Vehicle power assembly suspension mechanism and vehicle

Abstract

The invention belongs to the technical field of automobile power assembly vibration reduction, and relates to a vehicle power assembly suspension mechanism and a vehicle. The vehicle power assembly suspension mechanism comprises a vertical suspension supporting assembly which is connected between the top of a power assembly and a vehicle frame and used for providing vertical suspension support for the power assembly; the lateral restraining and supporting assembly is connected between the side portion of the power assembly and the frame and used for restraining the power assembly in the lateral direction, and the lateral restraining and supporting assembly and the vertical suspension supporting assembly cooperate to form a multi-point supporting and space positioning system of the power assembly relative to the frame. The vertical suspension supporting assembly and the pull rod type lateral constraint supporting assemblies are cooperatively arranged in space, multi-point supporting and geometric constraint of the power assembly are achieved, and therefore stable space positioning is conducted on the power assembly under different working conditions; the translation displacement in the longitudinal direction, the transverse direction and the vertical direction of the vehicle and the rotation displacement around each axis are effectively limited.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of automobile power assembly damping, and particularly relates to a vehicle power assembly suspension mechanism and a vehicle. BACKGROUND

[0002] Vehicles usually have high power output, high speed, large torque or fast response characteristics, and high sensitivity to use requirements for control response. Higher requirements are put forward for the power transmission efficiency, vehicle body posture stability and driving comfort of the whole vehicle. The power assembly suspension system, as a key structure connecting the driving source and the transmission unit and the vehicle frame, its arrangement form not only relates to the spatial positioning accuracy of the power assembly, but also directly affects the vibration and noise isolation effect and the compactness of the whole vehicle structure layout, and is one of the core subsystems in the realization of the whole vehicle performance.

[0003] The existing vehicle power assembly suspension system mainly uses rubber suspension or hydraulic suspension. The rubber suspension relies on the elastic deformation of rubber material to realize vibration isolation, and has relatively simple structure and low cost, but the stiffness adjustment range is limited by the material characteristics. Under the conditions of high power output, high speed or large torque, the rubber element usually needs to be designed with a large volume to suppress low-frequency vibration, which easily introduces redundancy in mass and space, and is difficult to meet the demand of lightweight and compact structure layout of the vehicle. At the same time, the rubber material itself has obvious nonlinearity and hysteresis characteristics, and the suspension stiffness is easy to change under dynamic load, which is difficult to provide stable and accurate spatial positioning for the power assembly.

[0004] To improve the vibration isolation performance, some vehicles use hydraulic suspension structure. The hydraulic suspension absorbs vibration through liquid flow and throttling, and has certain advantages in medium and low frequency vibration control, but its structure is usually complex, the number of internal parts is large, the mass is large, and the design requirements for power assembly installation space and vehicle frame structure are high, which not only increases the weight of the whole vehicle, but also restricts the high integration, lightweight and compact arrangement. In addition, the response speed and stability of the hydraulic suspension under extreme conditions are affected by the characteristics of the liquid, which may also adversely affect the transient positioning accuracy of the power assembly.

[0005] In addition, although some existing vehicles use three-point or four-point multi-point suspension arrangement to simplify the system structure, the suspension form is still mainly based on elastic or hydraulic elements, and the spatial constraint of the power assembly is mainly realized by the deformation of the elements, lacking clear and stable geometric positioning relationship. Under the conditions of sudden acceleration, sudden braking or high lateral acceleration, the power assembly is easy to move or deviate, which not only affects the power transmission efficiency, but also may weaken the vehicle control stability and driving precision.

[0006] In summary, how to achieve high-precision spatial positioning of the powertrain while meeting the requirements of high power output, rapid response, and high handling performance of the vehicle, and simultaneously achieving good dynamic isolation, lightweighting, and compact layout, has become an urgent technical problem to be solved in the design of vehicle powertrain mounting systems. Summary of the Invention

[0007] To address the shortcomings of existing technologies, this invention provides a vehicle powertrain mounting mechanism and vehicle. By employing a multi-point support and positioning structure primarily based on lateral constraint support components, high-precision spatial constraint between the powertrain and the vehicle frame is achieved. This effectively improves power transmission efficiency while ensuring vibration isolation performance. Furthermore, by replacing traditional rubber or hydraulic mounting elements with a tie-rod structure, the overall structure becomes lighter and more compact, facilitating its arrangement within the limited installation space of a vehicle. This solves the technical problems of existing vehicle powertrain mounting systems, such as large structural mass, high space occupation, insufficient powertrain positioning accuracy, and susceptibility to surging during rapid acceleration and braking, which affects handling stability.

[0008] This application provides a vehicle powertrain mounting mechanism, including: The vertical suspension support assembly connects the top of the powertrain to the chassis and provides vertical suspension support for the powertrain. The lateral constraint support assembly is a tie rod structure connected between the side of the powertrain and the vehicle frame. It is used to constrain the powertrain in the lateral direction and, together with the vertical suspension support assembly, forms a multi-point support and spatial positioning system for the powertrain relative to the vehicle frame.

[0009] In some embodiments, the lateral constraint support assembly is arranged in a three-point configuration, and the lateral constraint support assembly includes: Two main lateral constraint support components are symmetrically arranged on both sides of the middle of the powertrain, and their mounting axes are arranged symmetrically at a preset angle in space; A secondary lateral restraint support assembly is located on one side of the lower part of the powertrain.

[0010] In some embodiments, the lateral constraint support assembly is arranged in a four-point configuration, and the lateral constraint support assembly includes: Two main lateral constraint support components are symmetrically arranged on both sides of the middle of the powertrain, and their mounting axes are arranged symmetrically at a preset angle in space; Two secondary lateral restraint support components are symmetrically arranged on both sides of the lower part of the powertrain.

[0011] In some embodiments, the angle between the mounting axis of the primary lateral restraint support assembly and the horizontal direction is 15 to 30 degrees; the angle between the mounting axis of the secondary lateral restraint support assembly and the horizontal direction is 5 to 10 degrees.

[0012] In some embodiments, the lateral constraint support assembly includes a tie rod body, ball joint bushings and frame side bushings disposed at both ends of the tie rod body, the ball joint bushings and frame side bushings being respectively connected to the powertrain and the frame, and both the ball joint bushings and the frame side bushings having an elastic buffer layer inside.

[0013] In some embodiments, the rotation centers of the ball joint bushing and the frame side bushing are in the same spatial plane as the powertrain center of mass.

[0014] In some embodiments, the vertical suspension support assembly adopts the same longitudinal tie rod suspension structure as the lateral constraint support assembly, and forms a full tie rod type multi-point positioning arrangement with the lateral constraint support assembly.

[0015] In some embodiments, the vertical suspension support assembly adopts a single bushing structure and together with the lateral constraint support assembly forms a multi-point positioning arrangement.

[0016] In some embodiments, the powertrain is provided with a mounting boss, which is connected to a corresponding ball joint bushing via a fastening bolt arranged along the longitudinal direction of the vehicle; the frame is provided with a U-shaped mounting bracket, which is connected to a corresponding frame side bushing via a fastening bolt arranged along the longitudinal direction of the vehicle.

[0017] This application also provides a vehicle including the aforementioned powertrain mounting mechanism.

[0018] Based on the above technical solution, this invention achieves multi-point support and geometric constraint of the powertrain by spatially coordinating vertical suspension support components and multiple tie-rod type lateral constraint support components. This provides stable spatial positioning of the powertrain under different operating conditions, effectively limiting its translational displacement in the longitudinal, lateral, and vertical directions of the vehicle, as well as its rotational displacement around each axis. Furthermore, the main tie-rod lateral support components are symmetrically arranged on both sides of the middle of the powertrain, while the auxiliary tie-rod support components are arranged at the lower part of the powertrain. This allows each suspension component to have a clear division of labor in bearing the weight of the powertrain, isolating vibrations, and suppressing the counter-torque generated during power output. This improves the directness of the force transmission path and dynamic response performance between the powertrain and the chassis while ensuring the vibration isolation performance of the suspension system. Through this arrangement, this invention effectively solves the problems of insufficient positioning accuracy of existing vehicle powertrain suspension systems and the tendency for the powertrain to lurch forward under rapid acceleration or braking conditions, thus affecting the overall vehicle handling stability. Attached Figure Description

[0019] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings: Figure 1 These are schematic diagrams of two layouts disclosed in Embodiment 1 of this application; Figure 2 These are schematic diagrams of two layouts disclosed in Embodiment 2 of this application; Figure 3 These are schematic diagrams of two layouts disclosed in Embodiment 3 of this application; Figure 4 This is a schematic diagram of the overall structure of the suspension mechanism in the embodiments of this application; Figure 5 This is a schematic diagram of the lateral constraint support component in an embodiment of this application.

[0020] In the picture: 1. Upper left suspension of the tie rod; 2. Upper right suspension of the tie rod; 3. Lower left suspension of the tie rod; 4. Lower right suspension of the tie rod; 5. Vertical suspension support assembly; 6. Transmission unit; 7. Drive source; 8. Tie rod body; 9. Ball joint bushing; 10. Frame side bushing; 11. Frame; 101. Bushing outer sleeve; 102. Rubber elastomer; 103. Inner sleeve; 91. Ball joint housing; 92. Dust cover; 93. Ball pin. Detailed Implementation

[0021] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0022] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixation," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0023] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0024] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0025] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0026] In the automotive industry, the powertrain mounting system is a key component of the vehicle structure. Its main functions are to connect the powertrain to the chassis and to achieve spatial positioning, power transmission, and vibration isolation of the powertrain within the vehicle. The arrangement and structural performance of the mounting system directly affect power output efficiency, vehicle handling stability, and ride comfort.

[0027] Vehicles face higher demands on power output response, handling precision, and overall lightweight design. In these applications, the powertrain typically operates under conditions of high power output, high speed, high torque, or rapid response, posing stringent challenges to the suspension system in terms of stiffness stability, spatial positioning accuracy, and quality control. Furthermore, high-performance vehicles generally employ compact and lightweight body structures, requiring the suspension system's size, weight, and layout to be highly compatible with the overall vehicle structure.

[0028] Existing vehicle powertrain mounting systems mainly include two types: rubber mounts and hydraulic mounts. Rubber mounts have a relatively simple structure and lower manufacturing cost, but their stiffness adjustment range is limited, and they typically require larger rubber components to meet low-frequency vibration isolation requirements. Under high power output, high speed, or high torque conditions, rubber components are prone to resonance, which not only affects power transmission efficiency but also hinders the achievement of overall vehicle lightweighting goals. Hydraulic mounts have certain advantages in vibration isolation performance, but their complex structure and greater mass place higher demands on powertrain installation space and chassis structure, making them difficult to adapt to the overall design requirements of compactness and lightweight vehicles.

[0029] Furthermore, some high-performance vehicles employ three-point or four-point multi-point suspension arrangements to simplify the suspension system structurally. However, existing multi-point suspension solutions largely rely on the elastic deformation of rubber or hydraulic components to constrain the powertrain. Their nonlinear hysteresis characteristics make it difficult for the suspension stiffness to remain stable under dynamic loads, causing the powertrain to lurch or deviate under extreme conditions such as rapid acceleration, sudden braking, or high lateral acceleration, thus affecting the vehicle's handling stability and driving precision.

[0030] Furthermore, existing suspension systems often focus on the vibration reduction performance of individual suspension elements during the design process, without considering the overall spatial positioning of the powertrain. This results in insufficient positioning accuracy of the powertrain under multi-directional loads, making it difficult to meet the vehicle's requirements for precise control and rapid response under extreme conditions.

[0031] Therefore, how to achieve high-precision spatial positioning of the powertrain while ensuring its vibration isolation performance, and simultaneously optimize the form and arrangement of the mounting structure, while taking into account lightweighting, compactness and power transmission efficiency, has become an urgent technical problem to be solved in the design of vehicle powertrain mounting systems.

[0032] In a broad embodiment of this application, a vehicle powertrain mounting mechanism is provided to connect the powertrain to the vehicle frame and achieve spatial positioning of the powertrain. The mounting mechanism includes: The vertical suspension support assembly 5 is connected between the top of the powertrain and the frame 11 to provide vertical suspension support for the powertrain; The lateral constraint support assembly is a tie rod structure connected between the side of the powertrain and the frame 11. It is used to constrain the powertrain in the lateral direction and, together with the vertical suspension support assembly 5, forms a multi-point support and spatial positioning system for the powertrain relative to the frame.

[0033] In some embodiments, the lateral constraint support assembly is arranged in a three-point configuration, and the lateral constraint support assembly includes: Two main lateral constraint support components are symmetrically arranged on both sides of the middle of the powertrain, and their mounting axes are arranged symmetrically at a preset angle in space; A secondary lateral restraint support assembly is located on one side of the lower part of the powertrain.

[0034] In some embodiments, the lateral constraint support assembly is arranged in a four-point configuration, and the lateral constraint support assembly includes: Two main lateral constraint support components are symmetrically arranged on both sides of the middle of the powertrain, and their mounting axes are arranged symmetrically at a preset angle in space; Two secondary lateral restraint support components are symmetrically arranged on both sides of the lower part of the powertrain.

[0035] In some embodiments, the angle between the mounting axis of the primary lateral restraint support assembly and the horizontal direction is 15 to 30 degrees; the angle between the mounting axis of the secondary lateral restraint support assembly and the horizontal direction is 5 to 10 degrees.

[0036] In some embodiments, the lateral constraint support assembly includes a tie rod body 8, ball joint bushings 9 and frame side bushings 10 disposed at both ends of the tie rod body 8, the ball joint bushings 9 and the frame side bushings 10 being respectively connected to the powertrain and the frame, and both the ball joint bushings 9 and the frame side bushings 10 having an elastic buffer layer inside.

[0037] In some embodiments, the rotation centers of the ball joint bushing 9 and the frame side bushing 10 are in the same spatial plane as the powertrain center of mass.

[0038] In some embodiments, the vertical suspension support assembly 5 adopts the same longitudinal tie rod suspension structure as the lateral constraint support assembly, and forms a full tie rod type multi-point positioning arrangement with the lateral constraint support assembly.

[0039] In some embodiments, the vertical suspension support assembly 5 adopts a single bushing structure and together with the lateral constraint support assembly forms a multi-point positioning arrangement.

[0040] In some embodiments, the powertrain is provided with a mounting boss, which is connected to a corresponding ball joint bushing 9 via a fastening bolt arranged along the longitudinal direction of the vehicle; the frame is provided with a U-shaped mounting bracket, which is connected to a corresponding frame side bushing 10 via a fastening bolt arranged along the longitudinal direction of the vehicle.

[0041] This application also provides a vehicle including the aforementioned powertrain mounting mechanism.

[0042] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0043] like Figures 1-5 As shown, this application provides a vehicle powertrain mounting mechanism that connects the powertrain to the frame 11 and realizes the spatial positioning of the powertrain. The powertrain includes a drive source 7 and a transmission unit 6. The vehicle powertrain mounting mechanism includes: A vertical suspension support assembly is connected between the top of the powertrain and the frame 11 to provide vertical suspension support for the powertrain. The lateral restraint support assembly is connected between the side of the powertrain and the frame 11. It is used to restrain the powertrain in the lateral direction and, together with the vertical suspension support assembly, forms a multi-point support and spatial positioning system for the powertrain relative to the frame.

[0044] For example, the drive source 7 can be an engine, an electric motor or other power output source, and is spatially positioned connected to the frame 11 through multiple lateral constraint support components.

[0045] For example, the transmission unit 6 can be in the form of a mechanical gearbox, dual-clutch transmission, automatic transmission, continuously variable transmission, reducer, or electric drive axle assembly, etc. Internally, it typically includes components such as an input shaft, output shaft, gear set, synchronization mechanism, or clutch control mechanism to achieve speed ratio switching and torque matching under different operating conditions. In pure electric drive mode, the transmission unit 6 can also employ a single-stage or multi-stage reduction mechanism to reduce the high speed output of the motor and increase torque, and distribute power to the left and right drive wheels through a differential mechanism.

[0046] like Figure 5 As shown, in a preferred embodiment of the present invention, the lateral constraint support assembly is a tie rod structure, including a tie rod body 8, and ball joint bushings 9 and frame side bushings 10 disposed at both ends of the tie rod body 8, for constructing a tie rod type spatial constraint structure between the powertrain and the frame 11 with axial force transmission as the main function, thereby achieving high stiffness limiting and low displacement control.

[0047] In this preferred embodiment, the lateral constraint support assembly is not a traditional rubber block type suspension or hydraulic suspension, but a tie rod type constraint member with axial tension / axial pressure as the main load channel. Specifically, the lateral constraint support assembly includes a tie rod body 8 that transmits load along the tie rod axis, and corner adaptive connection ends and elastic vibration isolation connection ends respectively arranged at both ends of the tie rod body 8, forming a spatial constraint unit between the powertrain and the frame 11 that works in synergy of "axial high stiffness limiting - end corner compensation - elastic vibration isolation / limiting". Through this tie rod type constraint member, the inertial force and counter-torque load of the powertrain in the longitudinal / lateral directions can be preferentially converted into axial tension or axial pressure of the tie rod body 8 and transmitted to the frame 11, thereby reducing the problems of excessive shear deformation, additional bending moment and stress concentration, and positioning accuracy decay with fatigue that are prone to occur in traditional shear bushing suspensions.

[0048] Specifically, a ball joint bushing 9 is provided at the powertrain end of the tie rod body 8, and a frame side bushing 10 is provided at the frame end. The ball joint bushing 9 is an angle-adaptive elastic ball joint structure, and the frame side bushing 10 is an elastic bushing structure; both have an elastic buffer layer inside to provide damping energy dissipation and slight flexibility while ensuring connection reliability and positioning stiffness, achieving a trade-off between load transfer and vibration isolation. Among them, the ball joint bushing 9 provides multi-directional small-angle swing capability to compensate for the assembly angle error between the powertrain and the frame 11 and the relative attitude change during vehicle operation, so that the tie rod body 8 maintains a working state dominated by axial force as much as possible when under force, avoiding additional loads and local stress concentration caused by excessive end constraints; the frame side bushing 10 provides necessary vibration isolation and damping within a small displacement range, and provides nonlinear limit constraints under large displacement conditions.

[0049] Furthermore, the ball joint bushing 9 includes a ball joint housing 91, a dust cover 92, and a ball pin 93; wherein, the ball joint housing 91 is fixedly connected to the power assembly end of the tie rod body 8, the ball head of the ball pin 93 is housed within the ball joint housing 91 and mates with its inner bearing surface to form a swingable spherical pair, the rod portion of the ball pin 93 extends from the opening of the ball joint housing 91 to connect with the power assembly side bracket, and the dust cover 92 is sealed to the ball joint housing 91 and the ball pin 93 respectively and covers the spherical pair to achieve dust and water protection and lubrication maintenance. The ball joint bushing 9 also includes an elastic liner (i.e., an elastic buffer layer). An elastic liner is disposed between the ball pin 93 and the ball hinge housing 91. The elastic liner is preferably made of high-damping rubber, HNBR or polyurethane material, which can generate a composite deformation of shear and compression under the vibration excitation of the powertrain to absorb vibration energy. At the same time, it provides flexible support and clearance compensation during the oscillation of the spherical pair, thereby suppressing structural noise transmission and reducing additional stress caused by assembly and working condition deformation while achieving adaptive rotation angle.

[0050] Furthermore, the frame side bushing 10 includes a bushing outer sleeve 101, an inner sleeve 103, and a rubber elastomer 102 (i.e., an elastic buffer layer) disposed between the bushing outer sleeve 101 and the inner sleeve 103. The rubber elastomer 102 is preferably vulcanized and bonded. The bushing outer sleeve 101 is fixedly connected to the frame end of the tie rod body 8, and the inner sleeve 103 is located inside the bushing outer sleeve 101 and is used to clamp and connect with the frame 11 or subframe side support via fasteners. During operation, the rubber elastomer 102 generates elastic deformations such as shearing, torsion, and compression to provide damping energy dissipation and vibration isolation. It can also form directional stiffness through cavities, slots, or different hardness partitions to balance axial positioning stiffness and lateral / vertical vibration isolation performance.

[0051] Furthermore, to fully leverage the axial load transmission advantages of the tie rod-type constraint components and reduce the interference of additional torque on the powertrain's attitude, the rotation centers of the ball joint bushing 9 and the frame side bushing 10 should be located in the same spatial plane as the powertrain's center of mass. Specifically, this spatial plane is jointly determined by the powertrain's center of mass and the geometric rotation centers of the bushings at both ends. The principle of three points being coplanar ensures that the axial resultant force line of the tie rod body 8 passes through or is as close as possible to the powertrain's center of mass. Thus, under typical operating conditions such as starting, shifting, rapid acceleration, and emergency braking, the inertial force and counter-torque load on the powertrain are preferentially converted into pure axial tensile and compressive forces on the tie rod body 8, avoiding the introduction of additional overturning torque around the center of mass due to lever arm offset, thereby reducing the unnecessary attitude deflection amplitude of the powertrain.

[0052] The geometric arrangement principle of the above three points being coplanar needs to comprehensively consider the position of the powertrain center of gravity, the spatial coordinates of the frame mounting point, and the overall vehicle layout constraints. During the vehicle design phase, the spatial coordinates of the rotation center of the ball joint bushing 9, the rotation center of the frame side bushing 10, and the center of gravity of the powertrain should be checked using a three-dimensional digital model to ensure that the deviation of the three points is within the design tolerance range. In cases where the three points are difficult to be strictly coplanar due to the constraints of the overall vehicle layout, priority should be given to ensuring that the offset is within the allowable range, and the additional torque should be compensated by adjusting the stiffness matching relationship between the ball joint bushing 9 and the frame side bushing 10 to maintain the mechanical balance of the overall constraint system.

[0053] Furthermore, the three-point coplanar arrangement works in conjunction with the rotation angle adaptive function of the ball joint bushing 9: when the powertrain undergoes elastic displacement or there is an angular deviation in the installation posture, the ball joint bushing 9 can adaptively compensate for the rotation center position through the small-angle swing of the spherical pair, so that the tie rod body 8 can still maintain the working state dominated by axial force under actual working conditions, further ensuring the effectiveness of the three-point coplanar constraint principle under dynamic working conditions.

[0054] Furthermore, the NVH control mechanism of the lateral constraint support assembly is as follows: the main transmission and limiting channel of dynamic torque and inertial force is established through the axial high stiffness tie rod body 8; the additional bending moment and stress concentration are reduced through the rotation angle adaptive capability of the ball joint bushing 9; and the elastic buffer layer in the ball joint bushing 9 and the frame side bushing 10 absorbs the mid-to-high frequency vibration energy under combined deformation such as shear and compression. Thus, the powertrain attitude change amplitude is effectively reduced under conditions such as starting, shifting, rapid acceleration and emergency braking, and the structural transmission noise and low-frequency resonance in the vehicle are suppressed.

[0055] The above-mentioned NVH control mechanism relies on the synergistic effect of the following elements: the tie rod body 8 provides an axial high stiffness limiting channel, the ball joint bushing 9 provides angular adaptation and elastic buffer energy dissipation, the frame side bushing 10 provides elastic vibration isolation and damping energy dissipation, and the main / sub tie rod angle arrangement forms a closed force loop, rather than a single rubber block type suspension relying on shear deformation to achieve vibration isolation.

[0056] Example 1 In one illustrative embodiment of this application, a vehicle powertrain mounting mechanism is provided. This mounting mechanism is used to reliably and stably mount the powertrain onto the vehicle frame 11, and through spatial geometric constraints, elastic vibration isolation, and multi-path load transfer, it achieves precise spatial positioning, attitude stability control, and vibration and noise isolation of the powertrain during vehicle operation. This significantly improves the vehicle's handling stability, structural reliability, and ride comfort while ensuring high power output.

[0057] The powertrain includes a drive source 7 and a transmission unit 6 connected to the output of the drive source 7. In this embodiment, the drive source 7 and the transmission unit 6 are arranged as a single integrated module. The drive source 7 is mainly responsible for generating power output, and it generates periodic impact loads, inertial torques, and dynamic excitations during operation. The transmission unit 6 is responsible for power transmission, speed ratio conversion, and torque amplification. Its gear meshing process generates high-frequency vibrations and pulse impacts. Since the drive source 7 and the transmission unit 6 generate multi-frequency and multi-directional dynamic loads simultaneously during operation, if only a traditional single bushing type suspension structure is used, it is often difficult to balance load-bearing capacity, vibration isolation effect, and spatial positioning accuracy, which can easily lead to problems such as powertrain attitude deviation, local fatigue of the frame 11, and cab resonance.

[0058] Therefore, this embodiment uses a combination of multiple lateral constraint support components and vertical suspension support components 5 to form a multi-point spatial positioning system. By utilizing the axial force characteristics of the tie rod body 8 and the multi-directional rotation capability of the ball joint bushing 9, it achieves reasonable constraint on the six degrees of freedom of the powertrain and diversion of vibration energy, fundamentally improving the problems of large structural flexibility, insufficient positioning accuracy and poor life reliability of traditional suspension systems.

[0059] The suspension mechanism in this embodiment includes three lateral restraint support assemblies and one vertical suspension support assembly 5. Each lateral restraint support assembly is connected to the powertrain and the frame 11 via a ball joint bushing 9 and a frame side bushing 10, thereby forming a stable three-dimensional spatial positioning network inside the frame 11. This three-dimensional spatial positioning network can transmit the dynamic loads generated by the powertrain during operation to the frame 11 along multiple paths, significantly reducing local stress concentration and improving the fatigue life of the entire vehicle structure.

[0060] Figure 1 Two layout configurations of this embodiment are shown. The three lateral constraint support components include two main lateral constraint support components and one secondary lateral constraint support component. The two main lateral constraint support components are the upper left suspension 1 and the upper right suspension 2 of the tie rod, respectively. The secondary lateral constraint support component is the lower left suspension 3 or the lower right suspension 4 of the tie rod.

[0061] Specifically, the upper left suspension 1 and the upper right suspension 2 of the tie rod are respectively arranged on both sides of the middle of the drive source 7. The upper left suspension 1 and the upper right suspension 2 of the tie rod are symmetrically distributed in an inverted "V" shape with respect to the longitudinal axis of the powertrain in space, forming a stable upper triangular support structure. The setting of this inverted "V" shape structure enables the upper left suspension 1 and the upper right suspension 2 of the tie rod to form an effective force distribution relationship in the longitudinal, lateral and vertical directions. Thus, when the powertrain generates front and rear impacts, lateral loads and vertical vibrations, the load can be transferred to the frame 11 through axial tensile and compressive forces, avoiding the generation of excessive bending moments and shear stresses.

[0062] The upper left suspension 1 and upper right suspension 2 of the tie rod are connected to the drive source 7 and the frame 11 respectively through corresponding mounting seats. The mounting seats on the drive source 7 are preferably located in the middle of the drive source 7 or near the center of gravity of the powertrain, so that the center of force of the tie rod is as close as possible to the center of gravity of the powertrain, thereby reducing the additional overturning torque generated by the powertrain during vibration. The upper left suspension 1 and upper right suspension 2 of the tie rod are mainly used to support the weight of the powertrain and limit the translational displacement of the powertrain in the front-to-back, left-to-right, and up-down directions. They are the main load-bearing suspensions in this embodiment.

[0063] During vehicle acceleration, the powertrain experiences a backward inertial force, which is resisted by the upper left suspension 1 and the upper right suspension 2 of the tie rod through axial tension. During braking, the powertrain experiences a forward inertial force, which is borne by the upper left suspension 1 and the upper right suspension 2 of the tie rod through axial compression. When the vehicle turns or travels over uneven surfaces, the upper left suspension 1 and the upper right suspension 2 of the tie rod work together through multi-directional forces to limit the lateral sway and vertical movement of the powertrain, thereby significantly improving the overall vehicle stability.

[0064] The lower left suspension 3 or the lower right suspension 4 of the tie rod is located on the lower side of the drive source 7. Positioned at a non-lowest point of the drive source 7, the lower left suspension 3 or the lower right suspension 4 of the tie rod forms an effective rotational constraint arm without interfering with the installation and maintenance of the drive source 7. The lower left suspension 3 or the lower right suspension 4 of the tie rod also connects to the frame 11, its main function being to limit the rotational displacement of the powertrain, while also assisting the upper left suspension 1 and the upper right suspension 2 of the tie rod in sharing the weight of the powertrain to a certain extent.

[0065] Under high torque output conditions, the output shaft of drive source 7 will generate significant counter-torque. Without effective rotational restraint, this counter-torque can cause the powertrain to tilt and overturn significantly, resulting in changes in the output shaft angle and even accelerated wear of the universal joint and reduced transmission efficiency. By setting a secondary lateral restraint support assembly (lower left suspension 3 or lower right suspension 4 of the tie rod) at the lower part of drive source 7, a stable counter-torque support point can be formed below the center of gravity of the powertrain, effectively suppressing the tendency of the powertrain to overturn around the output shaft and ensuring that the power output shaft is always in the designed centered state.

[0066] In addition, the secondary lateral restraint support assembly (lower left suspension 3 or lower right suspension 4 of the tie rod) can also form a spatial triangular support structure with the two main lateral restraint support assemblies, so that the powertrain forms a positioning network with moderate rigidity and flexibility in three-dimensional space, further improving the overall structural rigidity and stability.

[0067] The vertical suspension support assembly 5 is located in the middle of the top housing of the transmission unit 6. It is connected to the frame 11 and supports part of the weight of the transmission unit 6 in a suspended manner. The vertical suspension support assembly 5 is mainly used to bear the weight of the transmission unit 6 and isolate high-frequency vibrations generated during gear meshing, clutch engagement, or direct motor drive. At the same time, together with the main lateral constraint support assembly on the drive source 7 side, it forms an overall support and positioning system for the entire powertrain module.

[0068] Through the coordinated arrangement of two main lateral constraint support components (upper left suspension 1 and upper right suspension 2 of the tie rod), one secondary lateral constraint support component (one of the lower left suspension 3 and lower right suspension 4 of the tie rod), and one vertical suspension support component 5, this embodiment forms a stable four-point spatial positioning structure in space. This four-point spatial positioning structure provides comprehensive constraints on the translational and rotational degrees of freedom of the powertrain in three-dimensional space, ensuring that the powertrain always operates in the designed posture, thereby effectively avoiding the powertrain attitude drift problem caused by suspension deformation or installation deviation.

[0069] In addition, in this four-point spatial positioning structure, the upper left suspension 1, the upper right suspension 2, and the vertical suspension support assembly 5 serve as the main suspensions. Their main functions are to bear the weight of the powertrain, isolate the transmission of powertrain vibration to the frame 11 and the cab, and limit the translational displacement of the powertrain, thereby significantly reducing the noise, vibration, and harshness (NVH) levels of the entire vehicle and improving driving comfort.

[0070] The lower left suspension 3 or the lower right suspension 4 of the tie rod are used as auxiliary suspensions, mainly to isolate and attenuate vibration excitation in the direction of the powertrain output shaft and limit its rotation position, so that the powertrain is always in the installation posture of the design state, further improving the vehicle's handling stability and the alignment accuracy of the transmission system.

[0071] The suspension mechanism proposed in this embodiment constructs a four-point spatial positioning structure consisting of two main lateral constraint support components, one secondary lateral constraint support component, and one vertical suspension support component 5. This forms a multi-degree-of-freedom collaborative constraint three-dimensional suspension network between the powertrain and the frame 11, optimizing the powertrain in multiple dimensions such as load-bearing capacity, positioning, torsional resistance, and vibration isolation. This structure treats the powertrain as a single rigid module, combining the axial force characteristics of multiple tie rod bodies 8 with the multi-directional rotational adaptability of the ball joint bushing 9 to achieve precise constraint on the six degrees of freedom of the powertrain (three translational degrees of freedom X, Y, and Z, and rotational degrees of freedom around the three axes). This allows the powertrain to maintain a stable spatial posture under various operating conditions, thereby significantly improving the overall vehicle structural reliability and operational stability.

[0072] From the perspective of mechanical transmission mechanism, the upper left suspension 1 and upper right suspension 2 of the tie rod are symmetrically arranged in the middle of the drive source 7 and form an inverted "V" shaped spatial structure. This allows the longitudinal inertial load, lateral force, and vertical vibration load generated by the powertrain to be decomposed into multiple tensile and compressive paths transmitted along the tie rod axis. This avoids the problems of moment concentration, excessive shear deformation, and excessively high local stress peaks that are prone to occur in traditional rubber bushing suspensions. Due to the extremely high stiffness and stability of the tie rod in the axial direction, the multi-directional inertial load generated by the powertrain under dynamic conditions such as acceleration, braking, and steering can be quickly and evenly distributed to multiple stress nodes of the frame 11. This makes the load distribution of the frame 11 exhibit a decentralized and networked load distribution characteristic, thereby significantly reducing the fatigue stress level of local weld points, connecting flanges, and weak sections of the frame 11 and improving the durability of the entire vehicle structure.

[0073] Furthermore, the force centers of the upper left suspension 1 and upper right suspension 2 of the tie rod are positioned close to the center of mass of the powertrain. This significantly shortens the moment arm of inertia of the powertrain when subjected to periodic torque excitation and road impacts, thereby reducing the additional overturning torque and effectively suppressing pitch and roll sway during powertrain operation. This arrangement not only makes the spatial positioning of the powertrain more precise but also significantly reduces problems such as changes in the angle of power transmission components, increased wear of constant velocity universal joints or drive shafts, and decreased power transmission efficiency caused by attitude drift. This ensures that the entire vehicle's powertrain system remains in its designed alignment state for a long time, improving the stability and service life of the transmission system.

[0074] The secondary lateral constraint support assembly located below the drive source 7 further constitutes a key constraint node for the powertrain's rotational freedom around the output shaft. When the drive source 7 generates significant counter-torque or inertial moment under high torque output conditions, this secondary lateral constraint support assembly forms a reverse support arm, effectively generating reverse tensile or compressive forces on the powertrain, thereby suppressing the powertrain's tendency to roll over around the output shaft. This not only avoids excessive angular displacement of the powertrain but also ensures that the power output shaft always operates on the designed axis, preventing transmission meshing problems, gear or reducer off-center loading, and abnormal noise caused by attitude deviation, significantly improving the mechanical efficiency and reliability of the power transmission system. At the same time, this secondary lateral constraint support assembly and the two primary lateral constraint support assemblies form a stable triangular support system in space, enabling the powertrain to obtain a comprehensive support characteristic with moderate rigidity and flexibility in three-dimensional space, ensuring positioning stiffness while also ensuring a reasonable release path for kinetic energy.

[0075] The vertical suspension support assembly 5, in conjunction with the lateral constraint support assembly on one side of the drive source 7, plays a crucial role in high-frequency vibration isolation and weight distribution within the overall powertrain support system. High-frequency pulse vibrations generated by the transmission unit 6 during gear meshing, clutch engagement, or motor reducer operation are effectively isolated by the vertical suspension support assembly 5, preventing them from being directly transmitted to the frame 11 and cab along the structural path. This significantly reduces the overall vehicle noise, vibration, and noise and harshness (NVH) levels. Simultaneously, the vertical suspension support assembly 5 and the three lateral constraint support assemblies form a four-point support structure in space, resulting in a more balanced powertrain weight distribution and preventing excessive static and dynamic stress from borne by a single suspension point, thereby further improving the durability and reliability of the suspension system itself.

[0076] In summary, this embodiment enables the powertrain to simultaneously achieve high positioning accuracy, high structural rigidity, and excellent vibration isolation performance during operation. It not only effectively solves the technical problems of insufficient positioning accuracy, weak anti-torque suppression capability, severe local fatigue, and difficulty in achieving the desired NVH performance of the entire vehicle in traditional suspension systems, but also significantly improves the vehicle's handling stability, power transmission system reliability, and ride comfort under high power and high torque output conditions.

[0077] Example 2 In another illustrative embodiment of this application, a vehicle powertrain mounting mechanism is provided. This mounting mechanism forms a multi-point symmetrically distributed lateral constraint support system in the middle and lower part of the powertrain, which ensures reliable load-bearing of the powertrain, achieves high stiffness and high-precision positioning control of the powertrain in three-dimensional space, and also takes into account excellent vibration isolation performance.

[0078] Figure 2 This embodiment illustrates two layout options. Compared to Embodiment 1, this embodiment further adds a secondary lateral constraint support component, including two primary lateral constraint support components (upper left suspension 1 and upper right suspension 2 of the tie rod) and two secondary lateral constraint support components (lower left suspension 3 and lower right suspension 4 of the tie rod). This forms a multi-point spatial positioning network in space with higher overall stiffness, more stable load bearing, and stronger modular adaptability. It is particularly suitable for high-performance vehicle platforms with high power density of the drive source 7 and high requirements for transient torque response.

[0079] In this embodiment, the upper right suspension 2 and the upper left suspension 1 of the tie rod are respectively arranged on the left and right sides of the middle of the drive source 7. The upper right suspension 2 and the upper left suspension 1 of the tie rod are arranged symmetrically in a positive "V" shape or an inverted "V" shape with respect to the longitudinal axis of the powertrain, and are connected between the drive source 7 and the frame 11 through corresponding mounting seats, thereby forming a stable triangular support structure on the upper part of the powertrain.

[0080] Among them, the symmetrically arranged upper right suspension 2 and upper left suspension 1 of the tie rod can form an effective force decomposition path in the longitudinal, lateral and vertical directions. When the powertrain is subjected to longitudinal acceleration and deceleration inertial force, steering roll force and road excitation, the load can be stably transferred to the frame 11 through its axial force state, thereby avoiding the shear deformation and eccentric force problems that are easy to occur in traditional rubber bushing type suspensions.

[0081] The lower right suspension 4 and lower left suspension 3 of the tie rod are respectively arranged on both sides of the lower part of the drive source 7 along the Y-axis (i.e., the transverse direction of the vehicle). They are symmetrically distributed with respect to the longitudinal axis of the powertrain, forming a transversely symmetrical lower rotational constraint structure. This arrangement allows the lower right suspension 4 and lower left suspension 3 of the tie rod to jointly form a transversely stable anti-rollover fulcrum, forming a bidirectional symmetrical restriction on the rotational displacement of the powertrain around the output shaft, thereby effectively suppressing the tilt and deflection of the powertrain under high torque or high acceleration / deceleration conditions.

[0082] The vertical suspension support assembly 5 is located in the middle of the top housing of the transmission unit 6. It is connected to the frame 11 and supports the transmission unit 6 in a suspended manner. The vertical suspension support assembly 5, together with the lateral constraint support assembly on the drive source 7 side, participates in the bearing of the overall mass of the powertrain and the control of its spatial attitude.

[0083] Through the coordinated arrangement of the five suspension points, this embodiment forms a multi-point spatial positioning structure in space, resembling a "frame" or "trapezoidal" shape. This multi-point spatial positioning structure has complete load closed loops in the longitudinal, lateral, and vertical directions, enabling the loads generated by the powertrain to be distributed and transmitted along multiple paths, thereby significantly reducing the local stress level of individual suspension points.

[0084] During straight-line acceleration, the powertrain is subjected to a rearward inertial load. The two upper lateral restraint support components (upper left suspension 1 and upper right suspension 2 of the tie rod) are mainly in a stretched state, transmitting the inertial force to the frame 11 along the tie rod axis. During braking, the powertrain is subjected to a forward inertial load. The two upper lateral restraint support components (upper left suspension 1 and upper right suspension 2 of the tie rod) are mainly in a compressed state, stably transmitting the inertial load to the frame 11.

[0085] When the vehicle turns or passes over uneven surfaces, the powertrain is subjected to lateral forces and vertical excitation loads. The two upper lateral restraint support components (upper left suspension 1 and upper right suspension 2 of the tie rod) and the two lower lateral restraint support components (lower left suspension 3 and lower right suspension 4 of the tie rod) together limit the lateral sway and vertical jump of the powertrain through spatial force components, thereby maintaining the stability of the powertrain posture.

[0086] When the drive source 7 outputs high torque or is under transient high load conditions, the powertrain will generate a counter-torque around the output shaft. At this time, the lower right suspension 4 and the lower left suspension 3 of the lower tie rod form a laterally stable rotational constraint fulcrum. Through the axial force of the left and right symmetrical tie rods, an anti-overturning torque is generated, thereby effectively suppressing the overturning tendency of the powertrain and ensuring the alignment accuracy of the power output shaft.

[0087] In this embodiment, the upper right suspension 2, the upper left suspension 1, and the vertical suspension support assembly 5 serve as the main suspensions, primarily responsible for supporting the powertrain weight, limiting translational displacement, and isolating vibrations. By rationally setting the structural parameters of the lateral constraint support assembly, the powertrain can stably maintain its installation posture under design conditions, and the transmission of vibrations to the frame 11 and the cab is significantly reduced, thereby improving the overall NVH performance and ride comfort of the vehicle.

[0088] The lower right suspension 4 and lower left suspension 3 of the tie rod serve as auxiliary structures, mainly used to isolate and attenuate the vibration excitation of the powertrain around the output shaft, and to restrict the rotational freedom of the powertrain, so that the powertrain can maintain a stable installation state under high load, high speed or transient high power conditions, thereby improving the handling stability of the vehicle and the durability and reliability of the transmission system.

[0089] Because this embodiment uses a frame-type or ladder-type multi-point tie rod suspension arrangement, its overall structural rigidity is significantly higher than that of traditional three-point or single-buckle suspension structures, making it less prone to positioning accuracy degradation due to rubber bushing fatigue or bracket deformation. Furthermore, the multi-point tie rod suspension effectively improves the powertrain's positioning accuracy in three-dimensional space, ensuring the powertrain maintains its designed spatial posture throughout the vehicle's lifespan, thereby enhancing the consistency and stability of the vehicle's handling response.

[0090] The frame-type or ladder-type multi-point tie-rod powertrain mounting arrangement proposed in this embodiment constructs a five-point spatially symmetrical positioning network on the powertrain, consisting of two main lateral constraint support components, two secondary lateral constraint support components, and one vertical suspension support component 5. This creates a three-dimensional geometric constraint frame within the frame 11, characterized by high rigidity, high stability, and high positioning accuracy. This spatial constraint frame essentially constitutes a mechanical topology similar to a spatial truss or trapezoidal beam, transforming the powertrain installation mode from unidirectional support and localized flexible positioning to multidirectional force and overall rigid positioning. This significantly improves the powertrain's attitude stability and structural reliability under high power, high speed, and high dynamic load conditions.

[0091] From a structural mechanics perspective, the frame-type or ladder-type multi-point tie rod suspension arrangement in this embodiment can decompose the longitudinal, lateral, and vertical inertial loads generated by the powertrain under complex conditions such as acceleration, braking, steering, and road excitation into multiple tensile and compressive paths transmitted along the tie rod axis, so that each suspension mainly bears axial force rather than bending moment or shear force. Since the equivalent stiffness of axially loaded components is much higher than that of bending or shear components, the equivalent spatial stiffness of the overall suspension arrangement in this embodiment is significantly higher than that of traditional rubber bushing type suspension and three-point suspension structure, which can effectively suppress the spatial drift, attitude tilt, and local structural deformation of the powertrain, thereby ensuring that the powertrain always maintains the spatial installation posture of the design state throughout the vehicle's life cycle.

[0092] During straight-line acceleration and braking, the two upper main lateral restraint support components exert stable longitudinal constraints on the powertrain under axial tension or compression, respectively. This ensures that the inertial load generated by the powertrain is rapidly and evenly transferred to multiple stress points on the frame 11, thereby avoiding problems such as loosening of connectors, weld fatigue, and local structural failure caused by overload of a single suspension point. When the vehicle turns or traverses uneven surfaces, the four suspension tie rod components form a spatial force-coordinated constraint, simultaneously limiting the lateral sway and vertical bounce of the powertrain. This significantly improves the vehicle's attitude stability and handling response consistency under high-speed driving and aggressive handling conditions.

[0093] Especially under high torque output conditions, the two symmetrically arranged secondary lateral constraint support components at the bottom form a laterally stable anti-overturning fulcrum. Through symmetrical axial tensile and compressive forces, they generate a stable counter-torque constraint torque, effectively suppressing the tendency of the powertrain to overturn around the main output shaft, ensuring that the power output shaft remains in its designed alignment state. This avoids problems such as changes in the drive shaft angle, uneven wear of the constant velocity universal joint, uneven gear meshing load, and abnormal noise caused by attitude deviation, significantly improving the mechanical efficiency, reliability, and service life of the transmission system.

[0094] The vertical suspension support assembly 5 and multiple lateral constraint support assemblies on one side of the drive source 7 work together to effectively isolate the high-frequency vibrations generated while bearing part of the powertrain weight. This significantly reduces the propagation level of vibration to the frame 11 and the cab, improving the overall vehicle noise, vibration, and harshness (NVH) performance. Because the powertrain weight is distributed among five suspension points, excessive static and dynamic stresses from a single point are avoided, significantly reducing the fatigue damage rate of the suspension mechanism and the connection points of the frame 11, further extending the service life of the overall vehicle suspension mechanism and frame 11.

[0095] Furthermore, the frame-type or ladder-type multi-point tie rod suspension system constructed in this embodiment also possesses excellent modularity and platform adaptability. By adjusting the parameters of the lateral constraint support components, rapid layout and matching can be achieved under different wheelbases, powertrain sizes, and chassis 11, thereby significantly shortening the development cycle of new models and improving platform versatility. The high-rigidity spatial positioning network formed by the multi-point tie rods ensures that the powertrain maintains a stable and predictable spatial posture throughout the entire vehicle lifecycle, making the vehicle's handling response more linear and consistent, further enhancing the vehicle's stability, safety, and ride quality under high-speed driving and aggressive handling conditions.

[0096] In summary, this embodiment improves several key performance dimensions, such as spatial positioning stiffness, anti-rollover capability, load diversion capability, NVH isolation effect, and structural durability and reliability, by constructing a five-point frame / ladder type suspension network. It can effectively solve the technical problems that traditional suspension systems commonly suffer from in high-power-density vehicle platforms, such as insufficient positioning accuracy, weak anti-torque suppression capability, severe local fatigue, and poor vehicle handling consistency.

[0097] Example 3 In another illustrative embodiment of this application, a positive "V"-shaped four-point powertrain mounting mechanism is provided. For example... Figure 3 The two layout schemes shown in this embodiment are an improved scheme formed by optimizing the geometric shape of the upper left suspension 1 and the upper right suspension 2 of the tie rod based on the first embodiment. While maintaining the advantages of the original four-point spatial positioning structure, it changes the included angle direction of the upper left suspension 1 and the upper right suspension 2 of the tie rod, so that the suspension mechanism can obtain a more balanced force distribution and higher overall rigidity under dynamic conditions such as longitudinal acceleration, emergency braking and high-speed cornering.

[0098] In this embodiment, the upper left suspension 1 and the upper right suspension 2 of the tie rod are respectively arranged on both sides of the middle of the drive source 7, and the two are arranged in a positive "V" shape symmetrically with respect to the longitudinal axis of the powertrain. This positive "V" shape structure makes the upper left suspension 1 and the upper right suspension 2 of the tie rod form an upwardly opening spatial triangle support, so that the powertrain can obtain a more stable front and rear positioning capability under the conditions of rapid acceleration and emergency braking of the vehicle.

[0099] The secondary lateral constraint support assembly is located on one side of the lower part of the drive source 7. It is used to limit the rotational displacement of the powertrain around the main output shaft and assist the upper left suspension 1 and the upper right suspension 2 of the tie rod in bearing the weight of the powertrain.

[0100] The vertical suspension support assembly 5 is located in the middle of the top housing of the transmission unit 6 to support part of the weight of the transmission unit 6, and together with the lateral constraint support assembly on one side of the drive source 7, it forms an overall spatial positioning system.

[0101] By coordinating two main lateral constraint support components (upper left suspension 1 and upper right suspension 2 of the tie rod), one secondary lateral constraint support component (lower left suspension 3 or lower right suspension 4 of the tie rod), and one vertical suspension support component 5, a stable four-point spatial positioning structure is formed, which provides comprehensive constraints on the translational and rotational degrees of freedom of the powertrain, enabling the powertrain to maintain stable operation in its designed posture throughout the entire life cycle of the vehicle.

[0102] During straight-line acceleration, the powertrain is subjected to rearward inertial loads. Since the two main lateral restraint support components (upper left suspension 1 and upper right suspension 2 of the tie rod) are arranged in a positive "V" shape, they are decomposed into two symmetrical force paths along the upward opening angle, thereby reducing the axial load level of a single lateral restraint support component and improving the load-bearing reliability and overall stability of the suspension mechanism.

[0103] During vehicle braking, the powertrain is subjected to forward inertial load. The two main lateral constraint support components (upper left suspension 1 and upper right suspension 2 of the tie rod) are mainly in a state of compression, and their axial load is smoothly transmitted to the frame 11, avoiding the shear deformation and hysteresis response problems common in traditional rubber suspensions, thereby improving the attitude stability of the whole vehicle during braking.

[0104] When a vehicle turns or traverses uneven surfaces, the powertrain generates lateral forces and vertical loads. The upper left suspension 1 and upper right suspension 2 of the tie rod work together through spatial force components to limit the lateral sway and vertical movement of the powertrain, ensuring that the powertrain maintains a stable posture under complex road conditions.

[0105] When the powertrain is in a high torque output state, it generates a significant counter-torque, causing the powertrain to tend to flip around the main output shaft. The lower auxiliary lateral constraint support assembly (lower left suspension 3 or lower right suspension 4 of the tie rod) forms a stable anti-flip fulcrum below the center of gravity of the powertrain. It generates a counter-torque through axial force, effectively suppressing the flip displacement of the powertrain and ensuring the alignment accuracy between the drive shaft and the input shaft of the transmission unit 6.

[0106] In this embodiment, the two main lateral constraint support components (upper left suspension 1 and upper right suspension 2 of the tie rod) and the vertical suspension support component 5 serve as the main suspensions, undertaking the functions of powertrain weight support, translational displacement constraint and vibration isolation; the lower secondary lateral constraint support component is mainly used to attenuate the vibration excitation of the powertrain around the main output shaft and limit its rotation position, thereby improving the vehicle's handling stability and transmission system reliability.

[0107] Compared with the traditional single-shoulder type suspension structure, this embodiment forms a four-point positioning network, which significantly improves the spatial positioning accuracy of the powertrain and can maintain the alignment accuracy of the powertrain and transmission system for a long time.

[0108] Furthermore, this positive "V" shaped arrangement is beneficial for the diversion and decomposition of longitudinal loads in the powertrain, enabling the suspension mechanism to maintain excellent structural reliability and durability under high power output and high acceleration conditions.

[0109] The powertrain mounting mechanism proposed in this embodiment optimizes the geometric angles of the two main lateral constraint support components (upper left suspension 1 and upper right suspension 2 of the tie rod) to maintain the full constraint capability of the four-point spatial positioning network on the six degrees of freedom of the powertrain. It further enhances the load diversion capability, spatial positioning stiffness and overall force balance of the mounting mechanism under high dynamic conditions such as longitudinal acceleration, emergency braking and high-speed cornering, so that the powertrain can maintain a stable and accurate spatial attitude for a long time under high power output conditions.

[0110] From a structural mechanics perspective, the two main lateral restraint support components, arranged symmetrically in a positive "V" shape, form an upwardly opening spatial triangular force unit, allowing the longitudinal inertial load generated by the powertrain to be simultaneously decomposed into two symmetrical axial force transmission paths. During rapid vehicle acceleration, the rearward inertial force on the powertrain is diverted along the axes of the two main lateral restraint support components, significantly reducing the axial load level borne by a single mount and improving the load margin and structural safety factor of the mount mechanism. During emergency braking, the two main lateral restraint support components (upper left mount 1 and upper right mount 2 of the tie rod) primarily bear the axial compressive load, maintaining a stable stress state. This avoids the shear hysteresis deformation and energy accumulation problems commonly found in traditional rubber bushing mounts, ensuring the powertrain maintains a smooth posture during braking and significantly improving the overall vehicle braking stability.

[0111] When a vehicle is cornering at high speed or traversing uneven road surfaces, the powertrain is subjected to complex lateral forces and vertical excitation loads. The V-shaped main lateral constraint support component, through the synergistic effect of spatial force components, simultaneously constrains the lateral sway and vertical movement of the powertrain, effectively reducing the transient offset of the powertrain's center of gravity. This reduces changes in driveshaft angle, universal joint loads, and gear meshing imbalances caused by attitude fluctuations, thereby improving the vehicle's dynamic stability and mechanical reliability under extreme handling conditions.

[0112] The secondary lateral constraint support assembly located at the lower part of the drive source 7 constitutes a key constraint node for the rotational degree of freedom around the output shaft axis. Under high torque output conditions, the counter-torque generated by the drive source 7 forms a stable anti-overturning torque through the secondary lateral constraint support assembly, effectively suppressing the overturning displacement of the powertrain around the output shaft, ensuring that the drive shaft and the input shaft of the transmission unit 6 are in the designed alignment state for a long time, fundamentally avoiding the problems of reduced transmission efficiency, abnormal gear wear, and increased structural noise caused by powertrain attitude deviation.

[0113] The vertical suspension support assembly 5 and the lateral constraint support assembly on one side of the drive source 7 together form a complete four-point spatial positioning network. While sharing the weight of the powertrain, this network can effectively isolate high-frequency vibrations, significantly reducing the transmission level of powertrain vibrations to the frame 11 and the cab, thereby improving the overall vehicle noise, vibration, and harshness (NVH) performance. Since the weight of the powertrain is shared by multiple suspension points, single-point overload and local fatigue can be avoided, thus significantly improving the durability of the suspension mechanism and the connection points of the frame 11.

[0114] Furthermore, this embodiment optimizes the geometric layout of the positive "V"-shaped main lateral constraint support component to achieve efficient longitudinal load distribution and reasonable axial force transmission. This ensures the suspension mechanism remains stable and reliable under high power density and high acceleration conditions, preventing spatial positioning accuracy degradation due to component aging or deformation. Consequently, the powertrain can maintain its designed installation posture throughout the vehicle's lifecycle, significantly improving the consistency of vehicle handling response, the durability and reliability of the transmission system, and the dynamic safety margin of the vehicle under extreme conditions.

[0115] Example 4 In a further embodiment of this application, the vertical suspension support assembly 5 in Embodiments 1, 2, and 3 above has been structurally optimized and improved. Specifically, the original single bushing structure is replaced with a longitudinal tie rod type suspension structure that is the same as the lateral constraint support assembly structure, so that the support method on the transmission unit 6 side is consistent with the tie rod suspension on the drive source 7 side, thereby constructing a full tie rod type powertrain suspension system.

[0116] The longitudinal tie rod type suspension structure is connected to the transmission unit 6 at one end and the frame 11 at the other end. This longitudinal tie rod type suspension structure forms a clear rigid constraint path along the longitudinal direction, enabling the transmission unit 6 to bear the load in an axial manner under longitudinal inertial load and part of torsional load, thereby significantly reducing the deformation of the single bushing structure in the shear direction and ensuring that the transmission unit 6 can still maintain a stable spatial posture under high torque conditions.

[0117] This longitudinal tie-rod suspension structure can be combined with any of the layouts in Embodiment 1, Embodiment 2, or Embodiment 3 to achieve a unified all-tie-rod suspension arrangement where both the drive source 7 and the transmission unit 6 are supported by tie rods. By forming a continuous rigid constraint network in the longitudinal, lateral, and vertical directions, the overall spatial positioning accuracy, anti-rollover capability, and structural rigidity of the powertrain are significantly improved.

[0118] Through the aforementioned full tie rod arrangement, the powertrain can achieve high rigidity, high positioning accuracy, and excellent vibration isolation performance under various operating conditions, realizing systematic optimization of the powertrain mounting mechanism in key performance dimensions such as handling, NVH performance, and durability and reliability.

[0119] The fully tie-rod powertrain suspension arrangement forms a complete multi-point spatial positioning system, which can simultaneously constrain the translational and rotational degrees of freedom of the powertrain, thereby significantly improving the positioning accuracy and overall structural rigidity of the powertrain in three-dimensional space.

[0120] During straight-line acceleration, the powertrain generates a rearward inertial load. This inertial load is not only borne by the upper left suspension 1 and upper right suspension 2 of the tie rod on the drive source 7 side, but can also be distributed longitudinally to the frame 11 through the longitudinal tie rod suspension on the transmission unit 6 side, making the overall force path of the powertrain more balanced, reducing the peak force at a single point, and improving the load-bearing reliability of the suspension mechanism.

[0121] Under braking conditions, the longitudinal tie rod type suspension can effectively limit the inertial displacement of the transmission unit 6 along the longitudinal direction of the vehicle body, avoid the problem of reduced transmission shaft alignment accuracy due to excessive compression deformation of traditional bushings, and maintain the stability of the powertrain attitude during braking.

[0122] Under high torque output conditions of drive source 7, the powertrain will generate counter-torque and a tendency to overturn around the output shaft. Through the synergistic effect of longitudinal tie rod type suspension and secondary lateral constraint support components, stable anti-overturning fulcrums are formed at both ends of the powertrain, thereby effectively limiting rotational displacement and ensuring that the drive shaft and the input shaft of transmission unit 6 maintain the designed alignment state for a long time, further improving the reliability of the transmission system.

[0123] By employing a tie-rod structure for both the lateral constraint support assembly on one side of the drive source 7 and the vertical suspension support assembly 5, a four-point or five-point spatial positioning arrangement can be formed. This creates a continuous rigid constraint network for the powertrain in the longitudinal, lateral, and vertical directions, achieving high-precision positioning, high overall rigidity, and excellent durability and reliability. Compared to traditional rubber bushing-type suspensions, the all-tie-rod suspension system is less prone to attitude drift, component fatigue, or positioning accuracy degradation under high-speed driving, high-power output, and strong dynamic load conditions.

[0124] This further embodiment upgrades the single-shoulder vertical suspension support assembly 5 to a longitudinal tie rod type suspension structure, realizing a unified tie rod layout of the lateral constraint support assembly on the drive source 7 side and the vertical suspension support assembly on the transmission unit 6 side. This constructs a complete all-tie rod powertrain suspension arrangement system, fundamentally improving the spatial positioning accuracy, overall structural rigidity, and durability reliability of the powertrain under high power density, high acceleration, and high torque impact conditions.

[0125] From a structural mechanics perspective, the longitudinal tie-rod suspension structure forms a clear axial force transmission channel in the longitudinal direction. During vehicle acceleration or braking, the longitudinal inertial load can be directly transmitted to the frame 11 along the longitudinal tie rod in the form of axial force, thus significantly reducing the problems of large shear deformation, delayed response, and localized fatigue concentration inherent in traditional single-bushing suspensions. Since the equivalent stiffness of axially loaded components is much higher than that of shear-loaded components, the longitudinal tie-rod suspension ensures that the transmission unit 6 maintains a stable spatial posture under high-torque impact conditions, effectively avoiding problems such as changes in the driveshaft angle, gear misalignment, and abnormal vibration and noise, significantly improving the reliability and service life of the transmission system.

[0126] By employing tie-rod-type suspension structures on both the drive source 7 and transmission unit 6 sides, the powertrain forms a continuous closed rigid constraint network in the longitudinal, lateral, and vertical directions, achieving systematic geometric constraints on the powertrain's translational and rotational degrees of freedom. During straight-line acceleration, the two main lateral constraint support components and the longitudinal tie-rod-type suspension structure work together to share the rearward inertial load, making the longitudinal force path of the powertrain more balanced and avoiding single-point or unilateral overload. During braking, the longitudinal tie-rod-type suspension structure effectively limits the forward displacement of transmission unit 6, ensuring the drive shaft maintains its designed alignment for a long period, significantly improving the vehicle's braking stability and the smoothness of the transmission system's operation.

[0127] Under high torque output conditions, the secondary lateral constraint support assembly and the longitudinal tie rod type suspension structure form symmetrical anti-overturning fulcrums at both ends of the powertrain. Through axial force cooperation, they generate stable anti-torque constraint torque, effectively suppressing the rotational displacement of the powertrain around the output shaft. This ensures that the power output shaft always remains in the designed alignment state, preventing abnormal wear of the universal joint and gear meshing off-center load phenomena, and significantly improving the mechanical efficiency, operational stability and durability of the transmission system.

[0128] Meanwhile, by rationally setting the angle between the main lateral constraint support assembly and the secondary lateral constraint support assembly relative to the horizontal direction, each tie rod body 8 is kept within the ideal axial force range when bearing different functions such as weight support, longitudinal inertial load, lateral force, and anti-torque load. While ensuring the high rigidity and high spatial positioning accuracy of the suspension mechanism, the elasticity and damping characteristics of the ball joint bushing 9 are combined to effectively isolate high-frequency vibrations, thereby significantly improving the overall vehicle noise, vibration, and acoustic harshness (NVH) performance.

[0129] In summary, this further embodiment, by constructing a fully tie-rod powertrain mounting system, systematically improves key performance indicators of the powertrain, such as spatial positioning accuracy, longitudinal inertial load diversion capability, anti-rollover capability, overall structural rigidity, and the durability and reliability of the mounting system. It not only effectively solves the technical problems of positioning accuracy attenuation, component fatigue failure, and attitude drift that are common in traditional rubber bushing mounts in high-performance vehicle platforms, but also gives the mounting mechanism good modular adaptability, which can flexibly adapt to different power levels and the layout requirements of various vehicle platforms.

[0130] Furthermore, in Embodiments 1 to 4, the mounting axis of the main lateral restraint support assembly forms an angle of 15° to 30° with the horizontal direction, which is used to support the weight of the powertrain, limit translational displacement, and isolate the transmission of vibration to the cab, thereby improving the overall driving comfort of the vehicle; the mounting axis of the secondary lateral restraint support assembly forms an angle of 5° to 10° with the horizontal direction, which is mainly used to isolate and attenuate the vibration excitation of the powertrain around the output shaft, while limiting the rotational position around the output shaft, ensuring that the powertrain always maintains the installation posture in the design state, thereby improving the handling stability of the vehicle and the reliability of the transmission system.

[0131] Furthermore, in Embodiments 1 to 4, the powertrain is provided with a mounting boss, which is connected to the corresponding ball joint bushing 9 via fastening bolts arranged along the longitudinal direction of the vehicle; the frame is provided with a U-shaped mounting bracket, which is connected to the corresponding frame side bushing 10 via fastening bolts arranged along the longitudinal direction of the vehicle.

[0132] Based on the aforementioned powertrain mounting mechanism, this application also provides a vehicle including the aforementioned powertrain mounting mechanism.

[0133] By incorporating the aforementioned powertrain mounting mechanism into the vehicle, the powertrain receives clear geometric constraints and stable support in the longitudinal, lateral, and vertical directions during vehicle operation. Especially under conditions of high power output, high acceleration, and high torque impact, it can effectively suppress the translational displacement of the powertrain and the overturning displacement around the output shaft, thereby ensuring that the power output shaft and the input shaft of the transmission unit 6 remain in the designed alignment state for a long time, avoiding problems such as decreased transmission efficiency, abnormal wear, and vibration and noise caused by attitude deviation.

[0134] The above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications can still be made to the specific implementation of the present invention or equivalent substitutions can be made to some technical features without departing from the spirit of the technical solutions of the present invention, and all such modifications and substitutions should be covered within the scope of the technical solutions claimed in the present invention.

Claims

1. A vehicle powertrain suspension mechanism, characterized by, The application relates to a suspension mechanism for a power assembly of a vehicle. The suspension mechanism comprises: a vertical suspension support assembly connected between the top of the power assembly and the vehicle frame, used for providing vertical suspension support for the power assembly; and a lateral constraint support assembly in the form of a pull rod structure, connected between the side of the power assembly and the vehicle frame, used for laterally constraining the power assembly and cooperating with the vertical suspension support assembly to form a multi-point support and spatial positioning system for the power assembly relative to the vehicle frame. The lateral constraint support assembly adopts a three-point arrangement and comprises: two main lateral constraint support assemblies symmetrically arranged on both sides of the middle part of the power assembly, with the installation axes symmetrically arranged at a preset angle in space; and one auxiliary lateral constraint support assembly arranged on one side of the lower part of the power assembly.

2. The vehicle powertrain suspension mechanism of claim 1, wherein, The lateral constraint support assembly adopts a four-point arrangement and comprises: two main lateral constraint support assemblies symmetrically arranged on both sides of the middle part of the power assembly, with the installation axes symmetrically arranged at a preset angle in space; and two auxiliary lateral constraint support assemblies symmetrically arranged on both sides of the lower part of the power assembly. The angle between the installation axis of the main lateral constraint support assembly and the horizontal direction is 15-30 degrees, and the angle between the installation axis of the auxiliary lateral constraint support assembly and the horizontal direction is 5-10 degrees. The lateral constraint support assembly comprises a pull rod body, a ball hinge bushing arranged at the two ends of the pull rod body and a vehicle frame side bushing, the ball hinge bushing and the vehicle frame side bushing are connected with the power assembly and the vehicle frame respectively, and an elastic buffer layer is arranged in the ball hinge bushing and the vehicle frame side bushing.

3. The vehicle powertrain suspension mechanism of claim 1, wherein, The rotation center of the ball hinge bushing and the vehicle frame side bushing is in the same spatial plane as the center of mass of the power assembly. The vertical suspension support assembly adopts a longitudinal pull rod suspension structure identical to that of the lateral constraint support assembly and forms a full-pull rod multi-point positioning arrangement with the lateral constraint support assembly. The vertical suspension support assembly adopts a single-bushing structure and forms a multi-point positioning arrangement with the lateral constraint support assembly.

4. The vehicle powertrain mounting arrangement of any one of claims 2 or 3, wherein, An installation boss is arranged on the power assembly and connected with the corresponding ball hinge bushing via a fastening bolt arranged in the longitudinal direction of the whole vehicle; a U-shaped installation support is arranged on the vehicle frame and connected with the corresponding vehicle frame side bushing via a fastening bolt arranged in the longitudinal direction of the whole vehicle.

5. The vehicle powertrain suspension mechanism of claim 1, wherein, The application further relates to a vehicle comprising the suspension mechanism.

6. The vehicle powertrain suspension mechanism of claim 5, wherein, ​ 7. The vehicle powertrain suspension mechanism of claim 5, wherein, ​ 8. The vehicle powertrain suspension mechanism of claim 5, wherein, ​ 9. The vehicle powertrain suspension mechanism of claim 5, wherein, ​ 10. A vehicle characterized by comprising: ​

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