Powertrain mounting configuration

Abstract

It has four suspension components (5) that support the powertrain (1) on the vehicle body. The four suspension components (5) have cylindrical elastic components (5a). The axial direction of the elastic components (5a) is arranged parallel to the width direction of the vehicle. In the vertical direction of the vehicle, two upper suspensions (6) are arranged on the upper side and two lower suspensions (7) are arranged on the lower side.

Description

Technical Field

[0001] This invention relates to a powertrain mounting structure. Background Technology

[0002] Patent Document 1 describes a system with four mounting components supporting an electric powertrain to a vehicle body. These four mounting components each have a cylindrical elastic member, and the axial direction of all the elastic members is arranged parallel to the vehicle's longitudinal direction. Furthermore, two front mounting components are positioned at the front of the electric powertrain, and two rear mounting components are positioned at the rear of the vehicle. The front mounting components are connected to a front crossbeam, and the rear mounting components are connected to a rear crossbeam. Typically, the inner cylinder of each mounting component is inserted into the inner hole of a cylindrical elastic member, and the elastic member is inserted into the inner hole of an outer cylinder.

[0003] Patent Document 1: International Publication 2014 / 097514 Summary of the Invention

[0004] However, in the aforementioned powertrain mounting configuration, the front and rear mounting components are offset in the vertical direction of the vehicle relative to the center of gravity of the electric powertrain (the position of the motor's rotation axis), and the axial direction of these mounting components is set to be parallel to the vehicle's longitudinal direction. Therefore, the force couple between the road input in the vertical direction and the driving reaction force of the powertrain acts at an angle relative to the elastic components of each mounting component. As a result, the elastic components are twisted, which may reduce the durability of the elastic components.

[0005] The purpose of this invention is to provide a powertrain suspension structure in which the elastic component of the suspension member is less prone to twisting.

[0006] The main idea of ​​one aspect of the present invention is to have four suspension components that support the powertrain to the vehicle body. The four suspension components have cylindrical elastic members, and the axial direction of the elastic members is arranged parallel to the width direction of the vehicle. In the vertical direction of the vehicle, two upper suspensions are arranged on the upper side and two lower suspensions are arranged on the lower side.

[0007] The effects of the invention

[0008] According to one aspect of the invention, the axial directions of the four suspension components are set parallel to the vehicle width direction, so that even if the upper and lower suspensions are configured with the center of gravity of the powertrain offset in the vehicle longitudinal direction, the elastic components are not prone to twisting.

[0009] The objects and advantages of this invention are realized and achieved using the elements and combinations thereof shown in the patent claims. The foregoing general description and the following detailed description are both simple examples and illustrations, and should not be construed as limiting the scope of the invention as the patent claims suggest. Attached Figure Description

[0010] Figure 1 This is a front view showing one embodiment of the powertrain mounting structure.

[0011] Figure 2 yes Figure 1 Side view of the powertrain mounting structure.

[0012] Figure 3 yes Figure 1 An exploded view of the powertrain suspension structure.

[0013] Figure 4 yes Figure 1 An explanatory diagram of the installation structure of the upper crossbeam in the powertrain suspension system. Detailed Implementation

[0014] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Furthermore, the drawings are schematic representations and may sometimes differ from actual structures. Figure 1 , Figure 2 The powertrain mounting configuration shown in the embodiment is suitable for electric vehicles that use the electric motor 2 as the drive source; in this example, it is suitable for the front of the vehicle. Figure 1 This is a front view of the powertrain mounting structure, but it includes a partial cross-section. Additionally, Figure 2 This is a side view (left side view of the vehicle) of the powertrain mount structure, viewed from the center of the vehicle in the width direction. To facilitate understanding of the powertrain mount structure of the embodiment, the following is used... Figure 3 The exploded diagram provides a concise explanation of the main structure. Furthermore, the powertrain 1 is the drive source; in this case, it is a general term for the device that transmits the driving force of the electric motor 2 as a propulsive force.

[0015] A pair of longitudinal beams 8 extending in the longitudinal direction of the vehicle are arranged on both sides in the width direction. Figure 3 (The illustration of the longitudinal beam on the left side of the vehicle is omitted). The longitudinal beam 8 typically extends downwards from the center of the vehicle in the longitudinal direction towards the underside of the passenger compartment, but... Figure 3 The front of the vehicle is shown, extending slightly higher than the center of the vehicle in the longitudinal direction. A shock absorber housing 9 protrudes upwards from the longitudinal beam 8 approximately at the position of the front wheels. These shock absorber housings 9 are located at the front wheel positions of each longitudinal beam 8, and thus, like the longitudinal beams 8, there are a pair on the left and right sides of the vehicle. A plate-shaped upper crossbeam 10, connecting the pair of shock absorber housings 9, is joined to each shock absorber housing 9, but its details will be described later.

[0016] Furthermore, a suspension beam 11 is mounted on the pair of longitudinal beams 8 below them. This suspension beam 11 is connected to the suspension arms or links that support the front wheels and is a rigid component forming part of the vehicle body (chassis). The suspension beam 11 has a grid-like frame structure, comprising: a pair of left and right side crossbeams 12 extending along the vehicle's longitudinal direction below the longitudinal beams 8; a rear crossbeam 13 connecting the rear ends of the pair of side crossbeams 12 to each other; and a front crossbeam 14 connecting the front ends of the pair of side crossbeams 12 to each other. In this suspension beam 11, at the connection point between the side crossbeams 12 and the rear crossbeam 13, a connecting rod portion 15 protrudes and extends upwards towards the vehicle, the upper end of which is connected to the lower surface of the longitudinal beams 8. Furthermore, at the connection point between the side crossbeam portion 12 and the front crossbeam portion 14, a connecting portion 31 is also provided protruding upwards towards the vehicle. The upper end of this connecting portion 31 is connected to the lower surface of the longitudinal beam 8. In this suspension beam 11, the two ends of the rear crossbeam portion 13 in the vehicle width direction, near the connection point with the side crossbeam portion 12, are widened in the vehicle longitudinal direction to form a wide portion 16.

[0017] Figure 3 The powertrain 1 shown comprises an electric motor 2 occupying the upper left part of the diagram, a differential device (differential gear) 3 disposed below it, and a reduction gear 4 that mechanically connects the electric motor 2 and the differential device 3 in the vertical direction of the vehicle. Figure 3 In this example, the structural elements of the powertrain 1 are represented as cuboids, but the actual configuration is different. Furthermore, in this example, the electric motor 2 and the differential 3 are housed within a single housing. Regarding the electric motor 2, the axis of its rotating shaft is set parallel to the vehicle's width direction, and the output of this rotating shaft is reduced in speed by the reducer 4 and transmitted to the differential 3. The differential 3 allows for a speed difference between the driven front left and right wheels, so the drive shafts on the front left and right sides protrude from the differential 3. Figure 3 This situation has been omitted.

[0018] In this embodiment, in order to Figure 3The powertrain 1 is mounted on the vehicle body and uses four suspension components 5. The overall shape and size of the four suspension components 5 vary, but they all have a cylindrical elastic component 5a, an inner cylinder 5b inserted into its inner bore, and an outer cylinder 5c into which the elastic component 5a is inserted. The elastic component 5a is typically rubber. A connection structure is provided in the outer cylinder 5c for connecting the elastic component 5a to one of the mounting objects. The connection structure typically consists of a base portion 32 that supports the outer cylinder 5c and engages with one of the mounting objects, with a threaded hole (not shown) through which a bolt is inserted. This connection structure is used to connect the elastic component 5a to one of the two intermediate mounting objects, typically to the vehicle body side. A metal rod component 33 is typically inserted into the inner cylinder 5b, which is supported by another mounting object, typically from the powertrain 1 side. Sometimes, instead of the rod component 33, a bolt is inserted, and the threaded portion of the bolt is screwed into the other mounting object. The specifications of the elastic components 5a can be the same or different. In this embodiment, all four suspension components 5 are configured such that the axis of the cylindrical elastic component 5a is parallel to the vehicle width direction.

[0019] Two of the four suspension components 5 are mounted at the connection between the longitudinal beam 8 and the shock absorber housing 9, mounted from the inside in the vehicle width direction, forming the upper suspension 6 of the powertrain 1. The remaining two suspension components 5 are mounted on the upper surface of the wide portion 16 of the rear crossbeam 13 at the connection between the rear crossbeam portion 13, the side crossbeam portion 12, and the connecting rod portion 15 of the suspension beam 11, forming the lower suspension 7 of the powertrain 1. On the other hand, a rod component 33 is installed in the powertrain 1 via an installation tool 34 and inserted into the inner hole of the inner cylinder 5b. The rod component 33 and the installation tool 34 are integrally fixed. The installation tool 34 is installed in such a way that the axial direction of the rod component 33 is parallel to the vehicle width direction at four locations: the upper and lower parts of the reducer 4, the upper part of the electric motor 2, and the lower part of the differential 3. Furthermore, the rod member 33 of this embodiment shown in the figure is a round rod member with a true circular cross section, but the cross-sectional shape of the inner hole of the inner cylinder 5b can be various shapes such as ellipse, long hexagon, rhombus, quadrilateral, or a shape with a groove. Therefore, the cross-sectional shape of the rod member 33 can also be various shapes that are adapted to them.

[0020] By inserting the rod components 33 of each installation tool 34 into the inner bore of the inner cylinder 5b of the suspension component 5, the powertrain 1 is configured as follows: Figure 1 , Figure 2As shown, in the vertical direction of the vehicle, two upper suspensions 6 are arranged on the upper side and two lower suspensions 7 are arranged on the lower side. The axis of the cylindrical elastic member 5a of all suspension components 5 is parallel to the width direction of the vehicle. Specifically, the upper suspensions 6 are arranged on the upper side of the vehicle, which is higher than the center of gravity G of the powertrain 1, and the lower suspensions 7 are arranged on the lower side of the vehicle. The drive shaft of the powertrain 1 shown in the figure is omitted. Figure 2 The center of gravity G shown is positioned slightly below the plane of the paper, protruding roughly vertically. The aforementioned road input acts, for example, by pushing the center of gravity G of powertrain 1 upwards towards the vehicle. Furthermore, the driving reaction force... Figure 2 In this configuration, the force acts clockwise or counterclockwise around the main axis of inertia of the powertrain 1. Even if the two upper mounts 6 and the two lower mounts 7 are positioned away from the center of gravity of the powertrain 1 in the vehicle's longitudinal direction, their combined force (couple) acts relative to any mount 5 in a direction orthogonal to its axis or around the axis, thus preventing the elastic component 5a from twisting. Therefore, the durability of the elastic component 5a can be ensured.

[0021] Furthermore, as shown in Patent Document 1 above, if the suspension components are positioned on the front and rear sides of the powertrain 1, the required space in the longitudinal direction of the vehicle from the front suspension component through the powertrain 1 to the rear suspension component increases, and consequently, the crumple zone of the vehicle body at the front of the vehicle body decreases. In contrast, in this embodiment, the powertrain 1 overlaps with the upper suspension 6 and the lower suspension 7 when viewed from the side of the vehicle, thus reducing the required space in the longitudinal direction of the vehicle body, thereby ensuring the crumple zone of the vehicle body at the front of the vehicle.

[0022] Furthermore, in this embodiment, the powertrain 1 is composed of an electric motor 2 mounted on the upper side (upper part) of the vehicle, a differential device 3 mounted on the lower side (lower part) of the vehicle, and a reducer 4 that mechanically connects them vertically on the side of the vehicle. As a result, the powertrain 1 is longer in the vertical direction of the vehicle, but requires less space in the longitudinal direction. When the powertrain 1 is supported on the vehicle body by the upper mount 6 and the lower mount 7, by ensuring the distance (gap) between the elastic member 5a of the upper mount 6 and the elastic member 5a of the lower mount 7, the driving reaction force borne by the elastic member 5a can be reduced, thereby reducing the dynamic stiffness (softening) of the elastic member 5a, and thus improving acoustic and vibration performance. When the powertrain 1 is longer in the longitudinal direction of the vehicle, unless the length of the mounting tool 34 between the powertrain 1 and the upper mount 6 or between the powertrain 1 and the lower mount 7 in the vertical direction of the vehicle is unnecessarily increased, the gap between the elastic member 5a of the upper mount 6 and the elastic member 5a of the lower mount 7 cannot be ensured, and as a result, acoustic and vibration performance cannot be improved. On the other hand, if the spacing between the elastic members 5a of the upper suspension 6 and the lower suspension 7 is ensured, the length of the mounting tool 34 becomes too large, and the mounting (mounting) rigidity of the powertrain 1 decreases, thus failing to improve acoustic and vibration performance. In this embodiment, by making the powertrain 1 longer in the vertical direction of the vehicle, the vertical length of the mounting tool 34 is not unnecessarily increased, thereby ensuring the spacing between the elastic members 5a of the upper suspension 6 and the lower suspension 7, and improving acoustic and vibration performance.

[0023] In addition, such as Figure 1As shown, the electric motor 2, which serves as the drive source, has a larger axial length (in this case, a larger length in the vehicle width direction) for ensuring power performance. On the other hand, the differential device 3 can reduce the vehicle width length. In this embodiment, as previously described, the electric motor 2 is positioned at the upper part of the powertrain 1, and the differential device 3 is positioned at the lower part. Therefore, for the powertrain 1, the upper part has a larger vehicle width length, while the lower part has a smaller vehicle width length. Conversely, if we observe the vehicle body, the distance (interval) in the vehicle width direction between the pair of longitudinal beams 8 or shock absorber housings 9 is larger, while the length in the vehicle width direction of the suspension beam 11, especially the rear crossbeam 13, is smaller. The distance in the vehicle width direction between the two upper suspensions 6, which, in conjunction with the longitudinal beams 8 and shock absorber housings 9, support the upper part of the powertrain 1 on the vehicle body, is larger in proportion to the vehicle width length of the upper part of the powertrain 1. Furthermore, the distance in the vehicle width direction between the two lower mounts 7, which are connected to the upper surface of the rear crossbeam portion 13 of the suspension beam 11 and used to support the lower part of the powertrain 1 on the vehicle body, is relatively small, matching the length in the vehicle width direction of the lower part of the powertrain 1. Therefore, the distance in the vehicle width direction from the powertrain 1 to the mount 5 can be reduced, and the length in the vehicle width direction of the mounting tool 34 can also be reduced. If the distance in the vehicle width direction from the powertrain 1 to the mount 5 is large, the length in the vehicle width direction of the mounting tool 34 will increase, resulting in a decrease in the mount (mounting) rigidity of the powertrain 1 and an increase in the weight of the mounting tool 34. In this embodiment, the distance in the vehicle width direction from the powertrain 1 to the mount 5 is small, thereby reducing the length in the vehicle width direction of the mounting tool 34, ensuring the mount (mounting) rigidity of the powertrain 1, and achieving weight reduction.

[0024] Furthermore, as mentioned earlier, the suspension component 5 constituting the upper suspension 6 on the vehicle's upper side is connected to the longitudinal beam 8 and the shock absorber housing 9 at the connection point. As described in Patent Document 1 above, if the front suspension component is connected to the front crossbeam and the rear suspension component is connected to the rear crossbeam, the crossbeam will experience bending input relative to the road input and driving reaction force borne in the vertical direction of the vehicle. The crossbeam is also a rigid component, but the bending input acts in a direction orthogonal to the extension direction of the beam, making it difficult to ensure the rigidity of the mounting point of the suspension component, which is detrimental to acoustic vibration. On the other hand, the longitudinal beam 8 is a beam in the vehicle's longitudinal direction, and the shock absorber housing 9 is a beam in the vehicle's vertical direction. If the suspension component 5 is connected to these two components at their connection point, the suspension component 5 is mounted on the inner side of the beams in the vehicle width direction. Therefore, the bending input to the upper suspension 6 formed by this suspension component 5 is supported in the in-plane direction of the aforementioned inner side, which can improve the rigidity of the mounting point and improve acoustic vibration performance. Furthermore, by mounting the suspension member 5 across the longitudinal beam 8 and the shock absorber housing 9, the rigidity between the longitudinal beam 8 and the shock absorber housing 9 is also improved. Moreover, if the rigidity of the mounting point is increased by taking the in-plane direction relative to the bending input as the aforementioned inner surface direction, the effect is achieved regardless of whether the suspension member 5 is mounted on the longitudinal beam 8 or the shock absorber housing 9. Furthermore, in this embodiment, as... Figure 2 As shown, near the upper suspension 6, the link portion 15 of the suspension beam 11 is connected to the longitudinal beam 8. As previously mentioned, the suspension beam 11 has a grid-like frame structure, so the link portion 15 or the rear crossbeam portion 13 (including the front crossbeam portion 14) orthogonal to the side crossbeam portion 12 can withstand input in the vertical (also called out-of-plane) direction orthogonal to the aforementioned inner surface, thus increasing the rigidity in the vertical direction.

[0025] Furthermore, the suspension component 5 constituting the lower suspension 7 on the vehicle's lower side is mounted (joined) to the connection points of the rear crossbeam portion 13, side crossbeam portion 12, and connecting rod portion 15 of the suspension beam 11, and to the upper surface of the wide portion 16 of the rear crossbeam portion 13. As previously described, the suspension beam 11 has a grid-like frame structure. By joining the lower suspension 7 at all connection points of the connecting rod portion 15, which further connects the grid-like frame to the longitudinal beam 8, in the rear crossbeam portion 13 and side crossbeam portion 12 constituting the grid-like frame, the rigidity of all mounting points in the vehicle width direction, vehicle longitudinal direction, and vehicle vertical direction can be greatly enhanced. Moreover, since the lower suspension 7 is joined to the wide portion 16 of the rear crossbeam portion 13 after widening its width in the vehicle longitudinal direction, the connection width with the side crossbeam portion 12 is increased not only in the vehicle longitudinal direction but also in the vehicle width direction, thus improving the rigidity of the mounting points in the vehicle width direction. Furthermore, by increasing the rigidity of the mounting point of the lower suspension 7, the vibration transmitted from the electric motor 2 through the vehicle body to the passenger compartment can be reduced, thus improving the transmission characteristics and acoustic performance.

[0026] Next, we will explain the previously mentioned upper crossbeam 10. Figure 4 The diagram shows the connection between the upper crossbeam 10 and the shock absorber housing 9 on the left side of the vehicle. As can be seen from the figure, the upper crossbeam 10 is a plate-shaped component formed by bending a metal plate member. Slightly above the longitudinal beam 8, it connects the left and right shock absorber housings 9 and is joined to each shock absorber housing 9 (in the figure, it is cut off midway). The upper crossbeam 10 has a predetermined width in the vehicle's longitudinal direction, and for example, an auxiliary device assembly is mounted on its upper surface. In this embodiment, a square cutout 17 is provided at the center of the upper crossbeam 10 on the shock absorber housing 9 side, in the vehicle's longitudinal direction. An upper suspension 6 is disposed inside this cutout 17, connecting the upper crossbeam 10 to the shock absorber housing 9. Thus, the upper crossbeam 10 is configured such that the connection between it and the shock absorber housing 9 partially overlaps with the upper suspension 6 in the vehicle's vertical direction. By positioning the upper mount 6 close to the joint of the upper crossbeam 10, which connects the left and right sides of the vehicle body and forms a beam structure in the left-right direction, the rigidity of the mounting point in the vehicle width direction can be improved, transmission characteristics can be enhanced, and acoustic and vibration performance can also be improved. In particular, by configuring the upper mount 6 to be housed within a cutout 17 provided at the vehicle width end of the upper crossbeam 10, thereby positioning the joint of the upper mount 6 close to the joint of the upper crossbeam 10, the aforementioned effects can be further enhanced.

[0027] Thus, in this embodiment, four suspension members 5 support the powertrain 1 to the vehicle body. Each of the four suspension members 5 has a cylindrical elastic member 5a, and the axis of the elastic member 5a is arranged parallel to the width direction of the vehicle. In the vertical direction of the vehicle, two upper suspensions 6 are arranged on the upper side, and two lower suspensions 7 are arranged on the lower side. Therefore, even if the upper suspensions 6 and lower suspensions 7 are offset in the longitudinal direction of the vehicle relative to the center of gravity of the powertrain 1, the elastic member 5a is not prone to twisting.

[0028] Furthermore, the powertrain 1 mechanically connects the upper electric motor 2 and the lower differential device 3 in the vertical direction of the vehicle via the reducer 4, thus forming a configuration that is relatively long in the vertical direction of the vehicle. As a result, the distance between the elastic member 5a of the upper suspension 6 and the elastic member 5a of the lower suspension 7 that support the powertrain 1 on the vehicle body can be ensured, thereby reducing the dynamic stiffness of the elastic member 5a and improving acoustic and vibration performance.

[0029] Furthermore, by making the distance in the vehicle width direction between the two upper suspensions 6 greater than the distance in the vehicle width direction between the two lower suspensions 7, the electric motor 2, which has a larger vehicle width dimension, can be supported by a pair of left and right longitudinal beams 8 or shock absorber housings 9, while the differential device 3, which has a smaller vehicle width dimension, can be supported by the suspension beams 11, which have a smaller vehicle width dimension. As a result, the distance in the vehicle width direction from the powertrain 1 to the suspension components 5 is smaller, which reduces the length of the mounting tool 34 between the powertrain 1 and the suspension components 5 in the vehicle width direction. This ensures the mounting rigidity of the powertrain 1 and enables weight reduction.

[0030] In addition, by combining the upper suspension 6 with at least one of the longitudinal beam 8 and the shock absorber housing 9, the bending input of the upper suspension 6 is supported in the in-plane direction of the inner side of the longitudinal beam 8 or the shock absorber housing 9 in the vehicle width direction, which can improve the rigidity of the mounting point and improve the acoustic and vibration performance.

[0031] Furthermore, by combining the upper suspension 6 with both the longitudinal beam 8 and the shock absorber housing 9, the rigidity of the mounting point of the upper suspension 6 can be further improved, as can the acoustic and vibration performance. Additionally, by mounting the suspension component 5 across the longitudinal beam 8 and the shock absorber housing 9, the rigidity between the longitudinal beam 8 and the shock absorber housing 9 is also increased.

[0032] In addition, by connecting the lower mount 7 to the rear crossbeam 13, side crossbeam 12 and connecting rod 15 of the suspension beam 11, the rigidity of all mounting points at the lower mount 7 in the vehicle width direction, vehicle front-to-back direction and vehicle vertical direction can be increased, thereby reducing the vibration transmitted from the electric motor 2 to the passenger compartment through the vehicle body and improving the transmission characteristics, as well as improving the acoustic performance.

[0033] Furthermore, since the rear crossbeam 13 is widened in the longitudinal direction, and a lower suspension 7 is integrated into the wide section 16, the connection width with the side crossbeam 12 is increased not only in the longitudinal direction but also in the longitudinal direction, thus improving the rigidity of the mounting point in the width direction. As a result, transmission characteristics and acoustic vibration performance are further improved.

[0034] In addition, by arranging the upper crossbeam 10 such that the connection between the upper suspension 6 and the shock absorber housing 9 partially overlaps with the upper suspension 6 in the vertical direction of the vehicle, the connection point of the upper suspension 6 is made close to the connection point of the upper crossbeam 10. As a result, the rigidity of the mounting point of the upper suspension 6 in the vehicle width direction can be improved, the transmission characteristics can be improved, and the sound and vibration performance can also be improved.

[0035] In addition, by providing a cutout 17 at the end of the upper crossbeam 10 on the side of the shock absorber housing 9 of the plate-shaped component, and arranging the upper suspension 6 inside the cutout 17, the joint of the upper suspension 6 is located near the joint of the upper crossbeam 10, which can further improve the rigidity of the mounting point of the upper suspension 6 in the vehicle width direction, further improve the transmission characteristics, and further improve the sound and vibration performance.

[0036] Explanation of the label

[0037] 1…Powertrain, 2…Electric motor, 3…Differential gear, 4…Reduction gear, 5…Suspension components, 5a…Elastic components, 6…Upper suspension, 7…Lower suspension, 8…Longitudinal beam, 9…Shock absorber housing, 10…Upper crossbeam, 11…Suspension beam, 12…Side crossbeam section, 13…Rear crossbeam section, 14…Front crossbeam section, 15…Linkage section, 16…Wide section, 17…Cutting section

Claims

1. A powertrain mounting structure, characterized in that, It has four suspension components that support the powertrain to the vehicle body. The four suspension components have cylindrical elastic members with their axial directions parallel to the vehicle width direction. In the vertical direction of the vehicle, two upper suspensions are arranged on the upper side and two lower suspensions are arranged on the lower side.

2. The powertrain mounting structure according to claim 1, characterized in that, The powertrain includes an electric motor located at the top, a differential located at the bottom, and a speed reducer that mechanically connects the electric motor and the differential in the vertical direction of the vehicle.

3. The powertrain mounting structure according to claim 1, characterized in that, The distance between the two upper suspensions in the vehicle width direction is greater than the distance between the two lower suspensions in the vehicle width direction.

4. The powertrain mounting structure according to claim 1, characterized in that, The vehicle body has: a pair of longitudinal beams extending in the longitudinal direction of the vehicle and disposed on both sides in the width direction of the vehicle; and a pair of shock absorber housings projecting upward from each of the pair of longitudinal beams in the vertical direction of the vehicle, the upper suspension being coupled to at least one of the longitudinal beams and the shock absorber housings.

5. The powertrain mounting structure according to claim 4, characterized in that, The upper suspension is combined with the longitudinal beam and the shock absorber housing.

6. The powertrain mounting structure according to claim 1, characterized in that, A suspension beam is mounted below and connected to a pair of longitudinal beams. The suspension beam has: a rear crossbeam portion extending in the vehicle width direction on the rear side in the vehicle longitudinal direction; side crossbeam portions extending in the vehicle longitudinal direction on both sides in the vehicle width direction; and a link portion extending in the vehicle vertical direction at the connection between the rear crossbeam portion and the side crossbeam portion and connected to the pair of longitudinal beams. The lower suspension is connected to the connection portion of the rear crossbeam portion, the side crossbeam portion and the link portion.

7. The powertrain mounting structure according to claim 6, characterized in that, The rear crossbeam has a wide portion that is broad in the longitudinal direction of the vehicle near the connection point between it and the side crossbeam, and the lower suspension is connected to the wide portion.

8. The powertrain mounting structure according to claim 1, characterized in that, The vehicle body has an upper crossbeam between a pair of shock absorber housings and connected to the shock absorber housings, the upper crossbeam being configured such that the connection portion between the upper crossbeam and the shock absorber housing partially overlaps with the upper suspension in the vertical direction of the vehicle.

9. The powertrain mounting structure according to claim 8, characterized in that, The upper crossbeam is a plate-shaped component with a specified width in the longitudinal direction of the vehicle, and has a cutout at its end on the side of the shock absorber housing, with the upper suspension disposed inside the cutout.

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