module mounting holes and the module back mounting holes. The three module units have completely consistent physical dimensions and can be installed interchangeably.

[0057] like Figure 5 and Figure 8 The intermediate frame assembly shown is composed of an upper mounting seat 19, an intermediate frame 21 and a secondary vibration isolation rubber unit 20. The top of the upper mounting seat is provided with a mounting hole 17 and a mounting plane 18. The secondary vibration isolation rubber unit is provided between the intermediate frame 21 of the first core and the upper mounting seat 19. The upper back of the first core is provided with a limit impact pad 43, a top limit impact buffer pad 42 and a side limit buffer pad 41. The bottom of the intermediate frame is provided with a bottom limit impact buffer block 38. In the production of the intermediate frame assembly, firstly, the surfaces of the two in contact with the rubber are coated with an adhesive and then placed in a mold. Next, a rubber body is injected between the two and maintained under a certain pressure for a period of time before being taken out and cooled.

[0058] like Figure 3 , Figure 4 , Figure 5 and Figure 6 The modular vibration isolation unit shown is composed of an upper connecting plate, an intermediate rubber elastic body and a lower connecting plate. The intermediate rubber elastic body is connected to the upper connecting plate and the lower connecting plate by an adhesive. An "I"-shaped guide rail 45 is provided in the middle position of the upper connecting plate. Three module mounting guide rail grooves 44 are provided on the outer wall of the intermediate frame relative to the positions of the "I"-shaped guide rails on the three modular vibration isolation units. A bolt mounting hole 40 matching the seventh bolt is provided on the lower connecting plate. A positioning pin 39 is also provided on the lower connecting plate on one side of the bolt mounting hole. Left and right module positioning guide grooves 30 are provided on the left and right module support surfaces relative to the positions of the positioning pins. A module back positioning guide groove 33 is provided on the back module support surface relative to the positions of the positioning pins. In production, the upper and lower connecting plates are coated with adhesive on the sides in contact with the rubber and placed in a mold. Next, rubber is injected into the mold. The rubber material undergoes a vulcanization reaction at a certain temperature and pressure in the mold, and the two are firmly bonded together.

[0059] like Figure 7 The middle frame shown is provided with a first limiting plane 47 inside, and a second limiting plane 49 is also provided on the back of the upper mounting seat 19. The first limiting plane and the second limiting plane are mutually offset and overlapped in the vertical direction. The present invention utilizes the extrusion reaction force of the two limiting planes to prevent the upper mounting seat 19 from moving too much in the positive direction of the Z axis, and prevents the excessive force in this direction from pulling the secondary vibration isolation rubber body and causing damage to it.

[0060] The above-mentioned front suspension system has two assembly steps in total, as shown below:

[0061] Step 1: Assemble the middle frame assembly and the vibration isolation module together. The physical dimensions of these three module units are exactly the same. During assembly, insert the "I"-shaped track in the middle of the connecting plate on the vibration isolation module into the track groove on the side of the middle frame assembly in turn, and make sure that the locating pin is at the bottom. There is a slight interference fit between the "I"-shaped track and the track groove. During the insertion of the vibration isolation module, if it cannot be pushed by hand, you can use a wooden hammer to gently knock it into the bottom. During the assembly process, it is also necessary to apply thread glue adhesive between the track and the groove to ensure that the two are completely bonded together. During the transmission of force, there is a strong shear component between the track and the slot, but the friction between the two can completely offset it. The purpose of applying thread glue adhesive is to further enhance the reliability of the connection here to ensure that there is no relative slip between the two when the vehicle is in use.

[0062] Step 2: Insert the core into the base. At this time, you need to ensure that the locating pins on the bottom plate connecting plates of the vibration isolation module on the left and right sides are accurately inserted into the locating pin guide grooves of the base. In this way, the core can be pushed inward and pushed to the bottom. After the core is pushed to the bottom, the locating pins at the bottom of the vibration isolation module on the back of the core will be inserted into the guide groove on the back of the base. When the core is pushed to the bottom, the bolt mounting holes on the base will be aligned with the internal threaded holes at the bottom of the rubber vibration isolation unit. Finally, insert the three bolts into the holes and tighten them.

[0063] The function of the positioning pin is to guide the assembly posture of the core body, preventing the core body from tilting in the base, which will lead to a decrease in the vibration isolation ability of the rubber body and premature wear and cracking. Another function is to prevent the vibration isolation unit from twisting when the bolts are tightened.

[0064] The front suspension system is in use, and the force in the positive direction of the Z axis is used as an example to illustrate; at a certain driving moment of the vehicle, the electric drive assembly is subjected to an impact load in the positive direction of the Z axis. At this time, this force will be transmitted to the upper mounting seat through the bracket. Next, the upper mounting seat transmits this external force to the secondary vibration isolation unit. The secondary vibration isolation unit introduced in the present invention adopts rubber material, which has the functions of stiffness and damping at the same time, can buffer and store external forces, and can also attenuate part of the external forces. The secondary vibration isolation unit introduced in the present invention can attenuate the vibration force by a maximum of about 20%. Next, the force is transmitted to the middle frame through the secondary vibration isolation unit. As mentioned above, a limiting plane is provided inside the middle frame. The raised part on the back of the upper mounting seat extends into the interior of the middle frame, and a limiting plane is also provided above it, and the two planes overlap. Therefore, when the upper mounting seat moves along the positive direction of the Z axis, the limiting plane can play a blocking role, which can ensure that the rubber elastic body of the secondary vibration isolation unit will not be overstretched.

[0065] After receiving the external force input, the middle frame will stretch the module vibration isolation unit. The vibration isolation module uses its own elastic deformation to buffer the energy of vibration, and uses the damping of its own material to dissipate the external force, thereby playing a role of vibration isolation. In the present invention, the number of module vibration isolation units is 3. The physical dimensions of these three modules are exactly the same. In practical applications, a series of module units will be produced according to a stiffness gradient of 10%. The maximum stiffness of the module unit is about 5 times the minimum stiffness. In application, according to the actual vehicle matching needs, three vibration isolation module units with exactly the same stiffness performance can be used in the same cushion, or module units with different stiffness performance can be used in combination. Therefore, the modular vibration isolation unit in the present invention can achieve different nonlinear stiffness characteristics in different movement directions of the suspension cushion in order to accurately match the performance needs of the vehicle and achieve the best driving comfort. In addition, since the physical dimensions of the modules are exactly the same, only one set of vulcanization production molds for the vibration isolation module is required. In the mass production of products, it is only necessary to replace the rubber compound of different hardness of the module unit without developing a new mold. By combining modules with different performances in series, the types of suspension cushion assemblies are greatly improved. Therefore, the modular vibration isolation unit design in the present invention can greatly save production costs and improve production efficiency.

[0066] Through the combined effect of the secondary vibration isolation unit and the vibration isolation module in the present invention, the external impact energy can be weakened by about 70%-80%, thereby greatly reducing the vibration energy transmitted to the base.

[0067] Under the action of external force, the middle frame continues to move along the positive direction of the Z axis. When the distance it moves exceeds the gap between the top limit impact buffer pad and the first upper limit surface, the two contact each other and the top limit impact buffer pad is compressed. The top limit impact buffer pad is a rubber buffer pad plane, and the buffer pad is made of rubber material and is vulcanized and bonded to the top of the middle frame. During initial contact, the buffer pad can slow down the impact force and reduce the impact of the contact. Therefore, in the present invention, the limiting function in the positive direction of the Z axis can prevent the vibration isolation module from being excessively stretched, and can also prevent excessive shaking of the electric drive assembly.

[0068] The vibration isolation principle and vibration transmission path of the cushion assembly in the opposite direction of the Z axis are consistent with those in the positive direction of the Z axis. In order to prevent the secondary vibration isolation rubber body from being over-stretched, the present invention uses the bottom plane of the upper mounting seat and the inner lower bottom surface of the intermediate frame for hard limiting. In order to prevent the secondary vibration isolation unit from being over-stretched in the opposite direction of the Z axis and the electric drive assembly from having excessive movement, the present invention uses the limiting plane at the bottom of the core body and the lower limiting plane of the base for hard limiting. The lower limiting plane is also the plane of a rubber buffer pad. It plays a role in reducing the impact force at the moment of impact.

[0069] The vibration isolation principle and vibration transmission path in the positive and negative directions of the Y axis are consistent with those in the positive and negative directions of the Z axis. In terms of limiting, in the present invention, the back raised inclined surface of the upper mounting seat and the inner inclined surface of the middle frame are used for hard limiting to prevent the secondary vibration isolation unit from being excessively pulled. The limiting buffer surface on the upper back of the core body and the limiting plane on the back of the base are used for hard limiting to prevent the vibration isolation unit from being excessively pulled in this direction.

[0070] In the present invention, the front suspension cushion vibration isolation module unit can also be replaced with a force sensor to test the forces acting on the suspension cushion under various driving conditions in the vehicle. The forces obtained by the test can be used to evaluate whether the strength of the metal structural parts of the suspension system meets the requirements, and can also be used to guide the design of new products.

[0071] like Fig. 9 and Fig.10 The sensor module 50 shown is composed of three parts, namely, a sensor body 51, a sensor adapter plate 52 and a connecting bolt 53. The sensor here is the TR3D series of MSC, and the sensor itself is not a part of the present invention. The "I"-shaped card slot on the adapter plate 52 is exactly the same as the card slot of the upper connecting plate 45 mentioned above. The assembly sequence of the force test platform in the present invention is as follows:

[0072] Step 1: Assemble the sensor module. Align the bolt holes at the bottom of the sensor body 51 with the bolt holes of the connecting plate 52 and fasten them with bolts 53.

[0073] Step 2: Push the track on the adapter plate 52 of the sensor module 50 into the track groove on the side of the middle frame assembly. The process is exactly the same as installing the vibration isolation unit module.

[0074] Step 3: Install the middle frame assembly with the sensor module into the base 13 and fasten it with 3 bolts around the periphery. In this way, the vibration isolation module can be replaced with a force sensor, and the cushion assembly can be turned into a force load test platform.

[0075] like Fig.11 , Fig.12 , Fig.13 , Fig.15 , Fig.16 , Fig.17 and Fig.18 The rear suspension cushion shown is used as a secondary assembly of the rear suspension system, which is specifically composed of a front end cover 54, a rear end cover 59, a second core 57 and an eighth bolt 55. The second core is installed between the front end cover and the rear end cover, and the front end cover is detachably connected to the rear end cover through the eighth bolt. A rubber vibration isolation unit 61 and a limiting buffer plane are provided on the second core. The rear suspension upper mounting seat 58 is located on the front side of the front end cover. The second core 57 is in contact with the front end cover and the rear end cover through the rubber vibration isolation unit 61 and the limiting buffer plane. An outer conical surface 73 is provided on the side of the front end cover facing the rear suspension upper mounting seat. The other end of the front end cover is provided with a second side limiting surface 74, a second upper limit surface 79, a second lower limit surface 77 and a first inner conical surface 76. The first connection groove for contacting the second core body is surrounded by a first stopper 75 on the first inner cone surface, and the rear end cover is provided with a third side limit surface 81, a third upper limit surface 85, a third lower limit surface 83 and a second inner cone surface 82. The third side limit surface, the third upper limit surface, the third lower limit surface and the second inner cone surface surround the second connection groove for contacting the second core body, and the second inner cone surface is provided with a second stopper 80. The second core body contacts the first connection groove and the second connection groove through the rubber vibration isolation unit 61 and the limit buffer plane arranged thereon. The first bolt hole 56-1 and the second bolt hole 56-2 matching the sixth bolt are respectively opened on the front end cover and the rear end cover, and the third bolt hole 72-1 and the fourth bolt hole 72-2 matching the eighth bolt are also respectively opened on the front end cover and the rear end cover. The transmission path of the vibration of the rear suspension system is: the electric drive assembly transmits the vibration excitation to the crossbeam, and then the vibration excitation is transmitted to the rear suspension cushion, and the remaining part is transmitted to the frame after attenuation.

[0076] like Fig.14 and Fig.15The second core shown is a three-stage assembly of the rear suspension system, which specifically includes a vibration isolation module 61, an upper frame 64, a lower frame 68 and a rear suspension upper mounting seat 58. The rear end of the rear suspension upper mounting seat is clamped and fixed between the upper frame and the lower frame. The upper frame is detachably connected to the lower frame by a ninth bolt 65. The front end of the rear suspension upper mounting seat extends to the front side of the front end cover and is provided with a connecting hole 62 matching the fifth bolt. There are 16 vibration isolation modules, and the 16 vibration isolation modules are arranged in groups of two. Two vibration isolation modules are arranged on each of the four faces of the upper end of the upper frame. The lower frame Two vibration isolation modules are arranged on each of the four surfaces at the lower end of the frame. The upper frame and the lower frame are in contact with the first inner conical surface on the front end cover and the second inner conical surface on the rear end cover through the vibration isolation modules arranged thereon. The top of the upper frame is provided with an upper limit buffer plane 63 in contact with the second upper limit surface and the third upper limit surface, and the bottom of the lower frame is provided with a lower limit buffer plane 71 in contact with the second lower limit surface and the third lower limit surface. The left and right ends of the upper frame and the lower frame are respectively provided with a first side limit buffer plane and a second side limit buffer plane in contact with the second side limit surface and the third side limit surface. The physical dimensions of the vibration isolation modules are exactly the same and can be interchanged at will. They are serialized products. The stiffness performance of a single module increases with a gradient of 10% and spans the range of 20N / mm-200N / mm. According to the operating conditions and NVH performance requirements of the vehicle, vibration isolation modules with exactly the same performance can be flexibly combined and used on the same core, or vibration isolation modules with different performance can be mixed and used. In the process of adjusting the performance of a certain module, other vibration isolation modules will not be affected, and the performance requirements of the vehicle can be accurately matched. For example, if it is necessary to improve the impact feeling during the forward / reverse switching of the motor in the vehicle's forward / reverse transient condition, the stiffness of the four vibration isolation modules at the top of the Z direction can be reduced, while the other modules remain unchanged. Therefore, the modular vibration isolation unit in the present invention can accurately adjust the stiffness and damping requirements of each movement direction of the suspension. In traditional suspension cushions, the rubber vibration isolation unit is a whole, and the stiffness of the rubber can only be increased or decreased synchronously, the applicability is poor, the freedom of performance adjustment is very narrow, and it cannot accurately match the vibration characteristics of different electric drive assemblies.

[0077] like Fig.14 The back of the vibration isolation module 61 is provided with a mounting guide strip integrally connected thereto, and the positions for mounting the vibration isolation module 61 on the upper frame 64 and the lower frame 68 are provided with guide grooves matching the mounting guide strips. After separating the upper frame 64 and the lower frame 68, the vibration isolation module 61 can be quickly removed for replacement. This design facilitates the replacement of the vibration isolation module and facilitates disassembly and assembly.

[0078] The suspension pads in the present invention are also more widely used. The number of modules also determines the load-bearing capacity of the suspension pad assembly. The more modules there are, the stronger the load-bearing capacity. Therefore, the full module configuration can be well applied in the vibration isolation system of heavy-duty pure electric powertrain vehicles. By appropriately reducing the number of modules, it can be used on vehicles with medium or light electric drive assemblies without the need to develop new suspension pads, saving mold investment, saving development time, and achieving great cost savings. The pressure-bearing area of ​​a single module in the present invention is 7.5e-4m 2 , the number of modules is 16. The shear modulus of natural rubber compound is about 2MPa, and the compression modulus is about 3 times the shear modulus. Due to the structural characteristics, only half of the modules are under load, so the maximum load under full modules is 36kN, as shown in Table 1 below.

[0079]

[0080] Table 1: Maximum load table of modular rear suspension

[0081] Converting this maximum load into the motor torque carrying capacity, the maximum motor output torque that can be carried is about 2500Nm. By appropriately reducing the number of modules, it can match the electric drive assembly with a maximum output of 400-2500Nm. Therefore, the modular structure of the present invention has structural characteristics such as a wide range of uses and strong compatibility.

[0082] like Fig.15 The rubber vibration isolation module 61 and the rear suspension upper mounting seat shown are used as the fourth-level parts of the rear suspension system. A secondary vibration isolation unit 69 is provided on the connection part between the rear suspension upper mounting seat and the upper frame and the lower frame, and a back limit collision block 70 is also provided on the rear end of the rear suspension upper mounting seat. The manufacturing method of the vibration isolation module is as follows: an adhesive is applied to the contact surface of the connecting plate 87 and the rubber, and the connection plate 87 is placed in a mold. Then, the rubber is injected into the mold by a vulcanizer and kept at a specific temperature for a certain period of time, and then the mold is taken out and cooled. The manufacturing method of the upper mounting seat 58 is similar to that of the vibration isolation module 61. In this way, the secondary vibration isolation unit 69 wrapped on the outside and the back limit collision block 70 can be vulcanized together.

[0083] The assembly method of the rear suspension cushion of the present invention is as follows:

[0084] Step 1: Assemble the vibration isolation unit to the vulcanized upper frame and lower frame respectively.

[0085] In the present invention, there are a total of 16 vibration isolation units, which are respectively assembled on the upper and lower frames, and 8 are assembled on each frame. The physical dimensions of the vibration isolation units are exactly the same. On the same frame, vibration isolation modules with exactly the same performance can be assembled, or vibration isolation modules with different performance can be assembled in different areas according to specific performance requirements. There is a certain amount of interference between the "I"-shaped track 87 and the slot 88 on the vibration isolation module. During assembly, a wooden hammer needs to be used to gently knock it in. In addition, thread glue needs to be applied between the two to prevent the module from loosening.

[0086] Step 2: Assemble the upper and lower frames with the vibration isolation module and the secondary vibration isolation unit together.

[0087] Place one end of the rear suspension upper mounting seat with the secondary vibration isolation unit into a frame and buckle the other end. The contact parts of the upper mounting seat and the frame are all diamond-shaped surface contacts, which also play the role of positioning constraints, ensuring that the upper mounting seat is placed in the correct position and will not deflect. Next, place the tenth bolt 65 into the hole 89 and tighten it to the specified torque. There are two tenth bolts 65, one on each side.

[0088] Step 3: Install the second core into the front and rear end covers.

[0089] In terms of installation method, place the second core into the rear end cover and buckle the front end cover. After the second core is placed in, it is necessary to ensure that its vibration isolation module 61 is located between the two second blocks 80. The function of the second block 80 is to limit the position of the second core so that it cannot be displaced, and to ensure that the posture of the second core is correct and cannot be deflected. Next, buckle the front end cover, and still ensure that the vibration isolation module is on the inner side of the first block 75. Finally, use the eleventh bolt 55 to be inserted into the bolt hole and tighten it to the specified torque. After installation, the vibration isolation module will be tightly attached to the inner supporting surfaces of the two end covers.

[0090] In the present invention, after the front and rear end covers are buckled, a chamber with eight diamond-shaped support surfaces will be formed inside. Each support surface is a rectangle and is symmetrically designed. In this way, the space in the cavity can be utilized to the maximum extent and the area of ​​the rectangular support surface can be maximized. In this way, the front and rear end covers can wrap the core vibration isolation unit well in all directions, ensuring that the electric drive assembly is well supported and limited in both forward and reverse rotation, and also has good performance under stress conditions such as turning, up and down bumps, etc.

[0091] The working principle is explained with the force in the Z-axis direction. Assuming that at a certain running moment of the vehicle, the electric drive assembly is subjected to a force in the opposite direction of the Z-axis, the electric drive assembly transmits this force to the rear suspension upper mounting seat through the crossbeam. Next, this force will be transmitted to the secondary vibration isolation unit. The secondary vibration isolation unit introduced in the present invention is made of rubber elastic material and has the function of absorbing and dissipating vibration energy. The vibration energy of the force can be attenuated in advance. The vibration energy can be pre-attenuated by up to 20% through the secondary vibration isolation unit. The secondary vibration isolation unit transmits the remaining force after attenuation to the vibration isolation module through the middle frame. The vibration isolation module is also made of rubber material and plays a role in buffering and vibration isolation. The 8 vibration isolation modules at the bottom will be compressed and deformed and jointly bear the external force, and the limit buffer plane will also move in the opposite direction of the Z axis at the same time. Through the joint action of the secondary vibration isolation unit and the vibration isolation module, the vibration energy can be attenuated by up to 80%. In this way, the force finally received by the frame from the electric drive assembly is only less than 20% of the original size.

[0092] If the force along this direction continues to increase, the limit buffer plane continues to move in the opposite direction of the Z axis, and eventually contacts the second lower limit plane and the third lower limit plane, resulting in a hard limit. The second lower limit plane and the third lower limit plane are located on the front and rear end covers and are connected to the frame. After the hard limit, the core cannot continue to move. The function of the hard limit is to prevent the vibration isolation module from being excessively compressed to avoid damage. Another function is to prevent the electric drive assembly from being displaced too much to avoid bumping into the surrounding components. The working principle of the positive direction of the Z axis is similar to that of the negative direction of the Z axis, so it will not be repeated.

[0093] The working principle in the X-axis direction is similar to that in the Z-axis direction, but hard limiting is performed by using the contact between the first limiting buffer plane 66 and the second limiting buffer plane 67 of the second core and the third side limiting surface 81 on the end cover.

[0094] In the negative direction of the Y axis, the contact between the vibration isolation cushion 70 of the core and the frame is used for hard limit. Due to structural and cost reasons, no hard limit contact plane is set in the positive direction of the Y axis on the single rear cushion assembly. If limit is required in this direction, another suspension cushion symmetrical to it is used for limit.

[0095] In the present invention, one end of the upper mounting seat with the secondary vibration isolation module is a rhombic octahedron. The vibration isolation module outside the middle frame is also a rhombic octahedron. From the cross-section, it can be seen that the rubber materials of the secondary vibration isolation unit and the vibration isolation module in the main force directions of the Z-axis, the Y-axis and the X-axis are arranged in a "V" shape, and bear the shear and compression components of force at the same time. By utilizing the characteristic that the shear component stiffness of the same rubber material is only 1 / 4 of the compression component stiffness, the shear component load is mixed into the compression load in the Z-axis direction and the X-axis direction, which helps to reduce the stiffness in the Z-axis direction and improve the vibration isolation performance.

[0096] As for the Y-axis direction, thanks to the diamond-shaped upper mounting seat and the middle frame design, the rubber material is also arranged in a "V" shape in this direction. Therefore, the force on the rubber body in this direction also has compression and shear components. This design can effectively improve the stiffness in the Y direction. The comparison between the two is as follows: Fig.19 The performance comparison is shown in Table 2.

[0097]

[0098]

[0099] Table 2: Performance advantages and disadvantages comparison table

[0100] The present invention also provides a vehicle, including a new energy heavy-duty truck body and a modular new energy heavy-duty truck power suspension system, wherein the new energy heavy-duty truck body includes a power assembly 100, and the power assembly is connected to the modular new energy heavy-duty truck power suspension system.

[0101] The above are only preferred embodiments of the present invention, and the protection scope of the present invention is not limited to the above embodiments. All technical solutions under the concept of the present invention belong to the protection scope of the present invention. It should be pointed out that for ordinary technicians in this technical field, some improvements and modifications without departing from the principle of the present invention should be regarded as the protection scope of the present invention.

Claims

1. A modular new energy heavy-duty truck power suspension system, comprising a front suspension system (1) and a rear suspension system (2), wherein an electric drive assembly (100) is mounted on a vehicle frame (101) via the front suspension system (1) and the rear suspension system (2), and characterized in that: A front suspension system is installed on each of the left and right sides of the front end of the electric drive assembly, and the rear suspension system is installed on the top of the rear end of the electric drive assembly. The front suspension system and the rear suspension system are both composed of four-level components. The front suspension system and the rear suspension system are both used as a first-level assembly. The front suspension system is composed of a cushion assembly (3) and an active end bracket (6). The cushion assembly and the active end bracket are detachably connected to each other through a first bolt (5). The active end bracket is connected to the electric drive assembly through a second bolt (7). The cushion assembly is installed on the frame through a third bolt (4). The rear suspension system is composed of a rear suspension cushion (8) and a mounting crossbeam (11). The mounting crossbeam is connected to the electric drive assembly through a fourth bolt (12). The two ends of the mounting crossbeam are each detachably connected to a rear suspension cushion through a fifth bolt (10). The rear suspension cushion is connected to the frame through a sixth bolt (9).

2. According to claim 1, a modular new energy heavy truck power suspension system is characterized by: The cushion assembly (3) serves as a secondary assembly of the front suspension system, and is specifically composed of a base (13), a first core (14) and a seventh bolt (23). The base (13) is provided with a first core installation groove surrounded by a back plate plane (24), a first upper limit surface (25), a first side limit surface (26) and a first lower limit surface (31). A first weight reduction hole (16) and a second weight reduction hole (32) are respectively provided on the base above the first upper limit surface and on the base of the first lower limit surface, and a weight reduction groove (27) is provided on the base outside the first side limit surface.

3. The modular new energy heavy truck power suspension system according to claim 2 is characterized in that: The first core body is a three-level assembly of the front suspension system, which specifically includes a rubber vibration isolation module and an intermediate frame assembly. The rubber vibration isolation module and the intermediate frame assembly are four-level parts of the front suspension system. Left and right module support surfaces (28) are arranged on the left and right sides of the first core body installation groove, and left and right module installation holes (29) are opened on the left and right module support surfaces. The back of the first core body installation groove is provided with a back module support surface (37), and the back module support surface is provided with a module back installation hole (34). The rubber vibration isolation module is composed of three modular vibration isolation units. The three modular vibration isolation units are respectively arranged on the outer wall of the intermediate frame assembly, which are opposite to the left and right module support surfaces and the back module support surface. The three modular vibration isolation units are fixed in the base through the cooperation of the seventh bolt with the left and right module installation holes and the module back installation holes.

4. The modular new energy heavy truck power suspension system according to claim 3 is characterized in that: The intermediate frame assembly is composed of an upper mounting seat (19), an intermediate frame (21) and a secondary vibration isolation rubber unit (20); a mounting hole (17) and a mounting plane (18) are arranged at the top of the upper mounting seat; the secondary vibration isolation rubber unit is arranged between the intermediate frame (21) of the first core and the upper mounting seat (19); a limit impact pad (43), a top limit impact buffer pad (42) and a side limit impact buffer pad (41) are arranged at the upper back of the first core; and a bottom limit impact buffer block (38) is arranged at the bottom of the intermediate frame.

5. The modular new energy heavy truck power suspension system according to claim 4 is characterized in that: The modular vibration isolation unit comprises an upper connecting plate, an intermediate rubber elastic body and a lower connecting plate, wherein the intermediate rubber elastic body is connected to the upper connecting plate and the lower connecting plate by an adhesive, an "I"-shaped guide rail (45) is arranged at the middle position of the upper connecting plate, three module mounting guide rail grooves (44) are arranged on the outer wall of the intermediate frame relative to the positions of the "I"-shaped guide rails on the three modular vibration isolation units, a bolt mounting hole (40) matching with the seventh bolt is arranged on the lower connecting plate, a positioning pin (39) is also arranged on the lower connecting plate on one side of the bolt mounting hole, left and right module positioning guide grooves (30) are arranged on the left and right module support surfaces relative to the position of the positioning pin, and a module back positioning guide groove (33) is arranged on the back module support surface relative to the position of the positioning pin.

6. The modular new energy heavy truck power suspension system according to claim 3 is characterized by: A first limiting plane (47) is provided inside the intermediate frame, and a second limiting plane (49) is also provided on the back of the upper mounting seat (19). The first limiting plane and the second limiting plane are mutually offset and overlapped in the vertical direction.

7. The modular new energy heavy truck power suspension system according to claim 1 is characterized by: The rear suspension cushion is a secondary assembly of the rear suspension system, which is specifically composed of a front end cover (54), a rear end cover (59), a second core (57) and an eighth bolt (55). The second core is installed between the front end cover and the rear end cover. The front end cover is detachably connected to the rear end cover through the eighth bolt. A rubber vibration isolation unit (61) and a limiting buffer plane are provided on the second core. The rear suspension upper mounting seat (58) is located on the front side of the front end cover. The second core (57) contacts the front end cover and the rear end cover through the rubber vibration isolation unit (61) and the limiting buffer plane. The front end cover is provided with an outer conical surface (73) on one side facing the rear suspension upper mounting seat. The other end of the front end cover is provided with a second side limiting surface (74), a second upper limit surface (79), a second lower limit surface (77) and a first inner conical surface (76). The second side limiting surface, the second upper limit surface, the second lower limit surface and the first The inner cone surrounds a first connecting groove for contacting the second core body, a first stopper (75) is arranged on the first inner cone, the rear end cover is provided with a third side limiting surface (81), a third upper limiting surface (85), a third lower limiting surface (83) and a second inner cone (82), the third side limiting surface, the third upper limiting surface, the third lower limiting surface and the second inner cone surround a second connecting groove for contacting the second core body, a second stopper (80) is arranged on the second inner cone, the second core body is in contact with the first connecting groove and the second connecting groove through a rubber vibration isolation unit (61) and a limiting buffer plane arranged thereon, a first bolt hole (56-1) and a second bolt hole (56-2) matching the sixth bolt are respectively provided on the front end cover and the rear end cover, and a third bolt hole (72-1) and a fourth bolt hole (72-2) matching the eighth bolt are also respectively provided on the front end cover and the rear end cover.

8. The modular new energy heavy truck power suspension system according to claim 7 is characterized by: The second core body serves as a three-stage assembly of the rear suspension system, which specifically includes a vibration isolation module (61), an upper frame (64), a lower frame (68) and a rear suspension upper mounting seat (58). The rear end of the rear suspension upper mounting seat is clamped and fixed between the upper frame and the lower frame. The upper frame is detachably connected to the lower frame by a ninth bolt (65). The front end of the rear suspension upper mounting seat extends to the front side of the front end cover and is provided with a connection hole (62) matching the fifth bolt. There are 16 vibration isolation modules, which are arranged in groups of two. Two isolation modules are arranged on each of the four surfaces at the upper end of the upper frame. A vibration module group, two vibration isolation modules are respectively arranged on the four surfaces at the lower end of the lower frame, the upper frame and the lower frame are in contact with the first inner conical surface on the front end cover and the second inner conical surface on the rear end cover through the vibration isolation modules arranged thereon, the top of the upper frame is provided with an upper limit buffer plane (63) in contact with the second upper limit surface and the third upper limit surface, the bottom of the lower frame is provided with a lower limit buffer plane in contact with the second lower limit surface and the third lower limit surface, and the left and right ends of the upper frame and the lower frame are respectively provided with a first side limit buffer plane and a second side limit buffer plane in contact with the second side limit surface and the third side limit surface.

9. The modular new energy heavy truck power suspension system according to claim 7 is characterized by: The rubber vibration isolation module (61) and the rear suspension upper mounting seat serve as the fourth-level parts of the rear suspension system. A secondary vibration isolation unit (69) is provided on the connection between the rear suspension upper mounting seat and the upper frame and the lower frame. A back limiting bumper (70) is also provided on the rear end of the rear suspension upper mounting seat.

10. A vehicle, characterized in that: It comprises a new energy heavy-duty truck body and a modular new energy heavy-duty truck power suspension system as described in any one of claims 1 to 9, wherein the new energy heavy-duty truck body comprises a powertrain (100), and the powertrain is connected to the modular new energy heavy-duty truck power suspension system.

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