Power assembly suspension device, test bench and method

Abstract

The invention relates to the technical field of automobiles, and provides a power assembly suspension device, a test bed and a method. The device comprises suspension structures which are symmetrically arranged, each suspension structure comprises a suspension bracket; the suspension bracket is connected with the rubber damping assembly through a containing cavity formed in one side of the suspension bracket. The upper part of the rubber damping assembly is bonded with the suspension bracket; the top of the Y-direction limiting bracket is connected with the suspension bracket, and the bottom of the Y-direction limiting bracket extends into a square limiting weight-reducing groove in the top of the suspension bracket; an engine support can be connected between the two suspension supports. The two Y-direction limiting supports are configured to be matched with the corresponding suspension supports, so that the stretching length of the corresponding rubber damping assemblies in the Y direction is limited within a preset stretching range. Compared with the prior art, the reliability is high, the risk of structural failure is avoided, the reliability performance evaluation of the power assembly suspension device can be quickly completed, the research and development period is greatly shortened, and the verification cost is reduced.

Description

Technical Field

[0001] The present application relates to the field of automotive technology, and in particular to a powertrain suspension device, a test bench, and a method. Background Art

[0002] At present, the suspension system of traditional internal combustion engines serves as the "shock absorption center" of the vehicle. Its reliability directly affects the driving experience and the life of the entire vehicle. Design adaptability and verification efficiency are common problems in the industry: existing designs are often difficult to balance mechanically and the durability of traditional structures is insufficient, resulting in hidden dangers such as limit failure and cracking under extreme working conditions; traditional verification methods face bottlenecks such as long cycles, high costs, and difficult design modifications.

[0003] Patent CN202411070330.8 "Engine Mount and Vehicle" describes a mount with high Z-direction durability. However, when the mounting frame has low stiffness, frame deformation may cause unilateral tensile overload of the mount when the engine moves left and right, leading to the risk of cracking.

[0004] Based on the above content, this application proposes a powertrain suspension device, test bench and method. By further optimizing the suspension structure, its reliability is effectively improved, the risk of structural failure is avoided, and the reliability performance evaluation of the powertrain suspension structure can be quickly completed, which greatly shortens the R&D cycle and reduces verification costs. Summary of the Invention

[0005] The purpose of the present invention is to provide a powertrain mount device, test bench, and method that are highly reliable, avoid the risk of structural failure, and enable rapid completion of reliability performance evaluation of the powertrain mount device, significantly shortening the R&D cycle. The specific solution is as follows:

[0006] A powertrain suspension device includes symmetrically arranged suspension structures, each comprising a suspension bracket, a rubber damping assembly, a suspension support, and a Y-direction limit bracket. The suspension bracket is connected to the rubber damping assembly via a chamber provided on one side thereof. The upper portion of the rubber damping assembly is bonded to the suspension bracket. The Y-direction limit bracket has a top connected to the suspension bracket and a bottom extending into a square limit and weight reduction groove at the top of the suspension bracket.

[0007] Wherein, an engine bracket may be connected between the two suspension brackets;

[0008] The two Y-direction limiting brackets are configured to cooperate with the corresponding suspension brackets so that the stretching length of the corresponding rubber shock-absorbing assembly in the Y direction is limited to a preset stretching range.

[0009] Optionally, the lower cavity of the accommodating chamber is a dustpan cavity structure with an outwardly inclined peripheral wall, that is, the bottom of the lower cavity gradually expands toward the opening, so that the side surface of the lower cavity forms a first large annular surface;

[0010] The upper cavity of the accommodating chamber corresponds to accommodating the upper part of the rubber shock absorbing assembly;

[0011] Wherein, a limiting cavity is provided between the lower cavity and the upper cavity to cooperate with the rubber shock-absorbing component for limiting connection;

[0012] The limiting cavity is a U-shaped structure as a whole; the limiting cavity includes an X-direction strip limiting groove located in the middle part, and Y-direction limiting grooves located at both ends of the X-direction strip limiting groove;

[0013] The X-direction strip limiting groove is plugged into and matched with the corresponding part of the rubber shock-absorbing component;

[0014] Wherein, at least two sockets for plugging the rubber shock-absorbing components are provided in the length direction of the bottom of the X-direction strip-shaped limiting groove.

[0015] Optionally, a limiting convex strip is provided on the upper edge of each Y-direction limiting groove, which extends downward and inward and is adapted to be plugged into the rubber shock-absorbing assembly;

[0016] Both sides of the top of the upper cavity are provided with stop limit grooves for cooperating with the rubber shock absorbing assembly to limit the position;

[0017] Bottom limiting grooves for plugging into the rubber shock-absorbing assembly are provided on both sides of the bottom of the lower cavity;

[0018] Wherein, a bottom convex strip is extended from the inner upper edge of each bottom limiting groove; the extending direction of the bottom convex strip is the same as the inclination direction of the side wall of the lower cavity.

[0019] Optionally, the outer shape of the rubber shock-absorbing component matches the inner shape of the accommodating chamber; and a shock-absorbing buffer chamber is provided between the bottom of the rubber shock-absorbing component and the suspension bracket;

[0020] The rubber shock-absorbing component is made of rubber and has an inverted trapezoidal or V-shaped concave chamber on one side of its upper portion; wherein a suspension bracket is bonded in the concave chamber;

[0021] The upper portion of the rubber shock-absorbing component is correspondingly accommodated in the upper cavity of the accommodating chamber, the middle portion is correspondingly inserted into the limiting cavity of the accommodating chamber, and the lower portion is correspondingly accommodated in the lower cavity of the accommodating chamber; wherein the upper portion of the rubber shock-absorbing component is a thin-walled structure and the lower portion is a thick-walled structure; the interior of the thick wall of the lower portion of the rubber shock-absorbing component is covered with a U-shaped bracket frame;

[0022] The upper periphery of the rubber shock-absorbing component is provided with oblique stabilizing surfaces on both sides and a fan-shaped stabilizing surface on the front side; wherein the oblique stabilizing surfaces and the fan-shaped stabilizing surfaces are spaced apart from the corresponding surfaces of the accommodating chamber;

[0023] The lower edge of the fan-shaped stabilizing surface ends at the upper surface of the strip block at the front end of the middle part of the rubber shock-absorbing component;

[0024] The lower end of the bottom of the rubber shock-absorbing component is provided with a shock-absorbing rubber pad, and the front end is provided with a forward protrusion that can abut against the suspension bracket.

[0025] Optionally, stop blocks that match the stop limit grooves are provided on both sides of the top of the rubber shock-absorbing assembly;

[0026] First buffer support blocks are provided at positions corresponding to the stop blocks on both sides of the upper part of the rubber shock-absorbing assembly;

[0027] The front end of the middle part of the rubber damping assembly is provided with a strip block that is plugged into the X-direction strip limiting groove; wherein, the end of the strip block is provided with a pin that is plugged into the socket;

[0028] Side plug-in strips are provided on both sides of the lower part of the rubber shock-absorbing assembly to be plugged into the Y-direction limit grooves;

[0029] The lower part of the rubber shock-absorbing component is provided with a connecting ear which can be connected to the suspension bracket, corresponding to the outer end edge of the lateral plug-in strip.

[0030] Optionally, the concave chamber of the rubber shock-absorbing assembly is bonded and fixed to the suspension bracket by rubber vulcanization; the bottom shape of the suspension bracket matches the shape of the concave chamber; wherein, the top of the suspension bracket is provided with two square limit weight-reducing grooves for interlocking and limiting with the Y-direction limit bracket; the side of the suspension bracket away from the square limit weight-reducing groove is provided with a connector that can be installed with an external component.

[0031] Optionally, the Y-direction limit bracket is triangular as a whole; a Y-direction limit opening is provided at the bottom tip of the Y-direction limit bracket, and the lower part of the Y-direction limit bracket is divided into two Y-direction plug-in pins through the Y-direction limit opening; wherein, the two Y-direction plug-in pins can be gap-plugged and limited with the two limit slots on the suspension bracket; and the limit plate located between the two limit slots is gap-plugged and matched with the Y-direction limit opening at the same time; the bottom of the Y-direction limit bracket is also provided with a rubber sheath, so that an elastic buffer layer is formed between the contact surface of the Y-direction limit bracket and the suspension bracket.

[0032] A test bench for mounting and fixing the powertrain suspension device; the test bench comprises:

[0033] A concave-shaped stand base, wherein two symmetrical suspension structures are arranged on both sides of the inside of the stand base;

[0034] It also includes: a platform pressing plate; the platform pressing plate is located between the two suspension structures, wherein both ends of the platform pressing plate are respectively connected and fixed to corresponding suspension brackets;

[0035] Also included: load excitation equipment;

[0036] The load excitation device can be connected to the platform pressure plate to provide a vibration load to the powertrain suspension device.

[0037] Optionally, it also includes: damage detection equipment;

[0038] The damage detection device is configured to detect whether the reliability of the powertrain suspension device meets the design requirements when the powertrain suspension device performs a preset number of vibrations under a vibration load.

[0039] A powertrain suspension structure test method is applied to the test bench to complete the reliability test of the device; the method includes the following steps:

[0040] Step S1: Install the powertrain mount device on the test bench according to a preset connection method;

[0041] Step S2: applying load excitation parameters to the Z-direction connection point or the Y-direction connection point of the platform platen through the load excitation device;

[0042] Step S3: testing the powertrain mounting device based on the load excitation parameters after performing a preset number of vibrations, and outputting a reliability evaluation result of the powertrain mounting device.

[0043] Through the above solution, the following beneficial technical effects are achieved:

[0044] The present application provides a powertrain suspension device, a test bench and a method, which accurately limit the tensile deformation of the rubber shock-absorbing component in the Y direction by cooperating with the Y-axis limit bracket and the suspension bracket, and control it within a preset tensile range, thereby effectively preventing the rubber shock-absorbing component from tearing, being damaged, etc. due to excessive stretching; through the physical connection between the suspension bracket and the rubber shock-absorbing component and the arrangement of the internal structure, the load distribution of the two suspension structures in the X direction, Y direction and Z direction is uniform, while balancing the mechanical distribution of the suspension bracket, the rubber shock-absorbing component and the suspension bracket, ensuring the overall stiffness requirement of the suspension bracket, effectively transmitting and absorbing vibration energy, and improving the vibration reduction performance and reliability of the suspension device as a whole. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 This is a structural entity diagram of a powertrain suspension device provided in this application connected to a test bench.

[0046] Figure 2 This is a schematic diagram of a suspended structure.

[0047] Figure 3 yes Figure 2 Schematic diagram of the structure when the rubber shock-absorbing component is not included.

[0048] Figure 4 yes Figure 3 The structural diagram does not include the Y-axis limit bracket.

[0049] Figure 5 It is a structural diagram of the suspension bracket.

[0050] Figure 6 This is a schematic diagram of the bracket skeleton structure wrapped inside the thick-walled structure at the bottom of the rubber shock-absorbing component.

[0051] Figure 7 It is a schematic diagram of the complete structure of the rubber shock absorber assembly.

[0052] Figure 8 It is a structural diagram of the rubber shock-absorbing component without the bracket frame covered.

[0053] Figure 9 This is a schematic diagram of the rubber shock absorber assembly from another angle.

[0054] Figure 10 It is a structural diagram of the Y-axis limit bracket.

[0055] Figure 11 Schematic diagram of the powertrain suspension device connected to the test bench for Y-axis reliability testing.

[0056] In the figure: X-suspension structure;

[0057] 1. Suspension bracket; 101. Accommodating chamber; 102. First large annular surface; 103. X-axis strip limiting groove; 104. Y-axis limiting groove; 105. Socket; 106. Limiting ridge; 107. Stop limiting groove; 108. Bottom limiting groove; 109. Bottom ridge;

[0058] 2. Rubber shock-absorbing components;

[0059] 201, concave chamber; 202, bracket frame; 203, oblique stabilizing surface; 204, fan-shaped stabilizing surface; 205, strip block; 206, shock-absorbing rubber pad; 207, forward protrusion; 208, stop block; 209, first buffer support block; 210, pin; 211, lateral plug strip; 212, connecting ear;

[0060] 3. Suspension bracket; 31. Square limit weight reduction groove; 32. Connector;

[0061] 4. Y-axis limit bracket; 41. Y-axis limit opening; 42. Y-axis plug pin; 43. Rubber sheath;

[0062] 5. Shock absorption buffer chamber;

[0063] A. Test bench base; B. Test bench pressure plate. DETAILED DESCRIPTION

[0064] In order to make the purpose, technical solutions and advantages of this application clearer, the following Figure 1-11 This application is further described in detail. Obviously, the embodiments described are only a part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0065] It should be noted that the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a product or device comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such product or device. In the absence of further limitations, an element defined by the phrase "comprising a..." does not exclude the presence of other identical elements in the product or device comprising the element.

[0066] It should be noted in particular that any symbols and / or numbers in the specification that are not marked in the accompanying drawings are not drawing marks.

[0067] The optional embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0068] Figure 1 The figure shows a schematic diagram of the installation structure of a powertrain suspension device connected to a test bench.

[0069] A powertrain suspension device includes a symmetrically arranged suspension structure X. Each suspension structure X comprises a suspension bracket 1, a rubber damping assembly 2, a suspension bracket 3, and a Y-direction limit bracket 4. The suspension bracket 1 is connected to the rubber damping assembly 2 via a accommodating chamber 101 provided on one side thereof. The upper portion of the rubber damping assembly 2 is accommodated and bonded to the suspension bracket 3. The Y-direction limit bracket 4 has a top connected to the suspension bracket 1 and a bottom extending into a square limit and weight reduction groove 31 at the top of the suspension bracket 3. An engine bracket may be connected between the two suspension brackets 3.

[0070] The two Y-direction limiting brackets 4 are configured to cooperate with the corresponding suspension brackets 3 so that the stretching length of the corresponding rubber shock-absorbing assembly 2 in the Y direction is limited to a preset stretching range.

[0071] In this embodiment, the suspension bracket 1, serving as the primary component for connecting and supporting the powertrain, is typically an alloy metal bracket used to transmit powertrain vibrations to the rubber shock-absorbing assembly 2. It also withstands the X-direction (longitudinal), Y-direction (transverse), and Z-direction (vertical) vibration loads and inertial forces generated by the powertrain during vehicle travel. Therefore, it is crucial to ensure the reliability requirements for its stiffness during design.

[0072] Specifically, the suspension bracket 1 transmits vibration to the rubber shock absorber assembly 2, and at the same time, through the geometric constraints of the suspension bracket 3 and the Y-axis limit bracket 4, the transmission path of the X / Y / Z three-dimensional force is optimized. Through the symmetrical structural design and limiting function, the situation of excessive and concentrated load inside the suspension bracket 1 is avoided. Through the inverted Y-shaped fork structure of the Y-axis limit bracket 4 and the square limit weight reduction groove 31 of the suspension bracket 3, the Y-axis load is evenly dispersed from the Y-axis limit bracket 4 to the limiting contact surfaces on both sides, thereby achieving uniform load distribution of each component. At the same time, through the rigid-flexible coupling between the suspension bracket 1 and the rubber shock absorber assembly 2 and the flexible-rigid coupling between the rubber shock absorber assembly 2 and the suspension bracket 3, the high-frequency vibration filtering and low-frequency impact buffering resistance of the powertrain suspension device are improved, thereby improving the overall vibration reduction performance and anti-fatigue reliability.

[0073] Furthermore, the lower cavity of the accommodating chamber 101 is a dustpan cavity structure with outwardly inclined peripheral walls, that is, the bottom of the lower cavity gradually expands toward the upper opening, so that the side surface of the lower cavity forms a first large annular surface 102;

[0074] The upper cavity of the accommodating chamber 101 corresponds to accommodating the upper portion of the rubber shock absorbing assembly 2;

[0075] Wherein, a limiting cavity is provided between the lower cavity and the upper cavity to cooperate with the rubber shock absorbing component 2 for limiting connection;

[0076] The limiting cavity is a U-shaped structure as a whole; the limiting cavity includes an X-direction strip limiting groove 103 located in the middle part, and a Y-direction limiting groove 104 located at both ends of the X-direction strip limiting groove 103;

[0077] The X-direction strip-shaped limiting groove 103 is plugged into and matched with the corresponding portion of the rubber shock-absorbing component 2;

[0078] The bottom length direction of the X-direction strip-shaped limiting groove 103 is provided with at least two sockets 105 for plugging into the rubber shock-absorbing assembly 2 .

[0079] It can be understood that the present application sets the lower cavity of the accommodating chamber 101 to be designed to gradually expand from the bottom toward the upper opening, so that the side wall surface of the lower cavity forms a first large annular surface 102, thereby dispersing the load transmitted by the rubber shock-absorbing component 2 to a larger contact surface, that is, guiding the load to diffuse evenly in the radial direction by the inclined peripheral wall, avoiding stress concentration at the bottom edge of the cavity, and solving the problem of bracket cracking caused by local stress overload in traditional structures; at the same time, the expansion cavity forms a mechanical support structure that is approximately a trumpet mouth, thereby improving the deformation resistance of the suspension bracket 1 in the Z direction (vertical direction).

[0080] Furthermore, by accommodating and cooperating the upper cavity, the limiting cavity and the lower cavity of the accommodating chamber 101 with the corresponding parts of the rubber shock-absorbing assembly 2, a multi-dimensional space limiting constraint is achieved, which not only optimizes the vibration transmission path, but also avoids the vibration reduction failure or abnormal wear failure caused by the rubber part falling out. Furthermore, it avoids the unilateral tensile overload cracking caused by insufficient stiffness of the suspension bracket 1.

[0081] In a specific embodiment, each of the Y-direction limiting grooves 104 has an upper edge extending downwardly and inwardly to form a limiting ridge 106 for engaging with the rubber damping assembly 2;

[0082] Stopping grooves 107 are provided on both sides of the top of the upper cavity to cooperate with the rubber shock absorbing component 2 to limit the position;

[0083] Bottom limiting grooves 108 for plugging into the rubber shock-absorbing assembly 2 are provided on both sides of the bottom of the lower cavity;

[0084] A bottom ridge 109 is provided on the inner upper edge of each bottom limiting groove 108 ; the extending direction of the bottom ridge 109 is the same as the inclination direction of the side wall of the lower cavity.

[0085] It can be understood that by setting the limiting ridge 106 and the bottom ridge, the contact area between the Y-direction limiting groove 104 and the bottom limiting groove 108 and the plug-in part of the rubber shock-absorbing component 2 is larger, the force is more dispersed, the local stress concentration is reduced, and the durability of the rubber shock-absorbing component 2 is improved; the stop limiting groove 107 in the upper cavity limits the excessive upward movement of the rubber shock-absorbing component 2, preventing the bonding interface between the rubber shock-absorbing component 2 and the suspension bracket 3 from falling off or being damaged due to excessive Z-direction impact load, thereby ensuring the stability of the upper and lower connections.

[0086] Furthermore, the outer shape of the rubber shock-absorbing component 2 matches the inner shape of the accommodating chamber 101; and a shock-absorbing buffer chamber 5 is provided between the bottom of the rubber shock-absorbing component 2 and the suspension bracket 1;

[0087] The rubber damping assembly 2 is made of rubber and has an inverted trapezoidal or V-shaped concave chamber 201 on one side of its upper portion; wherein the suspension bracket 3 is bonded inside the concave chamber 201;

[0088] The upper portion of the rubber shock-absorbing component 2 corresponds to the upper cavity of the accommodating chamber 101, the middle portion corresponds to the limiting cavity of the accommodating chamber 101, and the lower portion corresponds to the lower cavity of the accommodating chamber 101; wherein, the upper portion of the rubber shock-absorbing component 2 has a thin-wall structure and the lower portion has a thick-wall structure; the interior of the thick wall of the lower portion of the rubber shock-absorbing component 2 is covered with a U-shaped bracket frame 202;

[0089] The rubber damping assembly 2 is provided with oblique stabilizing surfaces 203 on both sides of the upper periphery and a fan-shaped stabilizing surface 204 on the front side; wherein the oblique stabilizing surfaces 203 and the fan-shaped stabilizing surface 204 are spaced apart from the corresponding surfaces of the accommodating chamber 101; and the inclination angle of the oblique stabilizing surface 203 is greater than the inclination angle of the fan-shaped stabilizing surface 204;

[0090] The lower edge of the sector-shaped stabilizing surface 204 ends at the upper surface of the strip block 205 at the front end of the middle portion of the rubber shock-absorbing component 2;

[0091] The bottom lower end of the rubber shock-absorbing component 2 is provided with a shock-absorbing rubber pad 206 , and the front end is provided with a forward protrusion 207 that can abut against the suspension bracket 1 .

[0092] Specifically, the shock-absorbing buffer chamber 5 arranged between the bottom of the rubber shock-absorbing component 2 and the suspension bracket 1 forms a secondary shock-absorbing layer between the rubber shock-absorbing component 2 and the suspension bracket 1, further attenuating the impact load transmitted through the bottom, avoiding the low-frequency impact energy from being directly transmitted to the suspension bracket 1 without buffering, causing structural stiffness fatigue; by bonding a suspension bracket in the concave chamber 201, the bonding area is increased, the connection reliability is improved, and the suspension bracket caused by vibration is avoided from falling off or loosening; the advantage of the upper thin-wall structure design is: utilizing the flexibility of the rubber material to enhance the absorption capacity of high-frequency vibrations; the advantage of the lower thick-wall structure design is: increasing the material thickness to improve the bearing capacity, reducing the risk of structural damage under large-amplitude impact, thereby balancing the vibration reduction effect and optimizing the structural strength; further, through the design of the bracket skeleton 202, the thick wall is avoided from creeping or breaking under long-term large loads, thereby improving its fatigue resistance.

[0093] It should be further explained that by forming an inclined gap with the side wall of the accommodating chamber 101 through the inclined stabilizing surface 203, excessive displacement of the thin-walled structure can be limited. The design advantage of the fan-shaped stabilizing surface 204 is that its contact area with the accommodating chamber 101 is increased, that is, when subjected to a forward load, the stress is evenly dispersed through curved surface extrusion, thereby reducing local stress concentration.

[0094] Furthermore, the forward protrusion 207 abuts against the suspension bracket 1, providing forward limiting during sudden acceleration or braking to prevent the rubber shock absorber assembly 2 from tearing due to excessive forward movement. At the same time, the forward load is partially shared through the contact of the forward protrusion 207 to protect the rubber main body.

[0095] In a specific embodiment, stop blocks 208 are provided on both sides of the top of the rubber shock-absorbing component 2 to match the stop limit grooves 107;

[0096] First buffer support blocks 209 are provided on both sides of the upper portion of the rubber shock absorbing assembly 2 corresponding to the stop blocks 208;

[0097] The front end of the middle portion of the rubber damping assembly 2 is provided with a strip block 205 that is plugged into the X-direction strip limiting groove 103; wherein, the end of the strip block 205 is provided with a pin 210 that is plugged into the socket 105;

[0098] The lower sides of the rubber damping assembly 2 are provided with lateral plug-in strips 211 that are plugged into the Y-direction limiting grooves 104;

[0099] The lower portion of the rubber damping assembly 2 is provided with a connecting ear 212 corresponding to the outer edge of the lateral plug-in strip 211 and can be connected to the suspension bracket 1 .

[0100] Specifically, through the stop block 208, the first buffer support block 209, the strip block 205, and the lateral plug-in strip 211 of the rubber shock-absorbing assembly 2, the design innovations of precise three-dimensional space limitation, flexible buffering and load distribution are achieved, avoiding functional failure due to excessive displacement and extending the service life.

[0101] It should be further explained that the modular design of the pins 210 and the sockets 105 , and the connecting ears 212 and the bolts improves assembly efficiency.

[0102] Furthermore, the concave chamber 201 of the rubber shock-absorbing component 2 is bonded and fixed to the suspension bracket by rubber vulcanization; the bottom shape of the suspension bracket matches the shape of the concave chamber 201; wherein, the top of the suspension bracket is provided with two square limit weight-reducing grooves 31 for plugging and limiting with the Y-direction limit bracket 4; the side of the suspension bracket away from the square limit weight-reducing groove 31 is provided with a connector 32 that can be installed with an external component.

[0103] It can be understood that the gluing method of rubber vulcanization ensures the gluing strength and realizes the efficient transmission of vibration energy through the gapless interface; the advantage of setting the square limit weight reduction groove 31 is that it provides a limit space for the top of the Y-shaped bracket, so that the Y-direction stretching amount of the rubber shock-absorbing component 2 is strictly limited to the preset range, avoiding unilateral overload cracking.

[0104] Furthermore, the Y-direction limit bracket 4 is triangular as a whole; the bottom tip of the Y-direction limit bracket 4 is provided with a Y-direction limit opening 41, and the lower part of the Y-direction limit bracket 4 is divided into two Y-direction plug-in pins 42 through the Y-direction limit opening 41; wherein, the two Y-direction plug-in pins 42 can be gap-plugged and limited with the two limit grooves on the suspension bracket; and the limit plate located between the two limit grooves is gap-plugged and matched with the Y-direction limit opening 41 at the same time; the bottom of the Y-direction limit bracket 4 is provided with a rubber sheath 43, so that an elastic buffer layer is formed between the contact surface of the Y-direction limit bracket 4 and the suspension bracket.

[0105] It can be understood that the top of the triangular structured Y-direction limit bracket 4 is connected to the suspension bracket 1, and the double plug-in pins at the bottom cooperate with the suspension bracket limit slot to form an inverted triangular force transmission path, which symmetrically distributes the Y-direction load to both sides to avoid excessive force deviation on one side and deformation; the clearance between the plug-in pins and the square limit slot allows the suspension device to move freely and slightly under normal vibration conditions to avoid abnormal stress on the rubber caused by rigid jamming; the impact energy is absorbed by the compression deformation of the rubber sheath 43 to avoid noise and wear caused by direct collision of metal parts.

[0106] On the other hand, the present application provides a test bench for installing and fixing the powertrain suspension device; the test bench comprises:

[0107] A concave-shaped stand base A, wherein two symmetrical suspension structures X are arranged on both sides of the inside of the stand base A;

[0108] It also includes: a platform pressing plate B; the platform pressing plate B is located between the two suspension structures, wherein both ends of the platform pressing plate B are respectively connected and fixed to corresponding suspension brackets;

[0109] Also included: load excitation equipment; such as hydraulic cylinders;

[0110] The load excitation device can be connected to the platform pressure plate B to provide a vibration load to the powertrain suspension device.

[0111] It can be understood that the two suspension structures are connected and fixed through the concave-shaped test bench base A, and a vibration load is applied to the test bench pressure plate arranged in the middle through the load excitation equipment, so that the reliability performance evaluation of the powertrain suspension device can be completed quickly, shortening the R&D cycle and reducing R&D costs.

[0112] Furthermore, the test bench further comprises: damage detection equipment;

[0113] The damage detection device is configured to detect whether the reliability of the powertrain suspension device meets the design requirements when the powertrain suspension device performs a preset number of vibrations under a vibration load.

[0114] On the other hand, the present application provides a powertrain suspension structure test method, which is applied to the test bench to complete the reliability test of the device; the method includes the following steps:

[0115] Step S1: Install the powertrain mount device on the test bench according to a preset connection method;

[0116] Step S2: applying load excitation parameters to the Z-direction connection point or the Y-direction connection point of the platform platen through the load excitation device;

[0117] Step S3: testing the powertrain mounting device based on the load excitation parameters after performing a preset number of vibrations, and outputting a reliability evaluation result of the powertrain mounting device.

[0118] Schematically, the load excitation device is connected to the center of the bench pressure plate by bolts; wherein the central contact point is point Z; or the load excitation device is connected to the center of one side of the bench pressure plate, that is, point Y, by bolts.

[0119] The test bench uses a sinusoidal signal to apply a static load of -1g, a dynamic load of ±3g, a frequency of 1-3Hz, and a vibration frequency of 1 million times; where: 1g is equal to the sum of the forces on the left and right front suspensions of the powertrain when the powertrain is static.

[0120] If, after loading, the test results of the sample are: static stiffness change ≤ 30%, crack length ≤ 15 mm and ≤ 50% of the total length in the crack extension direction, and crack depth ≤ 10 mm and ≤ 25% of the total thickness of the cracked portion, then the powertrain mount meets the design standards;

[0121] If any of these items are not met, the powertrain mount does not meet the design standards.

[0122] Through experiments, it can be seen that the powertrain suspension device provided in this application meets the design requirements of static stiffness change ≤30%, crack length ≤15mm and ≤50% of the total length in the crack extension direction, and crack depth ≤10mm and ≤25% of the total thickness of the crack corresponding part after 1 million vibration tests, that is, the reliability meets the requirements.

[0123] It can be understood that the test method for the powertrain suspension device provided in this application can quickly complete the reliability performance evaluation, shorten the R&D cycle, and reduce R&D costs.

[0124] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A powertrain suspension device, characterized in that: The invention comprises a symmetrically arranged suspension structure (X); the suspension structure (X) comprises: a suspension bracket (1), a rubber shock-absorbing component (2), a suspension support (3) and a Y-direction limiting support (4); the suspension bracket (1) is connected to the rubber shock-absorbing component (2) via a receiving chamber (101) provided on one side thereof; the upper portion of the rubber shock-absorbing component (2) is accommodated and bonded to the suspension bracket (3); the top of the Y-direction limiting support (4) is connected to the suspension bracket (1) and the bottom extends into a square limiting weight-reducing groove (31) at the top of the suspension bracket (3); wherein an engine bracket can be connected between the two suspension brackets (3); The two Y-direction limiting brackets (4) are configured to cooperate with the corresponding suspension brackets (3) so that the stretching length of the corresponding rubber shock-absorbing assembly (2) in the Y direction is limited to a preset stretching range.

2. The device according to claim 1, characterized in that The lower cavity of the accommodating chamber (101) is a dustpan cavity structure with an outwardly inclined peripheral wall, that is, the bottom of the lower cavity gradually expands toward the upper opening, so that the side surface of the lower cavity forms a first large annular surface (102); The upper cavity of the accommodating chamber (101) corresponds to accommodating the upper portion of the rubber shock-absorbing component (2); Wherein, a limiting cavity is provided between the lower cavity and the upper cavity, which is matched with the rubber shock-absorbing component (2) for limiting connection; The limiting cavity is a U-shaped structure as a whole; the limiting cavity comprises an X-direction strip limiting groove (103) located in the middle portion, and Y-direction limiting grooves (104) perpendicular to both ends of the X-direction strip limiting groove (103); The X-direction strip-shaped limiting groove (103) is plug-fitted into a corresponding portion of the rubber shock-absorbing component (2); The bottom length direction of the X-direction strip-shaped limiting groove (103) is further provided with at least two sockets (105) for plugging the rubber shock-absorbing assembly (2).

3. The device according to claim 2, characterized in that The upper edge of each Y-direction limiting groove (104) is inclined downwardly and inwardly extending to form a limiting convex strip (106) for engaging with the rubber damping component (2); Stopping grooves (107) are provided on both sides of the top of the upper cavity for cooperating with the rubber damping assembly (2) to limit the position; Bottom limiting grooves (108) for plugging into the rubber damping assembly (2) are provided on both sides of the bottom of the lower cavity; Wherein, each bottom limiting groove (108) is provided with a bottom convex strip (109) extending from the inner upper edge thereof; the extending direction of the bottom convex strip (109) is the same as the inclination direction of the side wall of the lower cavity.

4. The device according to claim 3, characterized in that The outer shape of the rubber shock-absorbing component (2) matches the inner shape of the accommodating chamber (101); and a shock-absorbing buffer chamber (5) is provided between the bottom of the rubber shock-absorbing component (2) and the suspension bracket (1); The rubber damping component (2) is made of rubber and is provided with an inverted trapezoidal or V-shaped concave chamber (201) on one side of its upper portion; wherein a suspension bracket (3) is bonded and accommodated in the concave chamber (201); The upper portion of the rubber shock-absorbing component (2) is correspondingly accommodated in the upper cavity of the accommodating chamber (101), the middle portion is correspondingly plugged into the limiting cavity of the accommodating chamber (101), and the lower portion is correspondingly accommodated in the lower cavity of the accommodating chamber (101); wherein the upper portion of the rubber shock-absorbing component (2) is a thin-walled structure and the lower portion is a thick-walled structure; the interior of the thick wall of the lower portion of the rubber shock-absorbing component (2) is covered with a U-shaped bracket frame (202); The upper outer periphery of the rubber damping component (2) is provided with oblique stabilizing surfaces (203) on both sides, and a fan-shaped stabilizing surface (204) is provided on the front side; wherein the oblique stabilizing surfaces (203) and the fan-shaped stabilizing surface (204) are spaced apart from the corresponding surfaces of the accommodating chamber (101); The lower edge of the fan-shaped stabilizing surface (204) ends at the upper surface of the strip block (205) at the front end of the middle portion of the rubber shock-absorbing component (2); The bottom lower end of the rubber shock-absorbing component (2) is provided with a shock-absorbing rubber pad (206), and the front end is provided with a forward protrusion (207) that can abut against the suspension bracket (1).

5. The device according to claim 4, characterized in that Stop blocks (208) that match the stop limit grooves (107) are provided on both sides of the top of the rubber shock-absorbing component (2); First buffer support blocks (209) are provided at positions corresponding to the stop blocks (208) on both sides of the upper portion of the rubber shock-absorbing component (2); The front end of the middle portion of the rubber damping assembly (2) is provided with a strip block (205) that is plugged into the X-direction strip limiting groove (103); wherein, the end of the strip block (205) is provided with a pin (210) that is plugged into the socket (105); Side plug-in strips (211) are provided on both sides of the lower portion of the rubber damping assembly (2) and are plugged into the Y-direction limiting grooves (104); The lower portion of the rubber damping component (2) is provided with a connecting ear (212) that can be connected to the suspension bracket (1) at an outer end edge corresponding to the lateral plug-in strip (211).

6. The device according to claim 5, characterized in that The inner concave chamber (201) of the rubber shock-absorbing component (2) is bonded and fixed to the suspension bracket (3) by rubber vulcanization; the bottom shape of the suspension bracket (3) matches the shape of the inner concave chamber (201); wherein, the top of the suspension bracket (3) is provided with two square limit weight-reducing grooves (31) for interlocking and limiting with the Y-direction limit bracket (4); and a connector (32) that can be mounted with an external component is provided on the side of the suspension bracket (3) away from the square limit weight-reducing grooves (31).

7. The device according to claim 6, characterized in that The Y-direction limiting bracket (4) is triangular in shape as a whole; a Y-direction limiting opening (41) is provided at the bottom tip of the Y-direction limiting bracket (4), and the lower part of the Y-direction limiting bracket (4) is divided into two Y-direction plug-in pins (42) through the Y-direction limiting opening (41); wherein the two Y-direction plug-in pins (42) can be gap-plugged with the two limiting grooves on the suspension bracket (3); and the limiting plate located between the two limiting grooves is gap-plugged with the Y-direction limiting opening (41) at the same time; The bottom of the Y-direction limiting bracket (4) is sleeved with a rubber sheath (43), so that an elastic buffer layer is formed between the contact surface of the Y-direction limiting bracket (4) and the suspension bracket (3).

8. A test bench, characterized in that: Used to install and fix the powertrain suspension device according to any one of claims 1 to 7; the test bench comprises: A platform base (A) of a concave structure; wherein two symmetrical suspension structures are arranged on both sides of the platform base (A); It also includes: a platform pressing plate (B); the platform pressing plate (B) is located between the two suspension structures, wherein both ends of the platform pressing plate (B) are respectively connected and fixed to corresponding suspension brackets; Also included: load excitation equipment; The load excitation device can be connected to the platform pressure plate (B) to provide a vibration load to the powertrain suspension device.

9. The test bench according to claim 8, characterized in that: Also includes: damage detection equipment; The damage detection device is configured to detect whether the reliability of the powertrain suspension device meets the design requirements when the powertrain suspension device performs a preset number of vibrations under a vibration load.

10. A powertrain suspension structure test method, characterized in that: The test bench according to claim 8 or 9 is used to complete the reliability test of the device according to any one of claims 1 to 7; the method comprises the following steps: Step S1: Install the powertrain mount device on the test bench according to a preset connection method; Step S2: applying load excitation parameters to the Z-direction connection point or the Y-direction connection point of the platform platen through the load excitation device; Step S3: testing the powertrain mounting device based on the load excitation parameters after performing a preset number of vibrations, and outputting a reliability evaluation result of the powertrain mounting device.

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