Suspension system and vehicle

Abstract

The invention relates to a suspension system and a vehicle, the suspension system comprises a power assembly and a semi-active damping pull rod, the semi-active damping pull rod is arranged at at least one end of the power assembly in the Y direction of the whole vehicle, one end of the semi-active damping pull rod is connected with the power assembly, and the other end of the semi-active damping pull rod is connected with an auxiliary frame; the semi-active damping pull rod is arranged at at least one end of the power assembly in the Y direction, so that the dynamic stiffness of the suspension system is lower and the vibration isolation performance is better under the idling and acceleration working conditions, the damping is larger under the low-frequency starting working condition, and the vibration attenuation of the power assembly is faster.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle components, and in particular to a suspension system and a vehicle. Background Art

[0002] In related technologies, the powertrain in the suspension system has large vibrations. Due to improper layout or installation position of the suspension bushing, the order vibration of the powertrain will be amplified, which can easily cause vibration and roar problems in the vehicle, thereby reducing the performance rating of the entire vehicle.

[0003] In view of the characteristics of relevant technologies, the existing technologies have the technical problem that the powertrain in the suspension system easily causes vibration and roar in the vehicle. Summary of the Invention

[0004] The embodiments of the present application provide a suspension system and a vehicle, in which a semi-active damping rod is provided in the Y direction of the powertrain to better suppress assembly vibration, thereby at least partially solving the above-mentioned technical problems.

[0005] To achieve the above objectives, according to a first aspect of the present application, a suspension system is provided, which is applied to a front cabin of a vehicle, comprising:

[0006] powertrain; and

[0007] a semi-active damping rod, the semi-active damping rod being arranged at at least one end of the powertrain in the Y direction of the vehicle;

[0008] Wherein, one end of the semi-active damping rod is connected to the powertrain, and the other end of the semi-active damping rod is connected to the subframe.

[0009] Optionally, the powertrain includes a generator, an engine, and a motor that are interconnected, and one end of the semi-active damping rod is connected to the engine.

[0010] Optionally, the semi-active damping rod includes an upper bushing and a lower bushing, the upper bushing is connected to the engine, and the lower bushing is connected to the subframe, wherein the size of the upper bushing is larger than that of the lower bushing.

[0011] Optionally, the cross-sectional shape of the upper end bushing is a straight-line structure.

[0012] Optionally, the lower end bushing is a solid bushing, and the stiffness of the lower end bushing is greater than the stiffness of the upper end bushing.

[0013] Optionally, an angle is formed between the semi-active damping rod and a plane formed by the X-direction and the Z-direction of the vehicle.

[0014] Optionally, the angle ranges from 5 degrees to 15 degrees.

[0015] Optionally, the semi-active damping rod coincides with the center of mass of the powertrain in the Y direction of the vehicle.

[0016] Optionally, the semi-active damping rod includes a moving piston and a damping rod cylinder, and the power assembly is suitable for being connected to the subframe through the moving piston and the damping rod cylinder, and the moving piston is movably mounted on the damping rod cylinder so that the damping rod cylinder includes a restoring chamber and a connecting chamber located on both sides of the moving piston; wherein, a plurality of oblique damping holes are provided on the moving piston, and the damping holes connect the restoring chamber and the connecting chamber.

[0017] Optionally, the plurality of damping holes are arranged symmetrically.

[0018] Optionally, the inclination angle of the damping hole ranges from 30 degrees to 45 degrees.

[0019] Optionally, the diameter of the damping hole ranges from 0.5 mm to 1 mm.

[0020] Optionally, the damping rod cylinder is provided with an external channel, and both ends of the external channel are respectively connected to the restoration chamber and the communicating chamber; wherein, the semi-active damping rod further includes a solenoid valve, and the solenoid valve is suitable for closing or opening the external channel.

[0021] Optionally, when the vehicle is in a start-stop condition, the solenoid valve closes the external channel, and / or, when the vehicle is in an idling and / or accelerating condition, the solenoid valve opens the external channel.

[0022] Optionally, the suspension system further includes a first suspension bushing, the powertrain includes a generator, an engine, and the motor, one end of the first suspension bushing is embedded in the subframe, and the other end of the first suspension bushing is connected to the motor.

[0023] Optionally, the number of the first suspension bushings is at least three.

[0024] Optionally, the first suspension bushing includes a left front suspension bushing, a right front suspension bushing, a left rear suspension bushing, and a right rear suspension bushing, wherein the left front suspension bushing and the right front suspension bushing are embedded in the front cross beam of the subframe, and the left rear suspension bushing and the right rear suspension bushing are embedded in the rear cross beam of the subframe.

[0025] Optionally, a line connecting the elastic centers of the left front suspension bushing, the right front suspension bushing, the left rear suspension bushing, and the right rear suspension bushing is a square.

[0026] Optionally, the geometric center of the square coincides with the center of mass of the powertrain.

[0027] Optionally, in the Z direction of the entire vehicle, the first suspension bushing is located on a side of the center of mass of the powertrain close to the subframe.

[0028] Optionally, the suspension system further includes bolts, and the first suspension bushing is connected to the motor via the bolts.

[0029] Optionally, the first suspension bushing is a cylindrical structure, the radial direction of the first suspension bushing is along the Z direction of the vehicle, and the axial direction of the first suspension bushing is along the X direction of the vehicle.

[0030] Optionally, the diameter of the first suspension bushing ranges from 70 mm to 100 mm.

[0031] Optionally, a second suspension bushing is provided at at least one end of the power assembly along the X direction of the vehicle.

[0032] Optionally, the second suspension bushing includes a first tie rod suspension bushing and a second tie rod suspension bushing respectively arranged at both ends of the powertrain, one end of the first tie rod suspension bushing is connected to the engine, and the other end is connected to the vehicle body, and one end of the second tie rod suspension bushing is connected to the engine, and the other end is connected to the vehicle body.

[0033] Optionally, the first tie rod suspension bushing includes a first body end and a first active end, the first body end is connected to the body of the vehicle, and the first active end is connected to the engine, and the second tie rod suspension bushing includes a second body end and a second active end, the second body end is connected to the body of the vehicle, and the second active end is connected to the engine.

[0034] According to a second aspect of the present application, a vehicle is further provided, comprising a suspension system as described in any one of the above embodiments.

[0035] In the suspension system of the embodiment of the present application, a semi-active damping rod is provided at at least one end of the powertrain in the Y direction to suppress the vibration of the powertrain in the Y direction, so that the dynamic stiffness of the suspension system is lower and the vibration isolation performance is better during idling and acceleration conditions, the damping is greater during low-frequency starting conditions and the vibration of the powertrain is attenuated faster, thereby better avoiding the vibration and roar in the vehicle caused by the powertrain.

[0036] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0038] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0039] Figure 1 is a schematic structural diagram of a suspension system provided in an exemplary embodiment of the present disclosure;

[0040] Figure 2 is a schematic structural diagram of a semi-active damping rod in a suspension system provided in an exemplary embodiment of the present disclosure;

[0041] Figure 3 In the exemplary embodiment of the present disclosure Figure 1 A schematic top view of the provided suspension system;

[0042] Figure 4 In the exemplary embodiment of the present disclosure Figure 1 A schematic side view of the provided suspension system;

[0043] Figure 5 is a schematic top view of a second suspension bushing in a suspension system provided in an exemplary embodiment of the present disclosure;

[0044] Figure 6 FIG. 1 is a schematic side view of a second suspension bushing in a suspension system provided in an exemplary embodiment of the present disclosure.

[0045] Description of reference numerals:

[0046] 1. Engine; 2. Generator; 3. Motor; 31. Left drive motor; 32. Right drive motor; 4. First suspension bushing; 41. Left front suspension bushing; 42. Right front suspension bushing; 43. Left rear suspension bushing; 44. Right rear suspension bushing; 5. Second suspension bushing; 51. First body end; 52. First active end; 53. Second body end; 54. Second active end; 6. Semi-active damping rod; 61. Left damping rod; 62. Right damping rod; 611. Upper end bushing; 612. Damping piston rod; 613. Upper end cover; 614. Restoration chamber; 615. Solenoid valve; 616. External channel; 617. Moving piston; 618. Damping rod cylinder; 619. Floating piston; 6110. High-pressure nitrogen chamber; 6111. Lower end bushing; 6112. Connecting chamber; 7. Subframe; 8. Vehicle body; 81. Left vehicle body end; 82. Right vehicle body end. DETAILED DESCRIPTION

[0047] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0048] According to the first aspect of this application, see Figure 1 and Figure 2 The suspension system provided by the present disclosure is applied to the front cabin of the vehicle and includes a powertrain and a semi-active damping rod 6. The semi-active damping rod 6 is arranged at at least one end of the powertrain in the Y direction of the vehicle; wherein, one end of the semi-active damping rod 6 is connected to the powertrain, and the other end of the semi-active damping rod 6 is connected to the subframe 7.

[0049] In this embodiment, a semi-active damping rod 6 is provided at at least one end of the powertrain in the Y direction to suppress vibration of the powertrain in the Y and Z directions, thereby alleviating the technical problem in the prior art that the powertrain in the suspension system easily causes vibration and roar in the vehicle.

[0050] In one embodiment, the powertrain includes a generator 2 , an engine 1 , and a motor 3 , and one end of the semi-active damping rod 6 is connected to the engine 1 .

[0051] The semi-active damping rod 6 may include a left damping rod 61 located on one side of the power assembly in the Y-direction and a right damping rod 62 located on the other side of the power assembly in the Y-direction.

[0052] The motor 3 is a dual-motor structure, which includes a left drive motor 31 and a right drive motor 32 . The left drive motor 31 and the right drive motor 32 are arranged in the X direction of the power assembly.

[0053] It is understandable that directly connecting the semi-active damping rod 6 to the engine 1 can better suppress the vibration of the engine 1 .

[0054] It should be noted that since the generator 2, engine 1 and motor 3 in the powertrain are all fixedly connected to each other or integrated, the vibration of the engine 1 can be transmitted to the semi-active damping rod 6 through the motor 3, that is, the semi-active damping rod 6 can also be connected to the motor 3.

[0055] In one embodiment, see Figure 2 and Figure 4The semi-active damping rod 6 includes an upper bushing 611 and a lower bushing 6111 , the upper bushing 611 is connected to the engine 1 , and the lower bushing 6111 is connected to the subframe 7 , wherein the size of the upper bushing 611 is larger than that of the lower bushing 6111 .

[0056] Here, size refers to volume, that is, the volume of the upper end bushing 611 is larger than the volume of the lower end bushing 6111.

[0057] It can be understood that the upper bushing 611 adopts a large-size bushing. The bushing has a large stiffness characteristic under low-frequency and large-amplitude conditions, and a small stiffness characteristic under high-frequency and small-amplitude conditions, which can effectively reduce the excitation transmission of the powertrain.

[0058] It should be noted that designing the upper bushing 611 to have low rigidity and the lower bushing 6111 to have high rigidity can also effectively reduce the lateral force of the moving piston 617 .

[0059] In one embodiment, see Figure 2 and Figure 4 , further comprising a damping piston rod 612, an upper end cover 613, a recovery chamber 614, a solenoid valve 615, an external channel 616, a moving piston 617, a damping rod cylinder 618, a floating piston 619, and a high-pressure nitrogen chamber 6110; an upper end bushing 611 connected to the engine 11, a damping piston rod 612 connected to the upper end bushing 611, an upper end cover 613 and a moving piston 617 connected to the damping piston rod 612, arranged between the upper end cover 613 and the moving piston 617 The restoring chamber 614 between the moving pistons 617, the damping rod cylinder 618 with an interference fit with the moving piston 617, the external channel 616 arranged on the damping rod cylinder 618 and the solenoid valve 615 bolted to the damping rod cylinder 618, the floating piston 619 with an interference fit with the damping rod cylinder 618, the compression chamber and the high-pressure nitrogen chamber 6110 distributed on both sides of the floating piston 619, and the lower rubber bushing 6111 connected to the subframe 77.

[0060] In one embodiment, see Figure 2 and Figure 4 The cross-sectional shape of the upper bushing 611 is a straight-line structure.

[0061] Among them, the I-shaped structure refers to: the geometric shape is a flat long strip, and it maintains solid support in the X / Y direction, and is designed as a hollow structure in the Z direction.

[0062] It is understandable that the upper bushing 611 can be made of a high-performance rubber composite material, and a fiber reinforcement layer can be built into the upper bushing 611 to improve durability.

[0063] It can be understood that in low-frequency and large-amplitude working conditions, including but not limited to hybrid starting conditions, the hollow Z-direction structure of the I-shaped bushing allows large deformation and provides high static stiffness to resist impact; in high-frequency and small-amplitude working conditions, including but not limited to the working conditions of motor 3 howling, the I-shaped thin-wall structure reduces the high-frequency dynamic stiffness and improves the vibration isolation rate.

[0064] It should be noted that the I-shaped structure reduces the contact area between the upper bushing 611 and the damping piston rod, thereby reducing the sliding friction in the Y direction and avoiding jamming.

[0065] It should be noted that the upper bushing 611 can adopt a double-layer stacked design, that is, two layers of silicone rubber and graphene coating, to further reduce high-frequency dynamic stiffness.

[0066] In this embodiment, the I-shaped structure not only eliminates the redundant volume of the traditional bushing and reduces the weight, but also the hollow structure design in the Z direction of the I-shaped structure can leave space for the layout of components such as the solenoid valve 615.

[0067] In one embodiment, see Figure 2 and Figure 4 The lower end bushing 6111 is a solid bushing, and the stiffness of the lower end bushing 6111 is greater than the stiffness of the upper end bushing 611.

[0068] It can be understood that this is more conducive to improving the rigid body mode of the suspension system and is less likely to cause resonance.

[0069] In one embodiment, see Figure 2 and Figure 4 The angle between the semi-active damping rod 6 and the plane formed by the X-direction and the Z-direction of the vehicle is in the range of 5 degrees to 15 degrees.

[0070] It is understandable that when the inclination angle of the semi-active damping rod 6 is less than 5 degrees, the damping in the Y direction is small and the vibration decays quickly. When the inclination angle of the semi-active damping rod 6 is greater than 15 degrees, the assembly process becomes difficult.

[0071] In one embodiment, see Figure 2 and Figure 4 , the semi-active damping rod 6 coincides with the center of mass of the powertrain in the Y direction of the vehicle.

[0072] It can be understood that during acceleration, the torque output direction of the powertrain is in the Y direction. According to the lever ratio principle, when the position of the semi-active damping rod 6 in the X direction coincides with the position of the center of mass of the powertrain along the Y direction, the force on the damping rod can be minimized and the vibration transmission can be minimized, thereby further improving the vibration isolation performance.

[0073] In one embodiment, see Figure 2 and Figure 4The semi-active damping rod 6 includes a moving piston 617, and a plurality of oblique damping holes are provided on the moving piston 617.

[0074] It can be understood that under low-frequency and large-amplitude working conditions, the oil is refracted obliquely, generating an eddy current effect, which significantly increases the damping force; under high-frequency and small-amplitude working conditions, the inclined hole shortens the oil path and improves the response speed.

[0075] In this embodiment, the oblique damping hole can increase the low-frequency damping force and effectively suppress the shaking when the engine 1 is started; at the same time, it can also improve the response speed.

[0076] In one embodiment, the plurality of damping holes are arranged symmetrically.

[0077] The damping holes on the moving piston 617 are arranged symmetrically and evenly in the circumferential direction to ensure the isotropy of the oil flow.

[0078] Among them, in the X direction, the damping response is consistent under any X-direction acceleration; in the Y or Z direction, the circumferential oil pressure is balanced to suppress the transmission of lateral vibration.

[0079] It can be understood that the symmetrical hole position completely offsets the lateral hydraulic pressure of the piston, avoiding eccentric wear of the piston rod. At the same time, the uniform oil distribution avoids local overheating.

[0080] It should be noted that electrical discharge machining can also be used to ensure the angle consistency of multiple inclined holes.

[0081] In one embodiment, the inclination angle of the damping hole ranges from 30 degrees to 45 degrees.

[0082] The inclination angle of the damping hole can be any one of 30 degrees, 35 degrees, 40 degrees, and 45 degrees.

[0083] It is understandable that when the inclination angle of the damping hole is less than 30 degrees, the damping performance is slightly improved, and when the inclination angle of the damping hole is greater than 45 degrees, the process of forming the damping hole is difficult.

[0084] It can be understood that when the inclination angle range of the damping hole is 30 degrees to 45 degrees, the closer the angle is to 30 degrees, the higher the high flowability is, which is suitable for high-frequency working conditions with vibration isolation as the main feature, such as the vibration of the pure electric motor 3; when the angle is closer to 45 degrees, the higher the damping is, which is suitable for low-frequency working conditions with vibration absorption as the main feature, such as the start-up of the hybrid engine 1.

[0085] It should be noted that the damping hole can be designed to have an adjustable inclination angle, and the effective inclination angle of the damping hole can be changed by rotating the piston, or a micro motor can be integrated to achieve dynamic angle switching.

[0086] In one embodiment, the diameter of the damping hole ranges from 0.5 mm to 1 mm.

[0087] It is understandable that the aperture range of the damping hole is 0.5 mm to 1 mm. By making the aperture of the damping hole smaller, the oil cavitation noise can be reduced, and the combination with the inclined hole can improve the high-frequency vibration isolation rate.

[0088] It should be noted that when the hole diameter is greater than or equal to 0.5 mm, the damping hole can pass 99% of hydraulic oil impurities, preventing the damping hole from being blocked.

[0089] It should be noted that when the diameter of the damping hole is 0.8mm and the inclination angle of the damping hole is 45°, it is most suitable for hybrid working conditions. When the diameter of the damping hole is 0.8mm and the inclination angle of the damping hole is 30°, it is most suitable for pure electric working conditions.

[0090] In one embodiment, see Figure 2 and Figure 4 The semi-active damping rod 6 includes a damping rod cylinder 618 and a solenoid valve 615 , and the solenoid valve 615 is installed on the damping rod cylinder 618 .

[0091] The inner wall of the damping rod cylinder 618 is clearance-matched with the moving piston 617 to ensure sealing.

[0092] The outer channel 616 of the damping rod cylinder 618 is connected to the solenoid valve 615 through a thread, and the solenoid valve 615 is used to control the on-off of the oil circuit.

[0093] It is understandable that the solenoid valve 615 can adopt a PWM high-speed switching valve with a response time of less than 10ms, and realize real-time communication with the vehicle controller. The damping rod cylinder body 618 can adopt aluminum alloy hard anodizing to improve wear resistance.

[0094] In one embodiment, the solenoid valve 615 is closed during start-stop operation, and is opened during idle and acceleration operation.

[0095] In the start-stop condition, the solenoid valve 615 is closed, and the oil only passes through the inclined hole to achieve large damping.

[0096] In the idling and acceleration conditions, the solenoid valve 615 is opened, and the oil passes through the external channel 616 to achieve small damping.

[0097] It can be understood that the semi-active damping rod 6 includes an external channel 616. During start-stop conditions, the solenoid valve 615 is closed, the external channel 616 is blocked by the valve core, the restoration chamber 614 and the connecting chamber 6112 are connected only through the damping hole, and the oil mainly moves back and forth through the damping hole on the moving piston 617, producing a large damping characteristic; during idling and acceleration conditions, the solenoid valve 615 is opened, and the bottom of the valve core moves upward from the external channel 616. The oil in the restoration chamber 614 and the connecting chamber 6112 can also flow to each other through the external channel 616, producing smaller damping and dynamic stiffness characteristics.

[0098] In one embodiment, see Figure 1 and Figure 3 The suspension system also includes a first suspension bushing 4. The powertrain includes a generator 2, an engine 1, and a motor 3. One end of the first suspension bushing 4 is embedded in the subframe 7, and the other end of the first suspension bushing 4 is connected to the motor 3.

[0099] It is understandable that in the related art, the suspension bushing and the subframe 7 need to be connected through a bracket, which takes up additional space and the bracket mode will also cause high-frequency noise problems; in this embodiment, the first suspension bushing 4 is in an embedded form, so that the strength of the connection between the first suspension bushing 4 and the subframe 7 is also increased; the bracket for connecting the subframe 7 and the first suspension bushing 4 is omitted, which not only saves space and cost, but also avoids the problem of motor 3 whistling caused by the suspension bracket mode.

[0100] In one embodiment, see Figure 1 and Figure 3 , the number of the first suspension bushings 4 is at least three.

[0101] It can be understood that by providing at least three first suspension bushings 4 , the stability of the first suspension bushings 4 can be maintained and the vibration reduction effect can be improved.

[0102] In one embodiment, see Figure 1 and Figure 3 The first suspension bushing 4 includes a left front suspension bushing 41, a right front suspension bushing 42, a left rear suspension bushing 43, and a right rear suspension bushing 44, wherein the left front suspension bushing 41 and the right front suspension bushing 42 are embedded in the front crossbeam of the subframe 7, and the left rear suspension bushing 43 and the right rear suspension bushing 44 are embedded in the rear crossbeam of the subframe 7.

[0103] The elastic center point refers to the point where the shear force and the torsional moment are decoupled when the plurality of first suspension bushings 4 are deformed under stress.

[0104] It can be understood that since the longer the distance between the elastic center points of the four first suspension bushings 4 in the X direction of the vehicle, the smaller the Z direction force of the first suspension bushings 4, the four first suspension bushings 4 are designed to be arranged at the front and rear cross beams of the subframe 7 respectively to ensure that the elastic center points of the four first suspension bushings 4 are at the longest distance in the X direction, thereby reducing the Z direction force of the first suspension bushings 4.

[0105] In one embodiment, see Figure 1 and Figure 3 , the line connecting the elastic centers of the first suspension bushings 4 is a square.

[0106] The square may be a rectangle or a square.

[0107] It can be understood that the elastic center lines of the four first suspension bushings 4 are distributed in a square, so that the geometric centers of the four suspensions are close to the center of mass of the assembly. When the center of mass of the assembly applies torque, according to the force distribution principle, the four-point suspension can be balanced in force, thereby better reducing the dynamic stiffness of the bushing and improving the vibration isolation performance.

[0108] In one embodiment, the geometric center of the square coincides with the center of mass of the powertrain.

[0109] It can coincide with the center of mass, and the four-point suspension can balance the force, while better reducing the dynamic stiffness of the bushing and improving the vibration isolation performance.

[0110] In one embodiment, see Figure 1 and Figure 3 In the Z direction of the vehicle, the first suspension bushing 4 is located on the side of the center of mass of the powertrain close to the subframe 7.

[0111] It is understandable that the arrangement of four first suspension bushings 4 can better share the force of the assembly. The four first suspension bushings 4 are all connected to the subframe 7 to form a secondary vibration isolation system, which can better reduce the vibration of the engine 1.

[0112] In one embodiment, see Figure 1 and Figure 3 The suspension system also includes bolts, and the first suspension bushing 4 is connected to the motor 3 via bolts.

[0113] It is understandable that the first suspension bushing 4 is rigidly connected to the motor 3 by high-strength bolts to achieve force transmission and accurately control the relative position of the motor 3 and the subframe 7.

[0114] It is understandable that the bolts are sunk into the cross beam of the sub-frame 7 to save space in the Z direction.

[0115] In one embodiment, the first suspension bushing 4 is a cylindrical structure, the radial direction of the first suspension bushing 4 is along the Z direction of the vehicle, and the axial direction of the first suspension bushing 4 is along the X direction of the vehicle.

[0116] It can be understood that since the radial dynamic stiffness of the first suspension bushing 4 is smaller than the axial dynamic stiffness when the same preload is applied radially and axially, and the vibration isolation performance is better, the embedded first suspension bushing 4 is arranged radially in the Z direction of the vehicle and axially in the Y direction of the vehicle to facilitate better assembly with the subframe 7.

[0117] In one embodiment, the diameter of the first suspension bushing 4 ranges from 70 mm to 100 mm.

[0118] The diameter of the first suspension bushing 4 may be any one of 70 mm, 80 mm, 90 mm, and 100 mm.

[0119] It can be understood that when the diameter of the first suspension bushing 4 is in the range of 70 mm to 100 mm, the vibration excitation of the motor 3 can be better reduced.

[0120] It can be understood that when the diameter of the first suspension bushing 4 is less than 70 mm, the optimization space of the dynamic stiffness of the bushing is limited and the vibration isolation effect is insufficient. When the diameter of the first suspension bushing 4 is greater than 100 mm, the durability of the first suspension bushing 4 is at risk and the service life is short.

[0121] In one embodiment, see Figure 5 and Figure 6 A second suspension 5 bushing is provided at at least one end of the powertrain along the X direction of the vehicle.

[0122] It can be understood that at least one second suspension 5 bushing and at least three first suspension bushings 4 constitute at least a four-point suspension, which can better reduce the vibration of the powertrain.

[0123] In one embodiment, the second suspension 5 bushing includes a first tie rod suspension bushing and a second tie rod suspension bushing respectively provided at two ends of the powertrain.

[0124] The first tie rod suspension bushing and the second tie rod suspension bushing are symmetrically distributed.

[0125] It can be understood that the provision of the first tie rod suspension bushing and the second tie rod suspension bushing can better cushion the vibration of the powertrain in the X direction, and the first tie rod suspension bushing and the second tie rod suspension bushing are symmetrically arranged to form a couple, which can offset the torque in the RY direction; the RY direction refers to the rotation around the Y axis, such as pitch.

[0126] In one embodiment, see Figure 5 and Figure 6The first tie rod suspension bushing includes a first body end 51 and a first active end 52. The first body end 51 is connected to the vehicle body 8, and the first active end 52 is connected to the engine 1. The second tie rod suspension bushing includes a second body end 53 and a second active end 54. The second body end 53 is connected to the vehicle body 8, and the second active end 54 is connected to the engine 1.

[0127] The vehicle body 8 includes a left vehicle body end 81 and a right vehicle body end 82 , the first tie rod suspension bushing is connected to the left vehicle body end 81 , and the second tie rod suspension bushing is connected to the right vehicle body end 82 .

[0128] It can be understood that since the vibration of the engine 1 can be directly connected to the vehicle body 8 through the first tie rod suspension bushing and the second tie rod suspension bushing, the transient vibration of the engine 1 can be better attenuated.

[0129] According to a second aspect of the present disclosure, a vehicle is provided, which includes a suspension system according to any one of the above embodiments. The vehicle has all the beneficial effects of the suspension system according to any one of the embodiments, which will not be described in detail in the present disclosure.

[0130] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle, a new energy vehicle, etc., and this disclosure does not make any specific limitations on this.

[0131] The reason for using the semi-active damping rod 6 in the suspension system of the present application is that: during the starting condition, the semi-active damping rod 6 meets the requirements of large damping and large stiffness, and during the idling and acceleration conditions, the semi-active damping rod 6 needs to meet the requirements of small damping and small stiffness. The solenoid valve 615 is used to control the semi-active damping rod 6 to realize two modes to better meet different performance requirements under different working conditions; when the semi-active damping rod 6 is in the idling and acceleration conditions, the dynamic stiffness of the suspension system is lower and the vibration isolation performance is better. The damping is greater in the low-frequency starting condition, and the vibration attenuation of the powertrain is faster.

[0132] It should be noted that the suspension system provided in this application can be designed based on a pure electric suspension system. The pure electric suspension system only includes a motor 3 and a first suspension bushing 4. One end of the first suspension bushing 4 is embedded in the subframe 7, and the other end of the first suspension bushing 4 is connected to the motor 3. By sharing the pure electric suspension system, the suspension system provided in this application is a hybrid suspension system, which can share a set of motor 3 and first suspension bushing 4 structures with the pure electric suspension system without the need for redesign. The subframe and the front compartment connection part of the vehicle body can be borrowed simultaneously, which greatly reduces the difficulty of vehicle model development and layout, and saves project development costs and cycles.

[0133] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0134] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0135] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0136] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A suspension system, applied to a vehicle, characterized in that: include: Powertrain; and A semi-active damping rod (6), the semi-active damping rod (6) being arranged at at least one end of the power assembly in the Y direction of the vehicle; One end of the semi-active damping rod (6) is connected to the powertrain, and the other end of the semi-active damping rod (6) is connected to the subframe (7).

2. The suspension system according to claim 1, wherein: The power assembly comprises a generator (2), an engine (1), and a motor (3) which are connected to each other, and one end of the semi-active damping rod (6) is connected to the engine (1).

3. The suspension system according to claim 2, wherein: The semi-active damping rod (6) comprises an upper bushing (611) and a lower bushing (6111), wherein the upper bushing (611) is connected to the engine (1), and the lower bushing (6111) is connected to the subframe (7), wherein the size of the upper bushing (611) is larger than the size of the lower bushing (6111).

4. The suspension system according to claim 3, wherein: The lower end bushing (6111) is a solid bushing, and the rigidity of the lower end bushing (6111) is greater than the rigidity of the upper end bushing (611).

5. The suspension system according to claim 1, wherein: There is an included angle between the semi-active damping rod (6) and a plane formed by the X-direction and the Z-direction of the entire vehicle.

6. The suspension system according to claim 5, wherein: The angle ranges from 5 degrees to 15 degrees.

7. The suspension system according to claim 1, wherein: The semi-active damping rod (6) coincides with the center of mass of the power assembly in the Y direction of the vehicle.

8. The suspension system according to claim 1, wherein: The semi-active damping rod (6) includes a moving piston (617) and a damping rod cylinder (618), and the power assembly is suitable for being connected to the sub-frame (7) through the moving piston (617) and the damping rod cylinder (618), and the moving piston (617) is movably mounted on the damping rod cylinder (618) so that the damping rod cylinder (618) includes a restoring chamber (614) and a connecting chamber (6112) located on both sides of the moving piston (617); wherein, a plurality of oblique damping holes are provided on the moving piston (617), and the damping holes connect the restoring chamber (614) and the connecting chamber (6112).

9. The suspension system according to claim 8, wherein: The plurality of damping holes are arranged symmetrically.

10. The suspension system according to claim 8, wherein: The inclination angle of the damping hole ranges from 30 degrees to 45 degrees.

11. The suspension system according to claim 8, wherein: The aperture of the damping hole ranges from 0.5 mm to 1 mm.

12. The suspension system according to any one of claims 8 to 11, characterized in that: The damping rod cylinder (618) is provided with an external channel (616), and the two ends of the external channel (616) are respectively connected to the recovery chamber (614) and the connecting chamber (6112); wherein, the semi-active damping rod (6) further includes a solenoid valve (615), and the solenoid valve (615) is suitable for closing or opening the external channel (616).

13. The suspension system according to claim 12, wherein: During the start-stop operation of the vehicle, the solenoid valve (615) closes the external channel (616), and / or during the idling and / or acceleration operation of the vehicle, the solenoid valve (615) opens the external channel (616).

14. The suspension system according to claim 1, wherein: The suspension system further comprises a first suspension bushing (4), the powertrain comprises a generator (2), an engine (1), and the motor (3), one end of the first suspension bushing (4) is embedded in the subframe (7), and the other end of the first suspension bushing (4) is connected to the motor (3).

15. The suspension system according to claim 14, wherein: The number of the first suspension bushings (4) is at least three.

16. The suspension system according to claim 15, wherein: The first suspension bushing (4) includes a left front suspension bushing (41), a right front suspension bushing (42), a left rear suspension bushing (43), and a right rear suspension bushing (44), wherein the left front suspension bushing (41) and the right front suspension bushing (42) are embedded in the front crossbeam of the subframe (7), and the left rear suspension bushing (43) and the right rear suspension bushing (44) are embedded in the rear crossbeam of the subframe (7).

17. The suspension system according to claim 16, wherein: The line connecting the elastic centers of the left front suspension bushing (41), the right front suspension bushing (42), the left rear suspension bushing (43), and the right rear suspension bushing (44) is a square.

18. The suspension system according to claim 17, wherein: The geometric center of the square coincides with the center of mass of the powertrain.

19. The suspension system according to claim 18, wherein: In the Z direction of the entire vehicle, the first suspension bushing (4) is located on a side of the center of mass of the powertrain close to the subframe (7).

20. The suspension system according to claim 14, wherein: The first suspension bushing (4) is a cylindrical structure, the radial direction of the first suspension bushing (4) is along the Z direction of the entire vehicle, and the axial direction of the first suspension bushing (4) is along the X direction of the entire vehicle.

21. The suspension system according to claim 20, wherein: The diameter of the first suspension bushing (4) ranges from 70 mm to 100 mm.

22. The suspension system according to claim 14, wherein: A second suspension bushing (5) is provided at at least one end of the power assembly along the X direction of the vehicle.

23. The suspension system according to claim 22, wherein: The second suspension bushing (5) includes a first tie rod suspension bushing and a second tie rod suspension bushing respectively arranged at both ends of the powertrain, one end of the first tie rod suspension bushing is connected to the engine (1), and the other end is connected to the vehicle body (8), and one end of the second tie rod suspension bushing is connected to the engine (1), and the other end is connected to the vehicle body (8).

24. The suspension system according to claim 23, wherein: The first tie rod suspension bushing includes a first main body end (51) and a first active end (52), wherein the first main body end (51) is connected to the vehicle body (8), and the first active end (52) is connected to the engine (1); the second tie rod suspension bushing includes a second main body end (53) and a second active end (54), wherein the second main body end (53) is connected to the vehicle body (8), and the second active end (54) is connected to the engine (1).

25. A vehicle, characterized in that: Comprising a suspension system as claimed in any one of claims 1 to 24.

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