Vehicle

Abstract

The invention relates to a vehicle which comprises a vehicle frame, a power assembly and a suspension device, the suspension device comprises a bracket and a suspension assembly, and the bracket comprises a supporting plate; the two connecting plates are connected to the two ends of the supporting plate respectively, extend upwards and are connected with a frame respectively; the lower end of the suspension assembly is installed on the upper side of the supporting plate. The power assembly comprises a first installation point and two second installation points, the two second installation points are located on the left side and the right side of the power assembly, the first installation point is located on the bottom wall of the power assembly, the front portion of the power assembly is fixed to the vehicle frame through the two second installation points, and the rear portion of the power assembly is fixed to the upper end of the suspension assembly through the first installation point. The suspension assembly is connected to the first mounting point, so that the elastic center of the suspension assembly is closer to the torque shaft, and the decoupling effect is improved. The bracket can solve the problem that no frame used for being connected with the suspension assembly exists below the bottom wall of the power assembly, the suspension assembly is installed on the bracket, and the problem can be solved by connecting the bracket to the frame.

Description

Technical Field

[0001] This disclosure relates to the field of vehicles, and more specifically, to a vehicle. Background Technology

[0002] Driven by considerations of improving transportation efficiency and economy, heavy-duty truck powertrains are developing towards larger displacement, stronger power, and greater fuel economy. Heavy-duty trucks typically have displacements exceeding 9L, powertrain lengths exceeding 1.5 meters, weights exceeding 1.2 tons, and are large, complex, and weigh over 300 kg. Their intricate internal structure makes them highly sensitive to vibration, necessitating a well-designed connection and layout between the suspension components and the powertrain to minimize external vibrations.

[0003] In related technologies, to effectively reduce vibration excitation from external sources and improve vehicle NVH performance, an E-point auxiliary mount is installed near the rear of the powertrain. This E-point auxiliary mount is typically located on the upper side or both sides of the powertrain. When located on the upper side, its decoupling effect on vehicle vibration is poor. When located on the left or right sides, some vehicle models require piping (such as exhaust pipes) to be routed on both sides of the powertrain; the high-temperature piping can affect the rubber components of the mount, resulting in poor vehicle compatibility. Summary of the Invention

[0004] The purpose of this disclosure is to provide a vehicle that at least partially solves the problems existing in the related art.

[0005] To achieve the above objectives, this disclosure provides a vehicle, including: a frame, a powertrain, and a suspension system, wherein the suspension system includes: a bracket and a suspension assembly, wherein... The bracket includes: a support plate extending along the left-right direction of the vehicle frame and located below the vehicle frame; and two connecting plates respectively connected to both ends of the support plate, the two connecting plates extending upward and connecting to the vehicle frame; The lower end of the suspension assembly is mounted on the upper side of the support plate; and The powertrain includes a first mounting point and two second mounting points. The two second mounting points are located on the left and right sides of the powertrain. The first mounting point is located on the bottom wall of the powertrain and is located behind the two second mounting points. The front part of the powertrain is fixed to the vehicle frame via the two second mounting points, and the rear part of the powertrain is fixed to the upper end of the suspension assembly via the first mounting point.

[0006] Optionally, the powertrain has a central axis extending along the longitudinal direction of the frame and passing through the center of mass of the powertrain, and the first mounting point is located on the bottom wall of the powertrain near the central axis.

[0007] Optionally, the connecting plate is configured as an L-shaped structure with a short side bent toward the tray at the lower end, and the short side is detachably connected to the tray via a threaded connection.

[0008] Optionally, the suspension assembly is mounted at the center of the tray, and the suspension assembly avoids the threaded part.

[0009] Optionally, the two connecting plates extend upward and are connected to the outer sides of the frame in the left and right directions, respectively.

[0010] Optionally, the suspension assembly includes: Support, detachably mounted to the bracket; and The suspension assembly is mounted on the support. The suspension assembly includes a spindle, an elastic buffer and a housing sequentially sleeved on the outside of the spindle, the axis of the suspension assembly extends along the front-rear direction of the vehicle frame, the two ends of the spindle in the front-rear direction are respectively connected to the support, the support is used to limit the suspension assembly in the front-rear direction, and the housing is used to connect to the first mounting point of the powertrain.

[0011] Optionally, the support includes: a base plate connected to the bracket; and two side plates, spaced apart on the base plate along the front-rear direction and respectively connected to both ends of the spindle, the two side plates being respectively disposed on the front and rear sides of the suspension assembly.

[0012] Optionally, the suspension assembly further includes a suspension bracket, which is sleeved on the outside of the housing and connected to a first mounting point of the powertrain, the suspension bracket comprising: A connecting ring, wherein the connecting ring is sleeved on the outside of the housing; and The mounting plate includes a main mounting plate and mounting side plates disposed on both sides of the main mounting plate, wherein the main mounting plate and the mounting side plates form an angle with each other, the main mounting plate is connected to the first mounting point of the powertrain, and the edge of the mounting side plate is fixedly connected to the connecting ring.

[0013] Optionally, the mounting side plate is provided with a limiting plate for limiting the oil outlet nut of the powertrain. The limiting plate is fixed to the mounting side plate and extends from the mounting side plate along the front-rear direction.

[0014] Optionally, the elastic buffer has a plurality of through holes spaced apart along the front-rear direction, the spindle has a plurality of radially protruding protrusions formed along the circumference, and the through holes are a plurality of holes spaced apart along the circumference of the spindle and are respectively located between the protrusions and the outer shell.

[0015] The above technical solution involves mounting the suspension components on the upper side of a bracket and connecting them upwards to a first mounting point on the bottom wall of the powertrain. The powertrain is connected to the vehicle frame via the first mounting point and two second mounting points. According to the torque axis determination theory, the torque axis always passes through the center of mass of the powertrain and forms a certain angle downwards with the crankshaft centerline. Therefore, compared to arranging the suspension components on the upper and left / right sides of the powertrain, connecting the suspension components to the first mounting point on the bottom wall of the powertrain allows the elastic center of the suspension components to be closer to the torque axis, thereby improving the decoupling effect and enhancing the overall vehicle NVH performance. Furthermore, the bracket solves the problem of the lack of a vehicle frame below the bottom wall of the powertrain for connecting the suspension components; this is achieved by mounting the suspension components on the bracket and connecting them to the vehicle frame. Additionally, the bracket allows for adjustment of the dimensions of the bracket and the suspension components in the vehicle height direction, controlling the position of the elastic center of the suspension components to move closer to or fall onto the torque axis, achieving system decoupling. In addition, the connecting plate and the support plate can form a U-shaped frame structure to support the suspension components from below. The overall structure (rigid connection) of the connecting plate and the support plate has better stability and can be more easily connected to the frame. The suspension components are connected to the frame through the support plate and the connecting plate to form a rigid structure, which constrains the frame, improves the frame's modal characteristics, and thus improves NVH performance.

[0016] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0017] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of a powertrain according to one embodiment of the present disclosure.

[0018] Figure 2 This is a schematic diagram of the bracket and suspension assembly of a powertrain according to one embodiment of the present disclosure.

[0019] Figure 3 This is a front view of the bracket and suspension assembly of a powertrain according to one embodiment of the present disclosure.

[0020] Figure 4 This is a schematic diagram of a suspension assembly and suspension bracket in a powertrain according to one embodiment of the present disclosure.

[0021] Figure 5 This is a front view of the suspension assembly and suspension bracket in a powertrain according to one embodiment of the present disclosure.

[0022] Figure 6 This is a schematic diagram of the suspension assembly and suspension bracket in a powertrain according to another embodiment of the present disclosure.

[0023] Figure 7 This is a front view of the suspension assembly and suspension bracket in a powertrain according to another embodiment of the present disclosure.

[0024] Figure 8 This is a schematic diagram of a support for a powertrain according to one embodiment of the present disclosure.

[0025] Explanation of reference numerals in the attached figures 1-Bracket; 11-Pattern; 12-Connecting plate; 2-Support; 21-Base plate; 22-Side plate; 221-Mounting hole; 23-Fixing plate; 3-Suspension assembly; 31-Mandrel; 311-Protrusion; 32-Elastic buffer; 321-First through hole; 322-Second through hole; 323-First buffer part; 324-Second buffer part; 33-Outer shell; 4-Suspension bracket; 41-Connecting ring; 42-Mounting main board; 421-Mounting side plate; 43-Limiting plate; 51-First fastener; 52-Second fastener; 53-Third fastener; 6-Powertrain; 7-Frame. Detailed Implementation

[0026] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0027] In this disclosure, unless otherwise stated, directional terms such as "upper" and "lower," "top" and "bottom" are defined in relation to the overall orientation of the suspension device when it is installed on the vehicle, while "inner" and "outer" are defined in relation to the contours of the corresponding components. The terms "front-rear direction," "left-right direction," and "height direction" are defined based on the vehicle body direction, or may be defined based on the direction of the accompanying drawings, for example, in... Figure 2 , Figure 3 as well as Figure 5 In the diagram, "front-back direction" corresponds to the X direction of the arrow in the attached drawing, "left-right direction" corresponds to the Y direction of the arrow in the attached drawing, and "height direction" corresponds to the Z direction of the arrow in the attached drawing; Figure 1 In the diagram, "front and back direction" and "left and right direction" can be associated with the corresponding arrow directions.

[0028] The use of terms such as "first" and "second" is intended to distinguish different components and does not imply any order or importance. Furthermore, in the following description, when referring to accompanying drawings, unless otherwise explained, the same reference numerals in different drawings denote the same or similar elements.

[0029] Before introducing the technical solution of this disclosure, some relevant knowledge will be introduced here. The powertrain mentioned in this disclosure may include an engine and a transmission, or an engine and an electric motor, or only an electric motor; this disclosure does not limit this. Specifically, in this field, the suspension assembly located symmetrically on both sides of the front end of the engine is called point A; the suspension assemblies located on both sides of the engine flywheel housing are called points B; the rear of the engine generally houses structures such as electric motors or transmissions. Taking the transmission as an example, the suspension assembly of the transmission located at the rear of the engine is called point C and point D, depending on its front-to-rear position. Point C is in front (closer to the engine), and point D is in the rear (closer to the rear end of the transmission). The auxiliary support point located at the rear end of the transmission is point E. The position of each suspension point is different, and the function it embodies is also different. In the arrangement of the suspension system, in order to achieve good decoupling of the suspension system, based on different powertrain configurations, the A+B, A+C, and A+D forms are generally used to bear the entire load of the powertrain. When using an A+B arrangement, if the suspension assembly experiences large acceleration loads in the Z-direction (vertical bounce) or Y-direction (lateral), the transmission will generate a bending moment exceeding the limit on the engine flywheel housing, damaging the suspension assembly. Therefore, an E-point auxiliary support can be installed to prevent this. When the powertrain experiences multi-directional large acceleration loads, vibrations from multiple directions will generate coupled vibrations, further amplifying the vibrations. Therefore, the suspension assembly design should adopt a decoupled arrangement as much as possible to reduce vibrations. Theoretically, when the elastic center of the suspension coincides with the engine's center of mass, the vibrations of the suspension system in six directions can be completely decoupled. However, due to the limitations of the overall vehicle layout, this arrangement is difficult to achieve. Since the excitation force from the engine mainly consists of two directions—vertical and rotational around the crankshaft—decoupling vibrations in only a few major directions is sufficient.

[0030] Reference Figures 1-8This disclosure exemplarily illustrates a vehicle including a frame 7, a powertrain, and a suspension system. The suspension system includes a bracket 1 and a suspension assembly. The bracket 1 includes a support plate 11 extending laterally along the frame 7 and located below the frame 7, and two connecting plates 12 respectively connected to both ends of the support plate 11. The two connecting plates 12 extend upwards and connect to the frame 7. The lower end of the suspension assembly is mounted on the upper side of the support plate 11. The powertrain includes a first mounting point and two second mounting points. The two second mounting points are located on the left and right sides of the powertrain. The first mounting point is located on the bottom wall of the powertrain and is located behind the two second mounting points. The front part of the powertrain is fixed to the frame 7 via the two second mounting points, and the rear part of the powertrain is fixed to the upper end of the suspension assembly via the first mounting point. Here, "second mounting point" can refer to points A, B, C, or D mentioned above, and "first mounting point" can refer to point E mentioned above. The second mounting point serves a load-bearing function, while the first mounting point serves an auxiliary load-bearing function. Of course, the first and second mounting points are not limited to these, as long as they are positioned one in front of the other to mount the front and rear ends of the powertrain to the frame 7 respectively. Correspondingly, the first and second mounting points here do not refer to "points" in a geometric sense, but rather to a mounting location or mounting area.

[0031] It should be noted that, in this disclosure, the powertrain may include an engine and a transmission, or an engine and an electric motor, or only an electric motor. The mounting assembly of this disclosure is used to support a first mounting point on the bottom wall of the powertrain. The first mounting point may be located on the bottom wall of the transmission, the bottom wall of the electric motor, etc. Alternatively, it may be located at other positions on the bottom wall of the powertrain (e.g., near the center), as long as there is no installation interference, and the required mounting position can be adaptively selected. To avoid redundancy, the following description uses the mounting assembly used for auxiliary mounting at point E as an example to introduce its relevant details and functions, but this disclosure is not limited to this.

[0032] This disclosure does not limit the structure of the suspension assembly, which can be a rubber suspension as mentioned below, or a hydraulic suspension, etc., as long as it is mounted on the upper side of the support plate 11 and connected to the first mounting point. The support plate 11 and the connecting plate 12 can be integrally formed, or they can be connected by threaded parts as mentioned below, and this disclosure does not limit them.

[0033] By using the above technical solution, the suspension assembly is mounted on the upper side of the bracket 1 and connected upwards to the first mounting point on the bottom wall of the powertrain. The powertrain is connected to the frame 7 through the first mounting point and two second mounting points. According to the torque axis determination theory, the torque axis always passes through the center of mass of the powertrain and forms a certain angle downwards with the crankshaft centerline. Therefore, compared to arranging the suspension assembly on the upper side and left and right sides of the powertrain, connecting the suspension assembly to the first mounting point on the bottom wall of the powertrain allows the elastic center of the suspension assembly to be closer to the torque axis, thereby improving the decoupling effect and improving the overall NVH performance of the vehicle. Furthermore, by setting the bracket 1, the problem of not having a frame 7 for connecting the suspension assembly below the bottom wall of the powertrain can be solved by mounting the suspension assembly on the bracket 1 and connecting it to the frame 7 through the bracket 1. Furthermore, by setting bracket 1, the position of the elastic center of the suspension assembly can be controlled by adjusting the dimensions of bracket 1 and the suspension assembly in the overall vehicle height direction, allowing it to move closer to or fall onto the torque axis, thus achieving system decoupling. Additionally, connecting plate 12 and bracket 11 can form a U-shaped frame structure to support the suspension assembly from below. The overall structure (rigid connection) of connecting plate 12 and bracket 11 provides better stability and facilitates connection to the frame 7. The rigid structure formed by connecting the suspension assembly to the frame 7 via bracket 11 and connecting plate 12 constrains the frame 7, improving the modal characteristics of the frame 7 and consequently enhancing NVH performance.

[0034] In the embodiments disclosed herein, the powertrain 6 has a central axis extending along the longitudinal direction of the frame 7 and passing through the center of mass of the powertrain 6. The first mounting point can be located on the bottom wall of the powertrain 6 near the central axis. Here, "near the central axis" also includes a position exactly falling on the central axis. With this design, the suspension components are supported at the central axis of the powertrain, providing more balanced support to the powertrain 6 and preventing the powertrain 6 from having poor stability due to the force being concentrated on one side. In addition, placing the suspension components on the aforementioned "central axis" allows them to be closer to the torque axis, which is more conducive to the decoupling effect of the suspension components. Furthermore, installing the suspension components near the central axis reduces the number of suspension components compared to the traditional installation on the left and right sides, thus reducing costs. Moreover, being farther away from the left and right sides, the pipes (high temperature) on the sides will not affect the suspension components. This arrangement is applicable to various vehicle models and can be widely used in gasoline vehicles, hybrid vehicles, and pure electric vehicles.

[0035] This disclosure does not limit the connection method between the connecting plate 12 and the support plate 11. In embodiments of this disclosure, the connecting plate 12 can be constructed as an L-shaped structure with a short side bent towards the support plate 11 at its lower end, and the short side can be detachably connected to the support plate 11 via threaded connections. With this design, since there are no other components interfering with the connection points of the two connecting plates 12 and the support plate 11, pneumatic tools can be used for quick assembly and disassembly. This detachable structure also facilitates later maintenance and component replacement. In embodiments of this disclosure, the corners of the L-shape can be rounded to prevent collisions with other components inside the vehicle.

[0036] Reference Figures 1-3 In the embodiments of this disclosure, the tray 11 and the connecting plate 12 may each have a U-shaped cross-section, with the short side overlapping the tray 11. The U-shaped structure can increase the mechanical strength of the tray 11 and the connecting plate 12. Furthermore, when the short side is overlapped with the tray 11, the U-shaped structure can serve a positioning function.

[0037] Reference Figures 1-3 In the embodiments disclosed herein, the suspension assembly can be installed at the center of the support plate 11, and the suspension assembly avoids threaded parts. This design allows for more balanced overall force distribution on the support 1, improving the stability of the entire vehicle. Furthermore, since the suspension assembly avoids threaded parts, interference can be avoided when assembling the connecting plate 12 and the support plate 11, facilitating quick and easy installation of the suspension device using pneumatic tools or similar equipment.

[0038] Reference Figure 1 and Figure 2 In the embodiments of this disclosure, the two connecting plates 12 can extend upwards and connect to the outer sides of the frame 7 in the left and right directions, respectively. Since there are no interference structures on the outer sides of the frame in the left and right directions, the operating space is large, and pneumatic tools can be used to install the connecting plates 12, making the installation convenient and quick.

[0039] Furthermore, this disclosure does not limit the specific structure of the frame 7, but refers to... Figure 1 and Figure 2 In the embodiments of this disclosure, the frame 7 may include two longitudinal beams located near the left and right sides of the vehicle, respectively. The two longitudinal beams extend forward and backward, and each connecting plate 12 can be connected to the outer side of the corresponding longitudinal beam. Specifically, it can be connected to the outer side of the two longitudinal beams of the frame 7 by a third fastener 53. Since there is no interference structure on the outer side of the longitudinal beam, the operating space is large, and pneumatic tools can be used during installation, making installation convenient and quick.

[0040] This disclosure does not limit the specific structure of the suspension assembly. For example, in some embodiments, the suspension assembly may include: a support 2, detachably mounted on the bracket 1; and a suspension assembly 3, mounted on the support 2. The suspension assembly 3 may include a spindle 31, an elastic buffer 32 sequentially sleeved on the outside of the spindle 31, and a housing 33. The axis of the suspension assembly 3 extends along the longitudinal direction of the frame 7. The two ends of the spindle 31 in the longitudinal direction can be connected to the support 2 respectively. The support 2 is used to limit the suspension assembly 3 in the longitudinal direction, and the housing 33 is used to connect to the first mounting point of the powertrain. The elastic buffer 32, the spindle 31, and the housing 33 form a soft and hard limiting structure, and the support 2 can limit the suspension assembly in the longitudinal direction. This three-way limiting effectively improves the durability of the suspension assembly, prevents excessive tensile displacement of the elastic buffer 32 in the radial and axial directions, and avoids cracking of the rubber vulcanization layer. The elastic buffer 32 can simultaneously buffer loads from the front-rear direction of the vehicle and the radial direction of the suspension assembly 3, thereby achieving better NVH performance.

[0041] It should be noted that the elastic buffer 32 here can be made of rubber. The stiffness of the elastic buffer 32 can be adjusted by adjusting the density or thickness of the rubber. The elastic buffer 32, the spindle 31 and the outer shell 33 can be bonded together by vulcanization to form the suspension assembly 3. During the manufacturing process, a necking process can be performed to better eliminate the internal stress after the rubber vulcanization and improve durability.

[0042] For different installation positions on different vehicles, the stiffness requirements of the suspension components vary. For example, when lower stiffness is required, the density or thickness of the elastic buffer 32 can be adjusted, or through holes can be made in the elastic buffer 32 to reduce stiffness. When higher stiffness is required, the density or thickness of the elastic buffer 32 can be adjusted, or the size of the through holes in the elastic buffer 32 can be adjusted to increase stiffness, as will be explained later. Furthermore, the support 2 and the bracket 1 are detachably connected. When the suspension component needs to be replaced or repaired, only the support 2 needs to be removed from the bracket 1 for replacement and repair; it is not necessary to disassemble the entire bracket 1. It should be noted that the suspension component provided in this disclosure can be used for E-point, C-point, and D-point suspensions on vehicles, as long as the stiffness is adjusted for different positions. However, when used in different positions, the structure of the bracket 1 needs to be adjusted or eliminated according to the actual situation.

[0043] Reference Figures 1-8In the embodiments of this disclosure, the support 2 may include: a base plate 21 connected to the bracket 1; and two side plates 22, spaced apart on the base plate 21 in the front-rear direction and respectively connected to both ends of the spindle 31. The two side plates 22 are respectively disposed on the front and rear sides of the suspension assembly. The suspension assembly 3 and the two side plates 22 can be connected through a first fastener 51, and the extension direction of the first fastener 51 is in the front-rear direction. Alternatively, the side plates 22 near the suspension assembly 3 may each have a limiting protrusion extending in the front-rear direction that can be inserted into the spindle 31. This disclosure does not limit this. It should be noted that both side plates 22 may have mounting holes 221 for the first fastener 51 to pass through. The mounting holes 221 can be elongated holes, which allow the first fastener 51 to have a certain range of height selection when installed. When the suspension assembly is installed at point E mentioned above as an auxiliary suspension, its installation position needs to match the position of the main engine suspension. However, when the suspension assembly is installed at point E, there is often a static load error in the height direction. The mounting hole 221 is set as an oblong hole, which allows the suspension assembly 3 to select its installation position in the oblong hole according to the position of the main engine suspension when it is assembled into the bracket 2, so as to match the position of the main engine suspension and eliminate the static load error in the height direction. After the suspension assembly 3 is fixed by the first fastener 51, it will be fixed on the bracket 2 and will not move within the range of the oblong hole.

[0044] In addition, both side panels 22 can be flat panels, or at least one of them can be a stepped panel, such as... Figure 8 As shown, in a typical design, the length of the mandrel 31 is less than the width of the bracket 1. The stepped side plates 22 can simultaneously mate with the mandrel 31 while the base plate 21 and bracket 1 are sized together, preventing displacement of the mandrel 31 relative to the side plates 22. Furthermore, fixing plates 23 can be respectively provided at the edges of the two side plates 22. The two fixing plates 23 can be perpendicular to the two side plates 22, enclosing the suspension assembly 3 within the cavity they form. The fixing plates 23 provide some support and can prevent deformation of the side plates 22 to a certain extent.

[0045] In embodiments of this disclosure, the suspension assembly may further include a suspension bracket 4, which can be sleeved on the outside of the housing 33 and used to connect to the first mounting point of the powertrain. The suspension bracket 4 may include a connecting ring 41 and a mounting plate. The connecting ring 41 can be sleeved on the outside of the housing 33. The mounting plate may include a main mounting plate 42 and mounting side plates 421 disposed on both sides of the main mounting plate 42, and the main mounting plate 422 and the mounting side plates 421 may form an angle with each other. The main mounting plate 42 can be connected to the first mounting point of the powertrain 6, and the edge of the mounting side plate 421 can be fixedly connected to the connecting ring 41. The main mounting plate 42 may be a planar structure, which can fit more closely to the bottom wall of the powertrain 6, making the overall internal components more compact. Second fasteners 52 may be provided on both sides of the main mounting plate 42 to connect to the bottom wall of the powertrain 6.

[0046] Furthermore, such as Figures 4 to 7 As shown, a limiting plate 43 for limiting the oil outlet nut of the powertrain 6 can be provided on the mounting side plate 421. The limiting plate 43 is fixed on the mounting side plate 421 and extends from the mounting side plate 421 in the front-rear direction. The limiting plate 43 can play a positioning role. When the suspension device is specifically installed on the bottom wall of the transmission, the upper end face of the limiting plate 43 can abut against the oil outlet nut of the transmission. In this way, when it is necessary to replace the suspension assembly 3, only the bracket 2 can be separated from the suspension assembly 3, and then the suspension assembly 3 can be taken out from the suspension bracket 4 for replacement, without having to remove the suspension bracket 4 from the transmission.

[0047] Reference Figure 4 and Figure 5 In the embodiments of this disclosure, the elastic buffer 32 may have a plurality of through holes spaced apart along the front-rear direction, and the spindle 31 may have a plurality of radially protruding protrusions 311 formed along the circumference. The through holes are multiple and spaced apart along the circumference of the spindle 31, and are respectively located between the protrusions 311 and the outer shell 33. The plurality of protrusions 311 may form the spindle 31 into a cross-shaped shaft, or a rhomboid, triangular, or other polygonal shaft; this disclosure does not limit this. The through holes allow for a gap between the outer shell 33 and the spindle 31 at corresponding positions, dividing the elastic buffer 32 into a first buffer portion 323 and a second buffer portion 324. The first buffer portion 323 is spaced apart from the protrusions 311 through the through holes. The size of the through holes can be adjusted; for example, the size of the through holes can be increased by adjusting the size of the second buffer portion 324, reducing the overall stiffness of the suspension assembly 3, making the distance between the first buffer portion 323 and the protrusions 311 greater, while simultaneously making the second buffer portion 324 between the through holes smaller, bringing two adjacent through holes closer together. Alternatively, the size of the through hole can be reduced to increase the overall rigidity of the suspension assembly 3, making the distance between the first buffer part 323 and the protrusion 311 closer, while the second buffer part 324 between the through holes is larger, making the two adjacent through holes farther apart.

[0048] Furthermore, such as Figure 4 and Figure 5 As shown, the through-hole can be a C-shaped structure, with the opening of the C-shaped structure facing the outer shell 33, and the central region of the C-shaped structure corresponding to the protrusion 311. The through-hole can include two first through-holes 321 and two second through-holes 322. The two first through-holes 321 can be spaced apart along the height direction and are symmetrical about an axis extending in the left-right direction. The two second through-holes 322 can be spaced apart along the left-right direction and are symmetrical about an axis extending in the height direction. When the position of the suspension assembly 3 is different, the size of the through-holes can be changed so that the included angle α formed by the intersection of the central axes of the second buffer portions 324 on both sides of the upper first through-hole 321 changes.

[0049] In addition, such as Figure 6 and Figure 7 As shown in the embodiment, the mandrel 31 can also have a structure without the protrusion 311. The through hole allows for a gap between the housing 33 and the mandrel 31 at the corresponding position, and the elastic buffer 32 can be divided into a first buffer portion 323 and a second buffer portion 324. The first buffer portion 323 sets the through hole and the mandrel 31 at intervals. The size of the through hole can be adjusted. By adjusting the size of the second buffer portion 324, the size of the through hole can be changed, thereby changing the distance between the first buffer portion 323 and the mandrel 31 and thus changing the overall stiffness of the suspension assembly 3. Here, it is also possible to set multiple embodiments with different through hole sizes, such as... Figure 7 An embodiment with two first through holes 321 of different sizes is shown. When a greater rigidity is required for the suspension assembly, the size of the first through hole 321 located above the height direction can be smaller than the first through hole 321 located below the height direction, such as... Figure 7 As shown, the included angle α formed by the intersection of the central axes of the second buffer portions 324 on both sides of the upper first through hole 321 will become smaller. Alternatively, the size of the upper first through hole 321 can be larger than the size located below in the height direction, thus increasing the included angle α. Or, the sizes of the two second through holes 322 can be adjusted, either by reducing or increasing the size of the second through holes 322. Or, the positions of the first buffer portion 323 and the second buffer portion 324 can be adjusted so that the two second through holes 322 as a whole move upwards or downwards along the left-right axis to adjust the included angle α. This disclosure does not limit this approach. Of course, the sizes of the first through hole 321 and the second through hole 322 can also be left unchanged, allowing the mandrel 31 to be positioned along the height direction or downwards. Figure 7 Taking the direction of the drawing as an example, that is, in the height direction, the center of the spindle 31 is located above or below the center of the outer shell 33, which can also achieve the purpose of adjusting the stiffness of the suspension assembly 3. The specific position of adjustment can depend on the preload displacement of the suspension assembly under static load.

[0050] Furthermore, such as Figure 5As shown, the two first through holes 321 and the two second through holes 322 can also be arranged symmetrically about the axis extending along the height direction. When the suspension assembly 3 is used as an auxiliary suspension for point E, the two first through holes 321 and the two second through holes 322 can be of the same size and symmetrically about both the height axis and the left-right axis. Depending on the specifications of the powertrain 6, the size of the first through holes 321 and the second through holes 322 can be adjusted by adjusting the size of the first buffer part 323 and the second buffer part 324. This disclosure does not limit this.

[0051] Here, when the suspension assembly moves along the height direction under typical operating conditions (refer to the industry-standard 28 operating conditions, which will be used in the following descriptions), the displacement direction is in the height direction of the housing 33. Due to the gap created by the through-hole, there is sufficient space to buffer the displacement of the suspension assembly during movement. The first buffer part 323 will not touch the spindle 31, achieving the effect of buffering and shock absorption. Under full throttle conditions, the load increases, the through-hole is compressed, the gap becomes zero, and the first buffer part 323 contacts the spindle 31, forming a soft limit and increasing stiffness. While protecting other components in the powertrain and the suspension assembly 3, it still has a buffering effect. Under extreme operating conditions, the load further increases, and when the first buffer part 323 reaches 2 / 3 of its original size, it can no longer be compressed (due to the inherent properties of rubber). The stiffness increases sharply, causing the force to be transmitted to the suspension bracket 4 for strong limiting to protect the suspension assembly 3 and other components in the powertrain. It should be noted that the dimensions of the through-hole, the first buffer section 323, and the second buffer section 324 can be appropriately adjusted based on the analysis results of the operating conditions of the suspension system 28. By changing the dimensions of the second buffer section 324, the dimensions of the first through-hole 321 and the second through-hole 322 can be changed, thereby adjusting the stiffness ratio in the left-right and height directions to achieve the optimal vibration frequency distribution for different stiffness requirements. This ensures that each operating point falls on the stiffness curve of the corresponding suspension assembly 3 to meet the target. The operating principle is the same when there is left-right movement, and will not be elaborated here.

[0052] To further illustrate the ease and speed of installation of the suspension device provided in this disclosure, we take the installation of the suspension device on the transmission as an example. During the overall installation process of the suspension device and the transmission, firstly, the suspension assembly 3 and the suspension bracket 4 are matched. Then, the frame 7 and the connecting plate 12 are connected using the third fastener 53. Next, the support plate 11 is connected to the connecting plate 12 using a threaded fitting. The third fastener 53 and the threaded fitting can be pre-assembled but not tightened. Secondly, the suspension bracket 4 is connected to the bottom wall of the transmission using the second fastener 52. Then, the support 2 is connected to the suspension bracket 4 using the first fastener 51. Next, the transmission is lowered so that the support 2 falls onto the support plate 11. The third fastener 53 is used to connect it but not tighten it. Finally, the first fastener 51, the second fastener 52, and the third fastener 53 are all tightened. The entire installation process is free from interference from other components and can be completed quickly using pneumatic tools.

[0053] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0054] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0055] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A vehicle, characterized in that, Comprise: A frame (7), a power assembly and a suspension device, the suspension device comprising: a bracket (1) and a suspension assembly, wherein, The bracket (1) comprises: a bracket plate (11) extending in the left-right direction of the frame (7) and located below the frame (7); and two connecting plates (12) respectively connected to both ends of the bracket plate (11), the two connecting plates (12) respectively extend upward and connect the frame (7); The lower end of the suspension assembly is installed on the upper side of the bracket plate (11); and The power assembly comprises a first mounting point and two second mounting points, the two second mounting points are located on the left and right sides of the power assembly, the first mounting point is located on the bottom wall of the power assembly, and the first mounting point is located on the rear side of the two second mounting points, the front part of the power assembly is fixed to the frame (7) through the two second mounting points, and the rear part of the power assembly (6) is fixed to the upper end of the suspension assembly through the first mounting point.

2. The vehicle of claim 1, wherein The power assembly (6) has a center axis extending in the front-rear direction of the frame (7) and passing through the center of mass of the power assembly (6), and the first mounting point is located on the bottom wall of the power assembly close to the center axis.

3. The vehicle of claim 1, wherein The connecting plate (12) is configured as an L-shaped structure with a short side of the lower end bent towards the bracket plate (11), and the short side is detachably connected to the bracket plate (11) by a threaded member.

4. The vehicle of claim 3, wherein, The suspension assembly is installed at the center position of the bracket plate (11), and the suspension assembly avoids the threaded member.

5. The vehicle of claim 1, wherein The two connecting plates (12) respectively extend upward and are connected to the outside of the frame (7) in the left-right direction.

6. The vehicle of claim 1, wherein The suspension assembly comprises: A support (2) detachably installed on the bracket (1); and A suspension assembly (3) installed on the support (2), Wherein, the suspension assembly (3) comprises a core shaft (31), an elastic buffer (32) and an outer shell (33) successively sleeved outside the core shaft (31), the axis of the suspension assembly (3) extends in the front-rear direction of the frame (7), the front-rear direction of the core shaft (31) is connected with the support (2) respectively, the support (2) is used for limiting the suspension assembly (3) in the front-rear direction, and the outer shell (33) is used for connecting the first mounting point of the power assembly.

7. The vehicle of claim 6, wherein The support (2) comprises: A bottom plate (21) connected with the bracket (1); and Two side plates (22) spaced apart and erected on the bottom plate (21) in the front-rear direction, and connected with both ends of the core shaft (31) respectively, the two side plates (22) are respectively arranged on the front and rear sides of the suspension assembly (3).

8. The vehicle of claim 6, wherein, The suspension assembly further comprises a suspension bracket (4), the suspension bracket (4) is sleeved outside the outer shell (33) and connected to the first mounting point of the power assembly, and the suspension bracket (4) comprises: A connecting ring (41) sleeved outside the outer shell (33); and The mounting plate comprises a mounting main plate (42) and mounting side plates (421) arranged on both sides of the mounting main plate (42), and the mounting main plate (42) and the mounting side plates (421) are mutually at an included angle, the mounting main plate (42) is connected to a first mounting point of the power assembly (6), and edges of the mounting side plates (421) are fixedly connected with the connecting ring (41).

9. The vehicle of claim 8, wherein, A limiting plate (43) for limiting an oil outlet screw cap of the power assembly is arranged on the mounting side plate (421), the limiting plate (43) is fixed on the mounting side plate (421) and extends from the mounting side plate (421) in the front-rear direction.

10. The vehicle of claim 6, wherein, A plurality of through holes penetrating in the front-rear direction are arranged on the elastic buffer (32) at intervals, the mandrel (31) is circumferentially formed with a plurality of radially protruding protrusions (311), the through holes are a plurality of and circumferentially arranged at intervals along the mandrel (31) and are respectively located between the protrusions (311) and the outer shell (33).

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