Power assembly suspension damping mechanism and vehicle with same

Abstract

The invention provides a power assembly suspension damping mechanism and a vehicle with the power assembly suspension damping mechanism, and the power assembly suspension damping mechanism comprises a first connecting plate; the second connecting plate and the first connecting plate are arranged at a certain distance; the first damping assembly is arranged between the first connecting plate and the second connecting plate; and the two second guide damping assemblies are arranged between the first connecting plate and the second connecting plate, the two second guide damping assemblies are symmetrically arranged relative to the first damping assembly, and the two second guide damping assemblies are used for connecting the first connecting plate and the second connecting plate. By means of the scheme, displacement in the non-vertical direction is effectively limited, effective damping and limiting of the power assembly in multiple directions are achieved, the stability and durability of the power assembly of the new energy light truck are enhanced, and the problem that in the prior art, a traditional suspension cushion is prone to dislocation due to bearing of too large displacement in the non-vertical direction is solved.

Description

Technical Field

[0001] The present invention relates to the technical fields of automotive engineering and vibration control, and in particular, to a powertrain mounting and damping mechanism and a vehicle having the same. Background Art

[0002] In the design of traditional and new energy vehicles, the powertrain mounting and damping mechanism is a key component connecting the powertrain and the vehicle frame, which is used to isolate the vibration and impact generated during the operation of the powertrain, and avoid direct transmission to the vehicle frame and the passenger compartment, thereby improving the driving comfort of the vehicle and extending the service life of the vehicle body.

[0003] Traditional mounting and damping designs often only consider damping in the vertical direction, while ignoring the limiting and damping requirements in other directions. As a result, during the use of new energy light trucks, the mounting cushions are prone to deformation, wear or even tearing due to excessive displacement in non-vertical directions, affecting the stability and reliability of the mounting system.

[0004] In view of the above problems, no effective solution has been proposed yet. Summary of the Invention

[0005] The main object of the present invention is to provide a powertrain mounting and damping mechanism and a vehicle having the same, so as to solve the problem that the traditional mounting cushions in the prior art are prone to dislocation due to excessive displacement in non-vertical directions.

[0006] To achieve the above object, according to one aspect of the present invention, there is provided a powertrain mounting and damping mechanism, including: a first connecting plate; a second connecting plate, which is disposed at a distance from the first connecting plate; a first damping assembly, which is disposed between the first connecting plate and the second connecting plate; and two second guiding and damping assemblies, which are disposed between the first connecting plate and the second connecting plate, and the two second guiding and damping assemblies are symmetrically disposed with respect to the first damping assembly, and the two second guiding and damping assemblies are used to connect the first connecting plate and the second connecting plate.

[0007] Further, the first damping assembly includes a spring, and there is at least one spring. The first end of the at least one spring is engaged with the first connecting plate, and the second end of the at least one spring is engaged with the second connecting plate.

[0008] Further, the second guiding and damping assembly includes: a guiding cylinder, the first end of the guiding cylinder is connected to the second connecting plate, and the second end of the guiding cylinder extends towards the first connecting plate; a guiding column, the first end of the guiding column is connected to the first connecting plate, and the second end of the guiding column extends into the guiding cylinder; a rubber damping assembly, the rubber damping assembly is arranged in the guiding cylinder, and the rubber damping assembly is used to connect the second connecting plate and the second end of the guiding column; or, the first end of the guiding cylinder is connected to the first connecting plate, and the second end of the guiding cylinder extends towards the second connecting plate; the first end of the guiding column is connected to the second connecting plate, and the second end of the guiding column extends into the guiding cylinder; the rubber damping assembly is arranged in the guiding cylinder, and the rubber damping assembly is used to connect the first connecting plate and the second end of the guiding column.

[0009] Further, there is a gap between the inner side of the guiding cylinder and the outer side of the guiding column to form a buffer space.

[0010] Further, the rubber damping assembly includes: a special-shaped limiting assembly, the special-shaped limiting assembly has a limiting space; a rubber pad assembly, the rubber pad assembly is arranged in the limiting space, and at least part of the rubber pad assembly abuts against the special-shaped limiting assembly; wherein, the special-shaped limiting assembly is used to connect the second connecting plate and the second end of the guiding column, or the special-shaped limiting assembly is used to connect the first connecting plate and the second end of the guiding column.

[0011] Further, the special-shaped limiting assembly includes: a first connecting section, one side of the first connecting section is connected to the second end of the guiding column or the second end of the guiding column; a second connecting section, the first end of the second connecting section is connected to the first end of the first connecting section, and the second connecting section is arranged at an angle with the first connecting section; a third connecting section, the first end of the third connecting section is connected to the second end of the second connecting section, and the third connecting section is arranged at an angle with the second connecting section; a fourth connecting section, the first end of the fourth connecting section is connected to the second end of the third connecting section, and the fourth connecting section is arranged at an angle with the third connecting section, and one side of the fourth connecting section is connected to the second end of the guiding column or the second end of the guiding column; wherein, the first connecting section and the fourth connecting section are arranged parallel to each other, and the first connecting section, the second connecting section, the third connecting section and the fourth connecting section form a limiting space.

[0012] Further, the special-shaped limiting assembly includes: a fifth connecting section, the first end of the fifth connecting section is connected to the second end of the fourth connecting section, and the fifth connecting section is arranged at an angle with the fourth connecting section; a sixth connecting section, the first end of the sixth connecting section is connected to the second end of the fifth connecting section, the second end of the sixth connecting section is connected to the second end of the first connecting section, and the sixth connecting section is arranged at an angle with the fifth connecting section; wherein, the fifth connecting section and the second connecting section are arranged parallel to each other, and the sixth connecting section and the third connecting section are arranged parallel to each other.

[0013] Further, the first connecting plate includes: a first substrate, one side of the first substrate is connected to the first end of the guiding cylinder or the first end of the guiding column; a first shock pad, the first shock pad is attached to the other side of the first substrate; a connecting column, the first end of the connecting column is connected to the other side of the first shock pad, and the first end of the connecting column penetrates through the first shock pad; a first limiting ring, the first end of the first limiting ring is connected to one side of the first substrate, and the first limiting ring is used for limiting the first end of the first shock absorption assembly.

[0014] Further, the second connecting plate includes: a second substrate, one side of the second substrate is connected to the first end of the guiding cylinder or the first end of the guiding column; a second shock pad, the second shock pad is attached to the other side of the second substrate; a second limiting ring, the first end of the second limiting ring is connected to one side of the second substrate, and the second limiting ring is used for limiting the second end of the first shock absorption assembly; two connecting holes, the two connecting holes are symmetrically arranged on the second substrate with respect to the first shock absorption assembly.

[0015] According to another aspect of the present invention, there is provided a vehicle, including a powertrain mounting shock absorption mechanism, and the powertrain mounting shock absorption mechanism is the above-mentioned powertrain mounting shock absorption mechanism.

[0016] Applying the technical solution of the present invention, by cooperating the first shock absorption assembly and the two second guiding shock absorption assemblies to function when the powertrain generates tensile, lateral shear and torsional forces, the displacement in the non-vertical direction is effectively restricted, and effective shock absorption and limiting in multiple directions of the powertrain are realized, enhancing the stability and durability of the powertrain of the new energy light truck, and solving the problem in the prior art that the traditional mounting cushion is prone to dislocation due to excessive displacement in the non-vertical direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The specification drawings forming a part of this application are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0018] Figure 1 The structural schematic diagram of the first embodiment of the powertrain mounting shock absorption mechanism according to the present invention is shown;

[0019] Figure 2 The structural schematic diagram of the second embodiment of the powertrain mounting shock absorption mechanism according to the present invention is shown;

[0020] Figure 3 The structural schematic diagram of the third embodiment of the powertrain mounting shock absorption mechanism according to the present invention is shown;

[0021] Figure 4 The structural schematic diagram of the first embodiment of the rubber shock absorption assembly in the powertrain mounting shock absorption mechanism according to the present invention is shown;

[0022] Figure 5 Shows a schematic structural diagram of a fourth embodiment of a powertrain mounting and damping mechanism according to the present invention;

[0023] Figure 6 Shows a schematic structural diagram of a fourth embodiment of a powertrain mounting and damping mechanism according to the present invention.

[0024] Among them, the above-mentioned drawings include the following reference numerals:

[0025] 100, the first connecting plate;

[0026] 101, the connecting column;

[0027] 102, the first damping pad;

[0028] 103, the first substrate;

[0029] 104, the first limiting ring;

[0030] 200, the first damping assembly;

[0031] 300, the guiding column;

[0032] 400, the rubber damping assembly;

[0033] 401, the first connecting section;

[0034] 402, the second connecting section;

[0035] 403, the third connecting section;

[0036] 404, the fourth connecting section;

[0037] 405, the fifth connecting section;

[0038] 406, the sixth connecting section;

[0039] 500, the guiding cylinder;

[0040] 600, the second connecting plate;

[0041] 601, the second substrate;

[0042] 602, the second damping pad;

[0043] 603, the second limiting ring;

[0044] 604, the connecting hole. Detailed implementation manners

[0045] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments may be combined with each other. The present invention will be described in detail below with reference to the drawings and in conjunction with the embodiments.

[0046] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they specify the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0047] It should be noted that the terms "first", "second", etc. in the description and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be interchanged under appropriate circumstances so that the embodiments of the present application described herein can be implemented in an order different from those illustrated or described herein. In addition, the terms "comprise" and "have" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that comprises a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

[0048] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many different forms and should not be construed as being limited only to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of the present application is thorough and complete, and the concept of these exemplary embodiments is fully conveyed to those of ordinary skill in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and thus their description will be omitted.

[0049] In the field of automotive engineering today, whether for traditional fuel vehicles or emerging new energy vehicles, the optimal design of the powertrain mounting and damping system is a core issue related to vehicle performance and driving experience. The mounting and damping mechanism, as a bridge, closely links the powertrain and the vehicle body frame. Its mission is to effectively absorb and isolate various vibrations and shocks generated during the operation of the engine or electric motor, preventing these physical effects from directly acting on the vehicle body structure and the internal passenger space, thereby ensuring the driving smoothness, passenger comfort, and overall durability of the vehicle.

[0050] In traditional vehicles, the powertrain mounting and damping system mostly relies on basic damping components such as steel springs, rubber vibration isolators, or hydraulic dampers. Their original design was mainly to mitigate vibrations and shocks in the vertical direction (Z-axis), considering that traditional internal combustion engines mainly generate up-and-down vibrations during operation. However, with technological advancements and the shift in market trends, the emergence of new energy vehicles, especially electric light trucks, has brought new challenges and considerations to the mounting system.

[0051] Compared with traditional fuel vehicles, the powertrain of electric light trucks exhibits very different dynamic characteristics. First of all, the electric motor has a lighter mass than the internal combustion engine, which means that the vehicle weight distribution needs to be re-considered to ensure the balance of the mounting system. Secondly, the instantaneous torque output ability of the electric motor is stronger, and coupled with the zero-delay acceleration characteristics of electric vehicles, the powertrain generates more diverse vibration modes during operation, not only limited to the vertical direction but also including compound vibration forms such as stretching (Z-axis), lateral (X-axis and Y-axis), and torsional displacement. Such multi-dimensional vibrations pose stringent requirements on the all-round limiting and damping capabilities of the mounting and damping mechanism.

[0052] Regrettably, the traditional-designed mounting and damping system, limited by its single damping concept, fails to fully consider and effectively cope with the impact of the complex vibration modes of new energy vehicles. During the operation of electric light trucks, the damping cushions in the mounting system are extremely vulnerable to additional stresses in non-vertical directions, resulting in excessive displacement, accumulated deformation, and even material fatigue and damage. Eventually, it may lead to the instability of the mounting system, affecting vehicle handling performance and driving safety, shortening the service life of related components, and increasing the maintenance cost.

[0053] Facing this situation, innovative design ideas and technical means are particularly important. Designers must focus on building a comprehensive and multi-dimensional mounting and damping system that can not only achieve excellent damping effects in the vertical direction but also demonstrate outstanding limiting capabilities and torsional stiffness in lateral (X, Y axes) and torsional displacement. Only in this way can it truly adapt to the complex characteristics of the powertrain of new energy vehicles, realize the upgrade of the mounting system, comprehensively improve the overall performance and user experience of the vehicle, and lay a solid technical foundation for the sustainable development of the automotive industry.

[0054] Combined with Figures 1 to 6As shown, according to a specific embodiment of the present application, a powertrain mount damping mechanism is provided, including: a first connecting plate 100, a second connecting plate 600, a first damping assembly 200, and two second guiding damping assemblies. The second connecting plate 600 is arranged at a distance from the first connecting plate 100. The first damping assembly 200 is arranged between the first connecting plate 100 and the second connecting plate 600. The two second guiding damping assemblies are arranged between the first connecting plate 100 and the second connecting plate 600, and the two second guiding damping assemblies are symmetrically arranged with respect to the first damping assembly 200. The two second guiding damping assemblies are used to connect the first connecting plate 100 and the second connecting plate 600. The first connecting plate 100 is used to connect the engine foot, and the second connecting plate 600 is used to connect the vehicle frame of the whole vehicle.

[0055] Applying the technical solution of this embodiment, by cooperating the first damping assembly 200 and the two second guiding damping assemblies to function when the powertrain generates tensile, lateral shear, and torsional forces, the displacement in the non-vertical direction is effectively restricted, realizing effective damping and limiting of the powertrain in multiple directions, enhancing the stability and durability of the powertrain of new energy light trucks, and solving the problem in the prior art that traditional mounting cushions are prone to dislocation due to excessive displacement in the non-vertical direction.

[0056] Furthermore, the first damping assembly 200 includes a spring. The spring is at least one. The first end of at least one spring cooperates with the first connecting plate 100, and the second end of at least one spring cooperates with the second connecting plate 600. As the main component of the first damping assembly 200, the spring can effectively absorb and attenuate the vibration and impact generated by the powertrain in the Z-axis direction (vertical direction). The elastic characteristics of the spring enable it to store and release energy during the compression and stretching processes, thereby playing a buffering role, reducing the direct impact of the powertrain on the vehicle frame, and improving the driving comfort and component life of the vehicle.

[0057] In an exemplary embodiment, the second guiding damping assembly includes: a guiding cylinder 500, a guiding column 300, and a rubber damping assembly 400. The first end of the guiding cylinder 500 is connected to the second connecting plate 600, and the second end of the guiding cylinder 500 extends towards the first connecting plate 100; the guiding column 300, the first end of the guiding column 300 is connected to the first connecting plate 100, and the second end of the guiding column 300 extends into the guiding cylinder 500; the rubber damping assembly 400, the rubber damping assembly 400 is arranged in the guiding cylinder 500, and the rubber damping assembly 400 is used to connect the second connecting plate 600 and the second end of the guiding column 300.

[0058] Applying this embodiment, the guiding system composed of the guiding cylinder 500 and the guiding column 300 can effectively limit the displacement of the power assembly in the lateral directions (X-axis and Y-axis), and at the same time provide shock absorption function in the longitudinal direction (Z-axis). The guiding system ensures that the power assembly moves along the expected path, avoids damage to the mounting cushion caused by excessive displacement, and enhances the stability and safety of the entire mounting system. The rubber shock absorption component 400 is arranged in the guiding cylinder 500 and is connected to the second end of the guiding column 300. It can not only provide additional shock absorption effect in the vertical direction, but also absorb energy through its own deformation during lateral displacement, reducing vibration and impact. This compound shock absorption design makes the mounting system more efficient in dealing with complex vibration modes.

[0059] In an exemplary embodiment, the second guiding shock absorption component includes: the first end of the guiding cylinder 500 is connected to the first connecting plate 100, the second end of the guiding cylinder 500 extends towards the second connecting plate 600, the first end of the guiding column 300 is connected to the second connecting plate 600, the second end of the guiding column 300 extends into the guiding cylinder 500, and the rubber shock absorption component 400 is arranged in the guiding cylinder 500. The rubber shock absorption component 400 is used to connect the first connecting plate 100 and the second end of the guiding column 300.

[0060] Applying this embodiment can effectively control the displacement of the power assembly in the lateral directions (X-axis and Y-axis). Especially when the vehicle is turning sharply or driving on an uneven road surface, it can reduce the sway of the power assembly, thereby improving the lateral stability of the vehicle. In addition, the cooperation mechanism between the guiding column 300 and the guiding cylinder 500 can also limit the excessive displacement of the power assembly in the longitudinal direction (Z-axis), which helps to maintain the smoothness of the vehicle during acceleration and deceleration and enhances the driver's sense of control. The scheme of connecting the guiding cylinder 500 to the first connecting plate 100 and the guiding column 300 to the second connecting plate 600 can more flexibly adapt to the limited space of the vehicle engine compartment by reasonably planning the extension direction and layout of the guiding components, avoiding space waste or interference with other components caused by improper arrangement of components. This design helps to achieve the compactness of the power assembly and the mounting system, which is beneficial to the overall layout optimization of the vehicle.

[0061] In this embodiment, there is a gap between the inner side of the guide cylinder 500 and the outer side of the guide post 300 to form a buffer space. The gap buffer space between the guide cylinder 500 and the guide post 300 can serve as a buffer for dynamic shock absorption. When the powertrain is subjected to external shocks or the vehicle is driving on an uneven road surface, the guide post 300 can move within the buffer space inside the guide cylinder 500. Through the compression and release of air or fluid in the gap, as well as the elastic deformation of the rubber shock absorption component 400, the vibration energy is jointly absorbed and attenuated, improving the stability of the powertrain. The design of the gap buffer space allows the guide assembly to move freely within a certain range. This non-linear movement characteristic enables the shock absorption system to better adapt to the dynamic changes of the powertrain under different working conditions, such as the lateral forces generated during rapid acceleration, rapid braking, or high-speed turning, thus providing a better shock absorption effect.

[0062] In an exemplary embodiment, the rubber shock absorption component 400 includes: a special-shaped limiting component having a limiting space; a rubber pad component disposed within the limiting space, with at least a part of the rubber pad component abutting against the special-shaped limiting component; wherein, the special-shaped limiting component is used to connect the second connecting plate 600 to the second end of the guide post 300, or the special-shaped limiting component is used to connect the first connecting plate 100 to the second end of the guide post 300.

[0063] Applying this embodiment, the design of the limiting space of the special-shaped limiting component, combined with the embedding of the rubber pad component, enhances the structural rigidity of the shock absorption component, reduces the direct contact and wear between metal components, improves the durability and reliability of the entire mounting system, and extends its service life. The combination of the special-shaped limiting component and the rubber pad component can respond to the real-time displacement of the powertrain, automatically adjusting the shock absorption and limiting degree, ensuring that the powertrain remains stable under high-dynamic working conditions such as rapid acceleration, rapid braking, or turning, and improving driving comfort and handling performance.

[0064] In this embodiment, the special-shaped limiting component includes: a first connecting section 401, a second connecting section 402, a third connecting section 403, and a fourth connecting section 404. One side of the first connecting section 401 is connected to the second end of the guide post 300 or the second end of the guide post 300. The first end of the second connecting section 402 is connected to the first end of the first connecting section 401, and the second connecting section 402 is arranged at an angle with respect to the first connecting section 401. The first end of the third connecting section 403 is connected to the second end of the second connecting section 402, and the third connecting section 403 is arranged at an angle with respect to the second connecting section 402. The first end of the fourth connecting section 404 is connected to the second end of the third connecting section 403, and the fourth connecting section 404 is arranged at an angle with respect to the third connecting section 403. One side of the fourth connecting section 404 is connected to the second end of the guide post 300 or the second end of the guide post 300. Wherein, the first connecting section 401 and the fourth connecting section 404 are arranged parallel to each other, and the first connecting section 401, the second connecting section 402, the third connecting section 403, and the fourth connecting section 404 form a limiting space.

[0065] Applying this embodiment, the four connecting sections of the special-shaped limiting component are connected to each other at specific angles, forming a three-dimensional limiting space. This design can simultaneously limit the displacement of the power assembly in the three directions of the X-axis, Y-axis, and Z-axis, ensuring the stability of the power assembly under various working conditions and reducing the damage to the suspension system caused by excessive displacement. The combined use of the special-shaped limiting component and the rubber pad component can provide non-linear shock absorption characteristics. The rubber pad component contacts different connecting sections within the limiting space. As the displacement of the power assembly increases, the number of contact points gradually increases, and the damping effect also increases accordingly. This design can more precisely control the shock absorption effect and improve the driving comfort of the vehicle.

[0066] Further, the special-shaped limiting component includes: a fifth connecting section 405 and a sixth connecting section 406. The first end of the fifth connecting section 405 is connected to the second end of the fourth connecting section 404, and the fifth connecting section 405 is arranged at an angle with respect to the fourth connecting section 404. The first end of the sixth connecting section 406 is connected to the second end of the fifth connecting section 405, and the second end of the sixth connecting section 406 is connected to the second end of the first connecting section 401, and the sixth connecting section 406 is arranged at an angle with respect to the fifth connecting section 405. Wherein, the fifth connecting section 405 and the second connecting section 402 are arranged parallel to each other, and the sixth connecting section 406 and the third connecting section 403 are arranged parallel to each other.

[0067] Applying this embodiment, the addition of the fifth connecting section 405 and the sixth connecting section 406, as well as their connections with the first connecting section 401 and the fourth connecting section 404, form an annular or quasi-annular structure. This structure helps to enhance the torsional resistance of the shock-absorbing component. Especially when the vehicle makes a sharp turn or travels on a rough road surface, it can effectively reduce the torsional displacement of the powertrain, improving the handling stability and safety of the vehicle.

[0068] In an exemplary embodiment, the first connecting plate 100 includes: a first base plate 103, a first shock pad 102, a connecting column 101, and a first limiting ring 104. One side of the first base plate 103 is connected to the first end of the guiding cylinder 500 or the first end of the guiding column 300. The first shock pad 102 is attached to the other side of the first base plate 103. The first end of the connecting column 101 is connected to the other side of the first shock pad 102, and the first end of the connecting column 101 penetrates through the first shock pad 102. The first end of the first limiting ring 104 is connected to one side of the first base plate 103, and the first limiting ring 104 is used to limit the first end of the first shock-absorbing component 200.

[0069] Applying this embodiment, the first shock pad 102 is attached to the first base plate 103, which can absorb the vibration of the powertrain transmitted by the guiding cylinder 500 or the guiding column 300. At the same time, the shock-absorbing component is limited by the connecting column 101 and the first limiting ring 104 to ensure that the shock-absorbing component will not produce excessive displacement under extreme working conditions, thus achieving the dual effects of shock absorption and limiting. The connecting column 101 is used to connect the engine mount and penetrates through the first shock pad 102. This design ensures stable contact between the shock pad and the connecting plate, avoiding a decrease in shock absorption efficiency caused by poor contact. The connecting column 101 can also guide the displacement path of the powertrain, making the deformation of the shock pad more controllable and improving the shock absorption efficiency.

[0070] In an exemplary embodiment, the second connecting plate 600 includes: a second base plate 601, a second shock pad 602, a second limiting ring 603, and two connecting holes 604. One side of the second base plate 601 is connected to the first end of the guiding cylinder 500 or the first end of the guiding column 300. The second shock pad 602 is attached to the other side of the second base plate 601. The second limiting ring 603, the first end of the second limiting ring 603 is connected to one side of the second base plate 601, and the second limiting ring 603 is used to limit the second end of the first shock-absorbing component 200. The two connecting holes 604 are symmetrically arranged on the second base plate 601 with respect to the first shock-absorbing component 200.

[0071] Applying this embodiment, the two connecting holes 604 are symmetrically arranged with respect to the first shock absorption assembly 200. Cooperating with the second limiting ring 603, symmetrical limiting of both ends of the first shock absorption assembly can be achieved. This limiting method can ensure that the displacement of the power assembly in all directions is evenly controlled, avoiding the inclination or increased vibration of the power assembly caused by uneven unilateral limiting, thereby improving the overall performance and stability of the suspension system. The symmetrical structural design of the second connecting plate 600 and the first connecting plate 100 helps to balance the load distribution of the front and rear suspension systems under different working conditions, avoiding the deterioration of the vibration characteristics of the power assembly caused by uneven loads of the front and rear suspension systems, and ensuring the smooth operation of the suspension system within the entire vehicle dynamic range.

[0072] According to another specific embodiment of the present application, a vehicle is further provided, including a power assembly suspension shock absorption mechanism, and the power assembly suspension shock absorption mechanism is the above-mentioned power assembly suspension shock absorption mechanism.

[0073] Applying the technical solution of this embodiment, the power assembly suspension shock absorption mechanism can effectively absorb and reduce the vibration and noise generated by the power assembly, creating a more quiet and stable driving environment for the vehicle. This is particularly important for new energy vehicles because they usually pursue lower driving noise to improve driving comfort. Through precise limiting design and multi-directional displacement control, the power assembly suspension shock absorption mechanism can ensure that the power assembly remains stable under various working conditions, avoiding system failures or performance degradation caused by excessive displacement, and improving the driving safety of the vehicle and the reliability of the power system.

[0074] For the sake of convenience in description, spatial relative terms such as "above...", "over...", "on the upper surface of...", "above" and the like can be used here to describe the spatial position relationship between one device or feature and other devices or features as shown in the figures. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation of the device described in the figures. For example, if the device in the figure is inverted, the device described as "above other devices or structures" or "over other devices or structures" will then be positioned "below other devices or structures" or "under other devices or structures". Thus, the exemplary term "above..." can include both the orientation of "above..." and "below...". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and corresponding explanations are made for the spatial relative descriptions used here.

[0075] In addition to the above, it should also be noted that the "one embodiment", "another embodiment", "embodiment", etc. mentioned in this specification refer to the specific features, structures or characteristics described in connection with that embodiment being included in at least one embodiment described in the general description of the present application. The same expression appearing in multiple places in the specification does not necessarily refer to the same embodiment. Further, when describing a specific feature, structure or characteristic in connection with any one embodiment, it is intended that the implementation of such feature, structure or characteristic in combination with other embodiments also falls within the scope of the present invention.

[0076] In the above embodiments, the descriptions of the respective embodiments have their own emphases. For parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

Claims

1. A powertrain mounting and damping mechanism, characterized in that, Comprising: A first connecting plate (100); A second connecting plate (600), the second connecting plate (600) being disposed at a distance from the first connecting plate (100); A first shock-absorbing assembly (200), the first shock-absorbing assembly (200) being disposed between the first connecting plate (100) and the second connecting plate (600); Two second guiding shock-absorbing assemblies, the two second guiding shock-absorbing assemblies being disposed between the first connecting plate (100) and the second connecting plate (600), the two second guiding shock-absorbing assemblies being symmetrically disposed with respect to the first shock-absorbing assembly (200), and the two second guiding shock-absorbing assemblies being used for connecting the first connecting plate (100) and the second connecting plate (600).

2. The powertrain mounting and damping mechanism according to claim 1, characterized in that, The first shock-absorbing assembly (200) includes a spring, the spring being at least one, a first end of at least one of the springs being engaged with the first connecting plate (100), and a second end of at least one of the springs being engaged with the second connecting plate (600).

3. The powertrain mounting and damping mechanism according to claim 1 or 2, characterized in that, The second guiding shock-absorbing assembly includes: A guiding cylinder (500), a first end of the guiding cylinder (500) being connected to the second connecting plate (600), and a second end of the guiding cylinder (500) extending towards the first connecting plate (100); A guiding column (300), a first end of the guiding column (300) being connected to the first connecting plate (100), and a second end of the guiding column (300) extending into the guiding cylinder (500); A rubber shock-absorbing assembly (400), the rubber shock-absorbing assembly (400) being disposed in the guiding cylinder (500), and the rubber shock-absorbing assembly (400) being used for connecting the second connecting plate (600) and a second end of the guiding column (300); Or, The first end of the guiding cylinder (500) is connected to the first connecting plate (100), and the second end of the guiding cylinder (500) extends towards the second connecting plate (600); The first end of the guiding column (300) is connected to the second connecting plate (600), and the second end of the guiding column (300) extends into the guiding cylinder (500); The rubber shock-absorbing assembly (400) is disposed in the guiding cylinder (500), and the rubber shock-absorbing assembly (400) is used for connecting the first connecting plate (100) and a second end of the guiding column (300).

4. The powertrain mounting and damping mechanism according to claim 3, characterized in that, There is a gap between an inner side of the guiding cylinder (500) and an outer side of the guiding column (300) to form a buffer space.

5. The powertrain mounting and damping mechanism according to claim 3, characterized in that, The rubber shock-absorbing assembly (400) includes: A special-shaped limiting assembly, the special-shaped limiting assembly having a limiting space; A rubber pad assembly, the rubber pad assembly being disposed in the limiting space, and at least a part of the rubber pad assembly being in contact with the special-shaped limiting assembly; Wherein, the special-shaped limiting assembly is used for connecting the second connecting plate (600) and a second end of the guiding column (300), or the special-shaped limiting assembly is used for connecting the first connecting plate (100) and a second end of the guiding column (300).

6. The powertrain mounting and damping mechanism according to claim 5, characterized in that, The special-shaped limiting assembly includes: The first connecting section (401), one side of the first connecting section (401) is connected to the second end of the guiding column (300) or the second end of the guiding column (300); The second connecting section (402), the first end of the second connecting section (402) is connected to the first end of the first connecting section (401), and the second connecting section (402) is arranged at an angle with respect to the first connecting section (401); The third connecting section (403), the first end of the third connecting section (403) is connected to the second end of the second connecting section (402), and the third connecting section (403) is arranged at an angle with respect to the second connecting section (402); The fourth connecting section (404), the first end of the fourth connecting section (404) is connected to the second end of the third connecting section (403), and the fourth connecting section (404) is arranged at an angle with respect to the third connecting section (403), and one side of the fourth connecting section (404) is connected to the second end of the guiding column (300) or the second end of the guiding column (300); Wherein, the first connecting section (401) and the fourth connecting section (404) are arranged parallel to each other, and the first connecting section (401), the second connecting section (402), the third connecting section (403) and the fourth connecting section (404) form the limiting space.

7. The powertrain mounting and damping mechanism according to claim 6, characterized in that, The special-shaped limiting assembly includes: The fifth connecting section (405), the first end of the fifth connecting section (405) is connected to the second end of the fourth connecting section (404), and the fifth connecting section (405) is arranged at an angle with respect to the fourth connecting section (404); The sixth connecting section (406), the first end of the sixth connecting section (406) is connected to the second end of the fifth connecting section (405), the second end of the sixth connecting section (406) is connected to the second end of the first connecting section (401), and the sixth connecting section (406) is arranged at an angle with respect to the fifth connecting section (405); Wherein, the fifth connecting section (405) and the second connecting section (402) are arranged parallel to each other, and the sixth connecting section (406) and the third connecting section (403) are arranged parallel to each other.

8. The powertrain mounting and damping mechanism according to claim 1, characterized in that The first connecting plate (100) includes: The first substrate (103), one side of the first substrate (103) is connected to the first end of the guiding cylinder (500) or the first end of the guiding column (300); The first shock pad (102), the first shock pad (102) is attached to the other side of the first substrate (103); The connecting column (101), the first end of the connecting column (101) is on the other side of the first shock pad (102), and the first end of the connecting column (101) penetrates through the first shock pad (102); The first limiting ring (104), the first end of the first limiting ring (104) is connected to one side of the first substrate (103), and the first limiting ring (104) is used for limiting the first end of the first shock-absorbing assembly (200).

9. The powertrain mounting and damping mechanism according to claim 1, characterized in that, The second connecting plate (600) includes: A second substrate (601), one side of the second substrate (601) being connected to the first end of the guide cylinder (500) or the first end of the guide post (300); A second shock pad (602), the second shock pad (602) being attached to the other side of the second substrate (601); A second limiting ring (603), the first end of the second limiting ring (603) being connected to one side of the second substrate (601), and the second limiting ring (603) being used to limit the second end of the first shock absorbing assembly (200); Two connection holes (604), the two connection holes (604) being symmetrically arranged on the second substrate (601) with respect to the first shock absorbing assembly (200).

10. A vehicle, comprising a powertrain mounting and damping mechanism, characterized in that, The powertrain mounting shock absorbing mechanism is the powertrain mounting shock absorbing mechanism according to any one of claims 1 to 9.

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