Suspension assembly and method for assembling anti-collision pad and secondary shock insulation and vehicle

Abstract

The invention discloses a suspension assembly and method for assembling an anti-collision pad and secondary shock isolation and a vehicle, and relates to the technical field of automobile shock isolation, the suspension assembly comprises a suspension framework, a main spring subassembly and a flexible anti-collision pad, the suspension framework is provided with a plurality of bolt mounting holes, and secondary shock isolation sleeves are fixed in the bolt mounting holes; the main spring sub-assembly is installed in an assembling cavity of the suspension framework, and the flexible anti-collision pad is arranged on the outer side of the main spring sub-assembly and the outer side of the suspension framework in a clamped mode. Limiting protrusions are arranged on the outer side of the suspension framework in pairs and used for limiting the flexible anti-collision pad in the annular direction. Through the cooperation of the anti-collision pad, the secondary shock insulation sleeve and the main spring, the shock insulation performance is enhanced, the deformation of the main spring is reduced, and the squeal problem of the motor is solved.

Description

Technical Field

[0001] This invention relates to the field of automotive vibration isolation technology, and more particularly to a suspension assembly, method, and vehicle for assembling anti-collision pads and secondary vibration isolation. Background Technology

[0002] Currently, the performance requirements for shock-absorbing components are becoming increasingly stringent. Rubber suspension mounts must not only possess shock absorption and damping functions, and sound insulation and noise reduction capabilities, but also limit the movement of the powertrain. This ensures that the suspension pads effectively isolate vibrations while keeping the powertrain's movement within a controllable range, preventing collisions with surrounding components due to excessive powertrain displacement. Therefore, the stiffness and structural design of the rubber suspension pads affect the vehicle's handling stability and ride comfort. However, vehicle comfort and handling stability are contradictory performance indicators. Considering ride comfort, the suspension pads should be made with lower stiffness (softer); conversely, considering handling stability, the rubber suspension pads should be made with higher stiffness (firmer). This creates a dilemma for the suspension pads.

[0003] To optimize the suspension structure, existing technologies employ the following measures: a primary vibration isolation bushing and a secondary vibration isolation bushing are installed on the suspension bracket. The primary vibration isolation bushing connects to the subframe assembly, and the secondary vibration isolation bushing connects to the drive assembly. By adding secondary vibration isolation, the transmission rate of high-frequency vibration noise from the drive assembly is reduced. Although this solution increases the vibration isolation structure, motor whine can still occur when the axial displacement of the main spring is too large. Summary of the Invention

[0004] To address the shortcomings of existing technologies, the purpose of this invention is to provide a suspension assembly, method, and vehicle that integrates anti-collision pads and secondary vibration isolation. By cooperating with the main spring, the anti-collision pads, secondary vibration isolation sleeves, and main spring, vibration isolation performance is enhanced, the deformation of the main spring is reduced, and the motor whistling problem is solved.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution: In a first aspect, embodiments of the present invention provide a suspension assembly for assembling a crash pad and secondary vibration isolation, including a suspension frame, a main spring sub-assembly, and a flexible crash pad. The suspension frame is provided with multiple bolt mounting holes, and a secondary vibration isolation sleeve is fixed in the bolt mounting holes. The main spring sub-assembly is installed in the assembly cavity of the suspension frame, and the flexible crash pad is snapped onto the outside of the main spring sub-assembly and the suspension frame. The outer side of the suspension frame is provided with a pair of limiting protrusions, which are used to circumferentially limit the flexible crash pad.

[0006] As a further implementation, the flexible anti-collision pad includes a first anti-collision side and a second anti-collision side, which are symmetrically arranged on both sides of the main spring sub-assembly axially. The first and second anti-collision sides are connected by at least one connecting part.

[0007] As a further implementation, the first and second anti-collision sides are fan-shaped structures; The first anti-collision side and the second anti-collision part are provided with mating holes for connecting the main spring sub-assembly.

[0008] As a further implementation, the first anti-collision side and the second anti-collision part are respectively provided with a plurality of anti-collision protrusions; The anti-collision protrusion extends in the radial direction of the mating hole.

[0009] As a further implementation, the connecting part is engaged between two limiting protrusions.

[0010] As a further implementation, the secondary vibration isolation sleeve is bonded to the inner wall of the bolt mounting hole.

[0011] As a further implementation, the main spring sub-assembly is interference-fitted with the suspension frame.

[0012] As a further implementation, the main spring sub-assembly includes a main spring, an inner tube, and an outer tube, with the main spring vulcanized between the inner tube and the outer tube.

[0013] Secondly, embodiments of the present invention also provide an assembly method for assembling a suspension assembly for mounting a crash pad and secondary vibration isolation, comprising: Adhere the secondary vibration isolation sleeve to the corresponding bolt mounting holes; The main spring, outer tube, and inner tube are vulcanized to form the main spring sub-assembly. The main spring subassembly is press-fitted into the mounting cavity of the suspension frame, and then the flexible anti-collision pad is assembled on the outside of the suspension frame.

[0014] Thirdly, embodiments of the present invention also provide a vehicle equipped with the aforementioned suspension assembly featuring anti-collision pads and secondary vibration isolation.

[0015] The beneficial effects of this invention are as follows: (1) The suspension assembly of the present invention includes a suspension frame, a main spring sub-assembly and a flexible anti-collision pad. The secondary vibration isolation sleeve is fixed in the bolt mounting hole of the suspension frame, and the flexible anti-collision pad is snapped on the outside of the main spring sub-assembly and the suspension frame. The flexible anti-collision pad has a limiting effect on the axial, radial and circumferential directions of the suspension frame, so that the flexible anti-collision pad and the suspension frame form a stable mating structure, which can reduce the transmission of vibration to the vehicle body structure, thereby reducing the vibration radiation noise of the vehicle body panel and solving the problem of motor whistling.

[0016] (2) The flexible anti-collision pad of the present invention has a symmetrical structure on both sides of the main spring sub-assembly. It is formed by connecting the first anti-collision side and the second anti-collision side through multiple connecting parts. The symmetrically arranged double anti-collision side can provide bidirectional protection for the main spring sub-assembly. Under the action of the connecting parts, the structural rigidity of the flexible anti-collision pad itself can be improved, and the overall deformation of the flexible anti-collision pad when it is impacted can be avoided, thus ensuring the accuracy of anti-collision limiting.

[0017] (3) The suspension frame of the present invention is provided with a limiting protrusion, which provides an installation point for the flexible anti-collision pad, enabling rapid positioning during the assembly of the flexible anti-collision pad and improving assembly efficiency; at the same time, the limiting protrusion can prevent the flexible anti-collision pad from rotating, and combined with the connection between the mating hole of the flexible anti-collision pad and the inner tube, it ensures the installation stability of the flexible anti-collision pad and further ensures the anti-collision and vibration isolation effect. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0019] Figure 1 This is an assembly drawing of a suspension assembly for assembling a crash pad and a secondary vibration isolation device, provided in an embodiment of this application. Figure 2 This is an exploded view of a suspension assembly for mounting anti-collision pads and secondary vibration isolation provided in an embodiment of this application; Figure 3 This is a schematic diagram of the suspension frame structure provided in the embodiments of this application; Figure 4 This is a schematic diagram of the main spring sub-assembly structure provided in an embodiment of this application; Figure 5 This is a schematic diagram of the flexible anti-collision pad structure provided in the embodiments of this application.

[0020] Among them, 1. Suspension frame, 2. Outer tube, 3. Main spring, 4. Inner tube, 5. Flexible anti-collision pad, 6. Secondary vibration isolation sleeve; 10. First mounting part; 11. Second mounting part; 50. First anti-collision side part; 51. Second anti-collision side part; 52. Connecting part; 53. Mating hole; 54. Anti-collision protrusion; 100. Assembly cavity; 101. Limiting protrusion; 110. First bolt mounting hole; 111. Second bolt mounting hole; 112. Third bolt mounting hole; 113. Reinforcing rib. Detailed Implementation

[0021] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure pertains. The terms “first,” “second,” “third,” and similar terms used in this patent application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms “an” or “a” and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms “comprising” or “including” and similar terms mean that the elements or objects preceding “comprising” or “including” encompass the elements or objects listed following “comprising” or “including” and their equivalents, but do not exclude other elements or objects.

[0022] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0023] Example 1: In automobiles, comfort and handling stability are conflicting performance indicators. For passenger comfort, suspension mounts need to be as low stiffness as possible, while for handling stability, they need to be as stiff as possible, creating a contradiction in performance. To resolve this contradiction, current technology typically involves adding secondary vibration isolation to the suspension frame. However, when the axial displacement of the main spring is too large, motor whine can still occur.

[0024] Based on this, this embodiment provides a suspension assembly that combines anti-collision pads and secondary vibration isolation. By combining the main spring 3, the secondary vibration isolation sleeve 6, and the flexible anti-collision pad 5, a stepped protection measure is formed, which avoids the problem of insufficient vibration isolation performance of a single vibration isolation component. It can enhance vibration isolation performance while taking into account component reliability and solving the motor whistling problem.

[0025] Figure 1 This is an assembly drawing of a suspension assembly for assembling a crash pad and secondary vibration isolation, provided in an embodiment of this application. Figure 2 This is an exploded view of a suspension assembly for mounting a crash pad and secondary vibration isolation, as provided in an embodiment of this application. As an example, such as... Figure 1 and Figure 2 As shown, the suspension assembly includes a suspension frame 1, a flexible anti-collision pad 5, a secondary vibration isolation sleeve 6, a main spring 3, an inner tube 4, and an outer tube 2. The main spring 3 and the outer tube 2 are assembled in the suspension frame 1. The flexible anti-collision pad 5 is sleeved on the outside of the suspension frame 1, and the inner tube 4 passes through the flexible anti-collision pad 5 and the main spring 3. Multiple mounting holes are opened on the suspension frame 1, and the secondary vibration isolation sleeve 6 is fixed in the mounting holes. The secondary vibration isolation sleeve 6 and the main spring 3 form a secondary vibration isolation structure, which improves the high-frequency vibration isolation performance of the motor suspension.

[0026] Figure 3This is a schematic diagram of the suspension frame structure provided in an embodiment of this application, as an example, such as... Figure 3 As shown, the suspension frame 1 is a one-piece nylon frame made of nylon material through injection molding, which is beneficial for reducing the weight of the entire vehicle. The suspension frame 1 includes a first mounting part 10 and a second mounting part 11. The first mounting part 10 is an annular structure adapted to the assembly of the main spring 3. An assembly cavity 100 matching the outer side of the main spring 3 is formed in the annular first mounting part 10, providing a structural basis for the stable assembly of the main spring 3.

[0027] An inner tube 4 is installed inside the main spring 3, and an outer tube 2 is installed on the outside of the main spring 3 into the first mounting part 10. Specifically, the outer tube 2 is embedded in the annular mounting cavity 100 of the first mounting part 10 and fits against the inner wall of the first mounting part 10. Furthermore, the inner tube 4, the main spring 3, the outer tube 2, and the first mounting part 10 are arranged coaxially, and the central axes of each component coincide, ensuring the uniformity of force during the operation of the suspension assembly and improving the overall stress stability and service life of the suspension assembly.

[0028] In some examples, the main spring 3 is made of rubber, while the inner tube 4 and outer tube 2 are made of nylon. The main spring 3 is vulcanized between the outer tube 2 and the inner tube 4. During the vulcanization process, the rubber main spring 3 forms a strong adhesive force with the joint surfaces of the inner tube 4 and the outer tube 2, making the inner tube 4, the main spring 3, and the outer tube 2 an inseparable integrated elastic component. This elastic component achieves a reliable connection with the integrated nylon skeleton through the fitting of the outer tube 2 with the first mounting part 10, ensuring the overall assembly stability and shock absorption and force transmission effect of the suspension.

[0029] As an example, the second mounting part 11 is a plate-like structure with several bolt mounting holes, which can be used to connect the suspension frame 1 to the suspension mounting bracket. In the solution provided in this application embodiment, the second mounting part 11 is provided with three bolt mounting holes, namely a first bolt mounting hole 110, a second bolt mounting hole 111, and a third bolt mounting hole 112. The axes of the three bolt mounting holes are parallel to each other, and the center line connecting adjacent bolt mounting holes forms a triangle, forming a triangular stable support structure.

[0030] Each bolt mounting hole has a secondary vibration isolation sleeve 6 fixed to its inner wall. The secondary vibration isolation sleeve 6 is a cylindrical structure adapted to the diameter of the bolt mounting hole. Its outer wall is fixed to the inner wall of the bolt mounting hole with automotive adhesive, and its inner wall forms an assembly channel adapted to the bolt. The secondary vibration isolation sleeve 6 is made of a highly elastic, high-damping rubber-like elastic material, which has good elastic deformation capacity, aging resistance and shear strength. It can not only compensate for the machining tolerance between the bolt mounting hole and the bolt, ensuring the assembly fit, but also serve as a secondary vibration isolation structure of the suspension assembly. It can perform secondary attenuation and absorption of low-frequency micro-vibrations and noise that are still transmitted to the second mounting part 11 after the primary vibration isolation by the main spring 3, further reducing the transmission efficiency of vibration to the body / subframe, and achieving a multi-stage vibration isolation and noise reduction effect of the suspension assembly.

[0031] In some examples, the second mounting part 11 is provided with a reinforcing rib 113, which can be arranged between adjacent bolt mounting holes or at other weak support locations to improve structural strength.

[0032] Figure 4 This is a schematic diagram of the main spring sub-assembly structure provided in an embodiment of this application, as an example, such as... Figure 4 As shown, the inner tube 4, main spring 3 and outer tube 2 are arranged sequentially from the inside to the outside to form a sub-assembly. The rubber main spring 3 is vulcanized on the outer tube 2 and inner tube 4 through a vulcanization process. The outer surface of the main spring 3 is coated with adhesive. The vulcanized sub-assembly is press-fitted into the assembly cavity 100 of the suspension frame 1 by press fitting.

[0033] The main spring sub-assembly and the suspension frame 1 are interference-fitted. The interference amount is set according to the elastic modulus of the nylon material of the frame and the compression characteristics of the rubber of the main spring 3. After pressing, the adhesive on the outer side of the main spring 3 is tightly attached to the inner wall of the assembly cavity 100 and completely cured, forming a double connection structure. This allows the main spring sub-assembly and the suspension frame 1 to achieve a gapless and firm connection, which not only avoids relative rotation and axial movement between the two, but also ensures uniform force transmission during vibration transmission. At the same time, the pre-compression state of the interference fit allows the main spring 3 to maintain the initial elastic preload, improving the initial shock absorption performance and impact resistance of the suspension assembly.

[0034] In some examples, the flexible anti-collision pad 5 is snapped onto the outside of the first mounting portion 10 and is simultaneously limited by the inner tube 4 and the limiting protrusion 101 on the outside of the first mounting portion 10. For example... Figure 1 and Figure 3 As shown, the first mounting part 10 is provided with limiting protrusions 101 in the circumferential direction. The limiting protrusions 101 are arranged in pairs, and there is a certain gap between the two pairs of limiting protrusions 101 to lock the flexible anti-collision pad 5.

[0035] In the solution provided in this application embodiment, the limiting protrusion 101 is a strip-shaped structure protruding from the outer surface of the first mounting part 10, and its length direction is parallel to the axial direction of the assembly cavity 100. The limiting protrusion 101 can form a circumferential limiting on the flexible anti-collision pad 5. Figure 5 This is a schematic diagram of the flexible anti-collision pad structure provided in an embodiment of this application, as an example, such as... Figure 1 and Figure 5 As shown, the flexible anti-collision pad 5 has a symmetrical structure relative to the suspension frame 1. It includes a first anti-collision side 50, a second anti-collision side 51, a connecting part 52, etc. The first anti-collision side 50 and the second anti-collision side 51 have the same structure and are connected by several connecting parts 52. When the flexible anti-collision pad 5 is engaged with the suspension frame 1, the first anti-collision side 50 is located on one side of the main spring sub-assembly axial direction, the second anti-collision side 51 is located on the other side of the main spring sub-assembly axial direction, and the connecting part 52 is in contact with the outer side of the first mounting part 10.

[0036] During vehicle operation, the powertrain experiences bidirectional axial reciprocating motion due to starting, stopping, acceleration, deceleration, and bumps. The main spring sub-assembly deforms axially in sync with the powertrain. The symmetrically arranged dual anti-collision sides provide bidirectional protection for the main spring sub-assembly. Furthermore, the symmetrical design ensures that the shape of the flexible anti-collision pad 5 matches the axial spatial contour of the suspension frame 1 and the main spring sub-assembly, effectively utilizing the axial clearance of the suspension assembly to achieve maximum anti-collision effect within a limited space.

[0037] As an example, the first anti-collision side 50 and the second anti-collision side 51 are connected by multiple connecting parts 52, and the distance between the two anti-collision sides is adapted to the thickness of the main spring sub-assembly. Under the connection of the connecting parts 52, the structural rigidity of the flexible anti-collision pad 5 itself can be improved, preventing the flexible anti-collision pad 5 from deforming as a whole when subjected to impact, and ensuring the accuracy of anti-collision limiting; at the same time, the contact between the connecting parts 52 and the outer side of the first mounting part 10 can achieve radial positioning of the flexible anti-collision pad 5, preventing the flexible anti-collision pad 5 from rotating circumferentially or moving axially during use, so that the anti-collision position always corresponds to the axial direction of the main spring sub-assembly.

[0038] In the solutions provided in the embodiments of this application, such as Figure 5As shown, the first anti-collision side 50 and the second anti-collision side 51 have a fan-shaped structure, and the coverage area of ​​the fan-shaped structure is larger than half the area of ​​the main spring sub-assembly. The first anti-collision side 50 and the second anti-collision side 51 are provided with mating holes 53 for the inner tube 4 to pass through. The first anti-collision side 50 and the second anti-collision side 51 are respectively provided with multiple evenly distributed anti-collision protrusions 54. The extension direction of each anti-collision protrusion 54 is arranged radially along the first anti-collision side 50 and the second anti-collision side 51, so that the contact force points of the main spring 3 are evenly distributed in a ring. This allows the impact load when the main spring 3 undergoes axial deformation to be simultaneously borne and evenly distributed by multiple anti-collision protrusions 54, avoiding local stress overload caused by single-point contact between the main spring 3 and the flexible anti-collision pad 5, and making the overall force on the main spring 3 more balanced.

[0039] Furthermore, the anti-collision protrusion 54 protrudes onto both the inner and outer walls of the first anti-collision side 50 and the second anti-collision side 51. This is because the fan-shaped anti-collision side has a large coverage area structure, and a planar design would easily result in insufficient structural rigidity; while the outward protrusion structure can improve the overall structural rigidity and impact deformation resistance of the anti-collision side, ensuring the large coverage protection effect of the anti-collision side, while eliminating the need to increase the wall thickness of the anti-collision side. The inner side of the anti-collision protrusion 54 contacts the main spring 3, and the discrete contact points formed between the anti-collision protrusion 54 and the main spring 3 can reduce frictional resistance.

[0040] In the solution provided in this application embodiment, the first anti-collision side 50 and the second anti-collision side 51 are connected by two connecting parts 52. In order to adapt to the annular structure of the first mounting part 10, the connecting part 52 is U-shaped, that is, the connecting part 52 and the connecting end of the first anti-collision side 50 and the second anti-collision side 51 form a bent section.

[0041] The main spring sub-assembly and the first mounting part 10 are engaged between the first anti-collision side part 50 and the second anti-collision side part 51; since the inner tube 4 passes through the mating hole 53, it is axially fixed with the main spring sub-assembly. At the same time, the connecting part 52 is provided to achieve radial limiting of the first mounting part 10, thus ensuring the firm installation of the flexible anti-collision pad 5 and the suspension frame 1.

[0042] In some examples, a limiting protrusion 101 is also provided on the outer side of the first mounting part 10, such as... Figure 1 As shown, limiting protrusions 101 are provided on both sides of the connecting portion 52. The limiting protrusions 101 can be used to prevent the flexible anti-collision pad 5 from rotating. Multiple pairs of limiting protrusions 101 can be provided depending on the number of connecting portions 52, or only one pair can be provided, as long as it can provide circumferential limiting for the flexible anti-collision pad 5.

[0043] Preferably, a pair of limiting protrusions 101 are provided, and the uppermost connecting part 52 of the flexible anti-collision pad 5 is engaged between the two limiting protrusions 101, thereby limiting the installation position of the flexible anti-collision pad 5. When the uppermost connecting part 52 is engaged between the two limiting protrusions 101, it indicates that the installation position of the flexible anti-collision pad 5 is correct. Therefore, by providing the limiting protrusions 101, this embodiment can both form a circumferential limit on the flexible anti-collision pad 5 and play a positioning role in the installation of the flexible anti-collision pad 5, thereby improving the installation efficiency and accuracy of the flexible anti-collision pad 5.

[0044] In the solution provided in this application embodiment, when the motor is working, its internal structure will vibrate. At this time, the motor vibration is first transmitted to the three bolts connected to it. Since a secondary vibration isolation sleeve 6 is installed at the bolt mounting hole, and the secondary vibration isolation sleeve 6 is bonded to the suspension frame 1 with adhesive, the motor vibration can achieve the first layer of vibration isolation when passing through the secondary vibration isolation sleeve 6. After the vibration is attenuated after the first layer of vibration isolation, the attenuated vibration continues to be transmitted through the suspension frame 1. When it is transmitted to the main spring 3, another layer of vibration isolation occurs. The stiffness of the main spring 3 and the stiffness of the suspension frame 1 are factors that directly affect the vibration isolation rate. After two layers of vibration isolation, the vibration transmitted to the subframe meets the requirements of the whole vehicle, thus improving the NVH performance of the whole vehicle.

[0045] Conversely, when road vibrations are transmitted to the suspension assembly through the tires, body, and subframe, the vibrations are first isolated by the main spring 3. After most of the vibrations are filtered out by the main spring 3, the vibrations continue to be transmitted through the suspension frame 1. When the vibrations reach the three bolt mounting holes, the secondary vibration isolation sleeve 6 provides a second layer of vibration isolation. After the second layer of vibration isolation, the vibrations transmitted to the powertrain meet the requirements.

[0046] In addition, the suspension assembly in this embodiment is equipped with a flexible anti-collision pad 5. Since the flexible anti-collision pad 5 is symmetrical about the suspension frame 1 in the axial direction, it limits the suspension frame 1 in the axial, radial and circumferential directions, so that the flexible anti-collision pad 5 and the suspension frame 1 form a stable fit structure. When the axial displacement of the main spring 3 is too large, the flexible anti-collision pad 5 plays an effective role in vibration isolation and protection, reducing the deformation of the main spring 3. The flexible anti-collision pad 5 avoids high-frequency impact noise generated by hard contact of components under extreme working conditions through buffering and limiting. At the same time, its flexible structure can absorb some vibration energy, reduce the transmission of vibration to the vehicle body structure, thereby reducing the vibration radiation noise of the body panel, solving the motor howling problem, and further improving the NVH performance of the whole vehicle. It also solves the problem of vibration being transmitted to the cab and affecting the driving experience.

[0047] Example 2: This embodiment provides an assembly method for mounting a suspension assembly consisting of a crash pad and secondary vibration isolation. Based on the suspension assembly structure described in Embodiment 1, before assembling it onto the vehicle, three secondary vibration isolation sleeves 6 are first bonded to the corresponding bolt mounting holes using automotive-grade adhesive. The main spring 3, outer tube 2, and inner tube 4 form a sub-assembly. The main spring 3 needs to be vulcanized onto the outer tube 2 and inner tube 4, and then the vulcanized main spring sub-assembly is press-fitted onto the suspension frame 1. Finally, the flexible crash pad 5 is assembled onto the suspension frame 1.

[0048] Specifically, the assembly method in this embodiment includes the following steps: Step 1: Install the secondary vibration isolation sleeve 6 on the suspension frame 1.

[0049] Apply adhesive evenly to the outer wall of the secondary vibration isolation sleeve 6 using an adhesive applicator, and apply a layer of adhesive to the inner wall of each bolt connection hole; insert the secondary vibration isolation sleeve 6 coated with adhesive into the corresponding bolt mounting holes one by one, and press the secondary vibration isolation sleeve 6 into the preset position to ensure that the end faces of the secondary vibration isolation sleeve 6 are flush with the end faces of the bolt mounting holes.

[0050] The suspension frame 1, in which the secondary vibration isolation sleeve 6 is embedded, is placed in the curing station for curing. In this embodiment, room temperature curing or low-temperature drying curing can be used.

[0051] Step 2: Press and fix the main spring sub-assembly to the suspension frame 1.

[0052] First, assemble the main spring sub-assembly. The specific process is as follows: First, the inner wall of the outer tube 2 and the outer wall of the inner tube 4 are sandblasted and degreased to remove the surface oxide layer and oil stains. Then, the inner tube 4 and the outer tube 2 are placed into a vulcanization mold, rubber material is injected into the mold, and a high-temperature and high-pressure vulcanization process is used for integral vulcanization molding. In the scheme provided in this application embodiment, the vulcanization temperature is 150~180℃, the pressure is 3~5MPa, and the vulcanization time is 10~15 minutes.

[0053] For the vulcanized main spring sub-assembly, apply adhesive to the outer surface of the main spring 3. Then, fix the suspension frame 1 onto the positioning seat of the press-fitting fixture, align the adhesive-coated main spring sub-assembly with the assembly cavity 100 of the suspension frame 1, start the press-fitting equipment, and slowly press it in according to the preset pressing force. During the pressing process, coaxiality must be monitored throughout to prevent the main spring sub-assembly from shifting. After pressing, the main spring sub-assembly and the suspension frame 1 form an interference fit. Place the resulting assembly in the curing station for complete adhesive curing.

[0054] Step 3: Assemble the flexible anti-collision pad 5.

[0055] Align the flexible anti-collision pad 5 with the mounting position of the suspension frame 1, so that the first anti-collision side 50 and the second anti-collision side 51 of the flexible anti-collision pad 5 correspond to the axial sides of the main spring sub-assembly, respectively. Align the mating hole 53 with the inner tube 4 and fit it in place. The connecting part 52 should fit tightly against the outer side of the first mounting part 10 of the suspension frame 1. Press gently during assembly to ensure that the flexible anti-collision pad 5 is fully engaged in the mounting position, so that the inner side of the anti-collision protrusion 54 is in flexible contact with the main spring sub-assembly.

[0056] It should be noted that the installation position in this embodiment is determined by the limiting protrusion 101. As long as the first connecting part 52 is inserted into the two limiting protrusions 101, the accurate installation of the flexible anti-collision pad 5 can be guaranteed.

[0057] Example 3: This embodiment provides a vehicle equipped with the suspension assembly described in Embodiment 1. The vehicle can be a new energy electric vehicle, a fuel vehicle, or a hybrid vehicle.

[0058] As an example, the suspension assembly is mounted on the vehicle's front load-bearing structure, preferentially adapting to the front subframe. For small passenger vehicles without an independent front subframe, the suspension assembly is directly mounted on a dedicated mounting bracket on the front longitudinal beam. The front subframe and longitudinal beam mounting bracket are core load-bearing components of the vehicle body. Pre-installed mounting interfaces compatible with the suspension assembly are provided, and reinforcing plates are welded at these interfaces to enhance the structural strength of the mounting area, thus meeting the load-bearing requirements of the suspension frame 1.

[0059] In the solution provided in this application embodiment, the mounting interface of the front subframe corresponds to the second mounting part 11 of the suspension assembly. Three through holes concentric with the bolt mounting holes are provided at the interface. The diameter of the through holes is slightly larger than the bolt diameter, allowing for reasonable clearance for bolt assembly and the elastic deformation of the secondary vibration isolation sleeve 6. The mounting interface structure of the longitudinal beam mounting bracket is consistent with that of the front subframe, with only the dimensions adjusted to fit the vehicle body layout.

[0060] The end of the suspension assembly furthest from the vehicle body (the side of the main spring sub-assembly) is fixedly connected to the vehicle powertrain through the inner tube 4; a gap of not less than 10mm is reserved between the flexible anti-collision pad 5 of the suspension assembly and other parts of the vehicle body (such as the engine compartment sheet metal and pipelines) to avoid interference and friction between the flexible anti-collision pad 5 and the vehicle body parts during vehicle operation, which may cause abnormal noise.

[0061] For vehicles equipped with the suspension assembly described in Example 1, the vibrations generated during powertrain operation are first transmitted to the main spring sub-assembly, where the elastic deformation of the main spring 3 achieves primary damping. The remaining low-frequency micro-vibrations are transmitted to the secondary vibration isolation sleeve 6, where the elastic deformation of the secondary vibration isolation sleeve 6 achieves secondary damping, thereby reducing the transmission of vibrations to the vehicle body and reducing interior noise. When the vehicle starts, stops, accelerates, decelerates, or travels on bumpy roads, the axial movement generated by the powertrain is bidirectionally limited by the first anti-collision side 50 and the second anti-collision side 51 of the flexible anti-collision pad. The anti-collision protrusion 54 makes multi-point flexible contact with the main spring 3 to buffer the impact, preventing excessive deformation of the main spring 3. At the same time, the connecting part 52 distributes the impact load to the vehicle body load-bearing structure, ensuring the stability of the entire installation structure.

[0062] The vehicle in this embodiment not only solves the problem of motor whine, but also improves the overall NVH performance of the vehicle, while also solving the problem of vibration being transmitted to the cab and affecting the driving experience.

[0063] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A suspension assembly incorporating anti-collision pads and secondary vibration isolation, characterized in that, The device includes a suspension frame, a main spring sub-assembly, and a flexible anti-collision pad. The suspension frame has multiple bolt mounting holes, and a secondary vibration isolation sleeve is fixed in each bolt mounting hole. The main spring sub-assembly is installed in the assembly cavity of the suspension frame, and the flexible anti-collision pad is snapped onto the outside of the main spring sub-assembly and the suspension frame. The outer side of the suspension frame has pairs of limiting protrusions, which are used to circumferentially limit the flexible anti-collision pad.

2. The suspension assembly for mounting a crash pad and secondary vibration isolation according to claim 1, characterized in that, The flexible anti-collision pad includes a first anti-collision side and a second anti-collision side, which are symmetrically arranged on both sides of the main spring sub-assembly axially. The first and second anti-collision sides are connected by at least one connecting part.

3. The suspension assembly for assembling a crash pad and secondary vibration isolation according to claim 2, characterized in that, The first and second anti-collision sides have a fan-shaped structure; The first anti-collision side and the second anti-collision part are provided with mating holes for connecting the main spring sub-assembly.

4. The suspension assembly for mounting a crash pad and secondary vibration isolation according to claim 3, characterized in that, The first and second anti-collision sides are each provided with multiple anti-collision protrusions; The anti-collision protrusion extends in the radial direction of the mating hole.

5. A suspension assembly for mounting anti-collision pads and secondary vibration isolation according to claim 2, characterized in that, The connecting part is engaged between two limiting protrusions.

6. The suspension assembly for mounting a crash pad and secondary vibration isolation according to claim 1, characterized in that, The secondary vibration isolation sleeve is bonded to the inner wall of the bolt mounting hole.

7. A suspension assembly for mounting a crash pad and secondary vibration isolation according to claim 1, characterized in that, The main spring sub-assembly is interference-fitted with the suspension frame.

8. A suspension assembly for mounting a crash pad and secondary vibration isolation according to claim 1 or 7, characterized in that, The main spring sub-assembly includes a main spring, an inner tube, and an outer tube, with the main spring vulcanized between the inner tube and the outer tube.

9. The assembly method of the suspension assembly for assembling a crash pad and a secondary vibration isolation according to any one of claims 1-8, characterized in that, include: Adhere the secondary vibration isolation sleeve to the corresponding bolt mounting holes; The main spring, outer tube, and inner tube are vulcanized to form the main spring sub-assembly. The main spring subassembly is press-fitted into the mounting cavity of the suspension frame, and then the flexible anti-collision pad is assembled on the outside of the suspension frame.

10. A vehicle, characterized in that, The suspension assembly is equipped with a shock absorber and secondary vibration isolation as described in any one of claims 1-8.

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