A commercial vehicle powertrain suspension
Patent Information
- Application Number
- CN202611297401.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-08-25
- Publication Date
- 2026-10-23
AI Technical Summary
然而，在现有整车装配过程中，该动力总成悬置存在显著操作难点，其安装方式需将螺栓穿过下骨架后，在底部配合螺母进行拧紧，但受限于商用车底盘狭窄的作业空间，操作人员往往需一只手在下方托住螺母，另一只手在上方旋紧螺栓，不仅劳动强度大、作业效率低，还存在螺母意外脱落的风险；同时，悬置组件自重较大，长时间托举极易引发操作人员肢体疲劳，且手部位于螺栓正下方，存在被挤压或砸伤的安全隐患
[0021]本发明提供一种商用车动力总成悬置，该商用车动力总成悬置包括：悬置托架、上安装体、下安装体、双头螺柱与紧固螺母，悬置托架安装于车架，上安装体与下安装体沿上下方向相对设置，且上安装体与下安装体相互抵接贴合，悬置托架具有贯通的中空腔体，上安装体与下安装体分别插设于中空腔体的两端，双头螺柱的两端分别螺纹连接于上安装体与下安装体，紧固螺母螺纹连接于双头螺柱，并抵压动力总成支架，以使动力总成支架夹持固定于紧固螺母与上安装体之间。如此设置，通过悬置托架预先安装至车架，再将动力总成通过动力总成支架整体落装至上安装体，操作者仅需从上安装体的上方将单颗紧固螺母轴向旋拧锁紧即可完成全部装配作业，无需在动力总成悬置底部设置配合螺母，避免了操作者在车底或狭窄空间内进行手托或扶持动力总成悬置底部以承受动力总成自重操作，显著简化了装配工序，缩短了装配工时，大幅提升装配便捷性以及及整体作业安全性。
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Figure CN122956941A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of commercial vehicle technology, and more particularly to a powertrain mounting system for commercial vehicles. Background Technology
[0002] As a key connecting component between the powertrain and the chassis of commercial vehicles, the powertrain mount has a significant impact on the overall comfort and reliability of the vehicle. However, in the current vehicle assembly process, the powertrain mount presents significant operational difficulties. Its installation method requires passing bolts through the lower frame and then tightening them with nuts at the bottom. However, due to the limited working space of commercial vehicle chassis, operators often have to support the nut from below with one hand and tighten the bolt from above with the other. This is not only labor-intensive and inefficient, but also carries the risk of the nut accidentally falling off. At the same time, the mount component is relatively heavy, and prolonged support can easily cause operator fatigue. Furthermore, with the hands directly below the bolts, there is a safety hazard of being squeezed or injured by falling bolts.
[0003] Therefore, there is an urgent need for a powertrain mounting system for commercial vehicles to solve the above problems. Summary of the Invention
[0004] The purpose of this invention is to provide a powertrain mounting for commercial vehicles that can effectively improve installation convenience and overall operational safety.
[0005] To achieve the above objectives, the present invention adopts the following technical solution:
[0006] This invention provides a powertrain mount for commercial vehicles, comprising:
[0007] Suspension bracket, which is mounted on the vehicle frame;
[0008] The upper mounting body and the lower mounting body are arranged opposite each other in the vertical direction and abut against each other. The suspension bracket has a through hollow cavity, and the upper mounting body and the lower mounting body are respectively inserted into the two ends of the hollow cavity.
[0009] A double-ended stud, the two ends of which are threaded to the upper mounting body and the lower mounting body respectively;
[0010] A fastening nut is threaded onto the double-ended stud and presses against the powertrain bracket, thereby clamping and fixing the powertrain bracket between the fastening nut and the upper mounting body.
[0011] As a preferred technical solution for the aforementioned powertrain mounting system of commercial vehicles, an anti-rotation positioning structure is provided on the end faces of the upper mounting body and the lower mounting body that abut against each other. The anti-rotation positioning structure is used to restrict the circumferential relative rotation between the upper mounting body and the lower mounting body.
[0012] As a preferred technical solution for the aforementioned powertrain mounting system of commercial vehicles, the upper mounting body is provided with a first stepped stop, and the lower mounting body is provided with a second stepped stop. The first stepped stop and the second stepped stop are interlocked to form the anti-rotation positioning structure.
[0013] As a preferred technical solution for the aforementioned powertrain mounting system of commercial vehicles, the upper mounting body includes an upper inner sleeve, an upper buffer body, and an upper protective sleeve, which are sequentially fitted from the inside out. The lower mounting body includes a lower inner sleeve, a lower buffer body, and a lower protective sleeve, which are sequentially fitted from the inside out. The first stepped stop is formed on the upper inner sleeve, and the second stepped stop is formed on the lower inner sleeve. The two ends of the double-ended stud are respectively threaded to the upper inner sleeve and the lower inner sleeve. The upper protective sleeve and the lower protective sleeve are respectively inserted into the two ends of the hollow cavity.
[0014] As a preferred technical solution for the aforementioned powertrain mounting system of commercial vehicles, the upper inner sleeve, the upper buffer body, and the upper protective sleeve are coaxially arranged, and the lower inner sleeve, the lower buffer body, and the lower protective sleeve are coaxially arranged.
[0015] As a preferred technical solution for the aforementioned powertrain mounting system of commercial vehicles, both the upper and lower protective sleeves are interference-fitted with the mounting bracket.
[0016] As a preferred technical solution for the aforementioned powertrain mounting system of commercial vehicles, the upper inner sleeve and the upper buffer body are integrally vulcanized and molded, and the lower inner sleeve and the lower buffer body are integrally vulcanized and molded.
[0017] As a preferred technical solution for the aforementioned powertrain mounting system of commercial vehicles, both the upper and lower protective covers are T-shaped.
[0018] As a preferred technical solution for the aforementioned powertrain mounting system of commercial vehicles, both the upper and lower protective sleeves are made of non-metallic materials.
[0019] As a preferred technical solution for the aforementioned powertrain mounting system of commercial vehicles, the mounting bracket includes a first mounting part, a connecting part, and a second mounting part. The connecting part is fixedly connected between the first mounting part and the second mounting part. The first mounting part is mounted on the vehicle frame. The second mounting part is tubular and has a hollow cavity extending along its length.
[0020] The beneficial effects of this invention are as follows:
[0021] This invention provides a powertrain mounting bracket for commercial vehicles. The powertrain mounting bracket includes a mounting bracket, an upper mounting body, a lower mounting body, a double-ended stud, and a fastening nut. The mounting bracket is mounted on the vehicle frame. The upper and lower mounting bodies are arranged opposite each other in the vertical direction and abut against each other. The mounting bracket has a through hollow cavity. The upper and lower mounting bodies are respectively inserted into the two ends of the hollow cavity. The two ends of the double-ended stud are threaded to the upper and lower mounting bodies, respectively. The fastening nut is threaded to the double-ended stud and presses against the powertrain bracket, so that the powertrain bracket is clamped and fixed between the fastening nut and the upper mounting body. With this setup, the powertrain is pre-installed on the vehicle frame via the suspension bracket, and then the entire powertrain is lowered onto the upper mounting body via the powertrain bracket. The operator only needs to axially tighten a single fastening nut from above the upper mounting body to complete the entire assembly operation. There is no need to set a matching nut at the bottom of the powertrain suspension, avoiding the operator having to support or hold the bottom of the powertrain suspension to bear the weight of the powertrain while operating under the vehicle or in a narrow space. This significantly simplifies the assembly process, shortens the assembly time, and greatly improves the convenience of assembly and the overall safety of the operation. Attached Figure Description
[0022] Figure 1 This is a schematic diagram of the structure of the powertrain mount for commercial vehicles provided by the present invention;
[0023] Figure 2 A cross-sectional view of the powertrain mount for commercial vehicles provided by the present invention;
[0024] Figure 3 This is a schematic diagram of the structure of the suspension bracket provided by the present invention;
[0025] Figure 4 This is a schematic diagram of the upper and lower mounting bodies provided by the present invention.
[0026] in:
[0027] 1. Suspension bracket; 11. First mounting part; 12. Connecting part; 13. Second mounting part; 131. Hollow cavity;
[0028] 2. Upper mounting body; 21. Upper inner sleeve; 22. Upper buffer body; 23. Upper protective sleeve;
[0029] 3. Lower mounting body; 31. Lower inner sleeve; 32. Lower buffer body; 33. Lower sheath;
[0030] 4. Double-ended studs; 5. Fastening nuts; 6. Powertrain bracket; 7. Anti-rotation positioning structure. Detailed Implementation
[0031] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.
[0032] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for 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. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions.
[0033] Unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to fixed connections or detachable connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and connections within two components or interactions between two components. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.
[0034] Unless otherwise expressly specified and limited, "above" or "below" a second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of a second feature includes the first feature 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" of a second feature includes the first feature 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.
[0035] The technical solution of the present invention will be further described below with reference to the accompanying drawings and specific embodiments.
[0036] like Figures 1 to 4As shown, this embodiment provides a powertrain mount for a commercial vehicle. The powertrain mount includes: a mount bracket 1, an upper mounting body 2, a lower mounting body 3, a double-ended stud 4, and a fastening nut 5. The mount bracket 1 is mounted on the vehicle frame. The upper mounting body 2 and the lower mounting body 3 are arranged opposite each other in the vertical direction and abut against each other. The mount bracket 1 has a through hollow cavity 131. The upper mounting body 2 and the lower mounting body 3 are respectively inserted into the two ends of the hollow cavity 131. The two ends of the double-ended stud 4 are respectively threaded to the upper mounting body 2 and the lower mounting body 3. The fastening nut 5 is threaded to the double-ended stud 4 and presses against the powertrain bracket 6 so that the powertrain bracket 6 is clamped and fixed between the fastening nut 5 and the upper mounting body 2.
[0037] With this setup, the powertrain is pre-installed on the vehicle frame via the suspension bracket 1, and then the entire powertrain is lowered onto the upper mounting body 2 via the powertrain bracket 6. The operator only needs to axially tighten a single fastening nut 5 from above the upper mounting body 2 to complete the entire assembly operation. There is no need to set a matching nut at the bottom of the powertrain suspension, which avoids the operator having to support or hold the bottom of the powertrain suspension with their hands to bear the weight of the powertrain in the undercarriage or in a narrow space. This significantly simplifies the assembly process, shortens the assembly time, and greatly improves the convenience of assembly and the overall safety of the operation.
[0038] Optionally, an anti-rotation positioning structure 7 is provided on the end faces where the upper mounting body 2 and the lower mounting body 3 abut against each other. The anti-rotation positioning structure 7 is used to restrict the relative circumferential rotation between the upper mounting body 2 and the lower mounting body 3.
[0039] Specifically, this embodiment provides the following technical solution: the upper mounting body 2 is provided with a first stepped stop, and the lower mounting body 3 is provided with a second stepped stop. The first stepped stop and the second stepped stop are interlocked to form an anti-rotation positioning structure 7, thereby effectively restricting the relative rotation between the upper mounting body 2 and the lower mounting body 3 around the axial direction and improving the consistency of the assembly position. At the same time, the interlocking structure of the stepped stop plays a guiding and positioning role during assembly, which facilitates quick alignment, reduces the assembly difficulty, and significantly improves the connection stiffness and torsional performance between the powertrain bracket 6 and the upper mounting body 2.
[0040] In this embodiment, the upper mounting body 2 includes an upper inner sleeve 21, an upper buffer body 22, and an upper sheath 23, which are sequentially fitted from the inside to the outside. The lower mounting body 3 includes a lower inner sleeve 31, a lower buffer body 32, and a lower sheath 33, which are sequentially fitted from the inside to the outside. A first stepped stop is opened on the upper inner sleeve 21, and a second stepped stop is opened on the lower inner sleeve 31. The two ends of the double-ended stud 4 are respectively threaded to the upper inner sleeve 21 and the lower inner sleeve 31. The upper sheath 23 and the lower sheath 33 are respectively inserted into the two ends of the hollow cavity 131.
[0041] This design employs a tiered, nested structure. Taking the upper mounting body 2 as an example, the upper inner sleeve 21 serves as the direct load-bearing layer, rigidly contacting the double-ended stud 4 to evenly transfer external loads to the upper buffer body 22. Secondly, the upper buffer body 22 acts as the core energy-absorbing layer, utilizing its own elastic deformation to absorb and attenuate the radial impact force and vibration energy transmitted from the upper inner sleeve 21, effectively blocking the propagation of high-frequency vibrations to the external structure. Thirdly, the upper sheath 23 serves as the external constraint layer, providing radial restraint for the upper buffer body 22 to prevent excessive lateral bulging deformation under compression, and also acting as an isolation and protection layer to prevent the upper buffer body 22 from being directly exposed to the external environment and accelerating aging. Through the synergistic cooperation of these three elements, the upper mounting body 2 achieves excellent vibration damping performance while ensuring long-term structural stability and reliability.
[0042] Optionally, the upper inner sleeve 21, the upper buffer body 22, and the upper sheath 23 are coaxially arranged, as are the lower inner sleeve 31, the lower buffer body 32, and the lower sheath 33. With this arrangement, taking the upper mounting body 2 as an example, the coaxial arrangement ensures that the upper inner sleeve 21, the upper buffer body 22, and the upper sheath 23 share a common geometric centerline. When the upper inner sleeve 21 bears an external load, the load can be evenly transmitted radially along the upper inner sleeve 21 to the upper buffer body 22, and further evenly diffused through the upper buffer body 22 to the upper sheath 23. This avoids localized stress concentration caused by eccentric loading and significantly improves the load-bearing stability of the upper mounting body 2.
[0043] Optionally, both the upper sheath 23 and the lower sheath 33 are interference-fitted with the suspension bracket 1. This configuration serves two purposes: firstly, the radial positive pressure generated by the interference fit creates a stable frictional locking mechanism, effectively preventing axial movement or circumferential rotation of the upper and lower sheaths relative to the suspension bracket 1, thus ensuring the connection's tensile and torsional resistance; secondly, the interference fit eliminates the clearance between the outer peripheral walls of the upper and lower sheaths 23 and the inner peripheral wall of the hollow cavity 131, avoiding fretting wear caused by vibration or thermal expansion and contraction. Furthermore, self-locking is achieved without the need for additional adhesives or locking components, simplifying the assembly process and reducing manufacturing costs.
[0044] Optionally, the upper inner sleeve 21 and the upper buffer body 22 are vulcanized and integrally formed, and the lower inner sleeve 31 and the lower buffer body 32 are vulcanized and integrally formed. This configuration results in better stability of the integrally formed structure, reduces the number of additional parts, lowers assembly complexity, and effectively improves production and processing efficiency.
[0045] Optionally, both the upper sheath 23 and the lower sheath 33 are T-shaped. This T-shaped structure has a radially outward-protruding flange. When the upper sheath 23 and the lower sheath 33 are inserted into the hollow cavity 131 to a predetermined depth, the corresponding flange can axially abut against the end face of the suspension bracket 1, thereby achieving axial positioning of the upper sheath 23 and the lower sheath 33 within the hollow cavity 131. This effectively prevents excessive insertion or accidental dislodgement, ensuring the accuracy and consistency of the insertion depth. Secondly, the flange forms an annular shielding surface between the outer peripheral wall of the upper sheath 23 or the lower sheath 33 and the inner peripheral wall of the hollow cavity 131, effectively preventing external impurities (such as dust or liquid) from seeping into the hollow cavity 131 along the outer wall of the upper sheath 23 or the lower sheath 33, thus providing a sealing and dustproof function and improving the overall protection level of the structure.
[0046] Optionally, both the upper sheath 23 and the lower sheath 33 are made of non-metallic materials, which have certain wear resistance and compression resistance, and can further guide and support the upper mounting body 2 and the lower mounting body 3.
[0047] In this embodiment, the suspension bracket 1 is a metal casting, and the suspension bracket 1 includes a first mounting part 11, a connecting part 12 and a second mounting part 13. The connecting part 12 is fixedly connected between the first mounting part 11 and the second mounting part 13. The first mounting part 11 is mounted on the vehicle frame. The second mounting part 13 is tubular and has a hollow cavity 131 extending along its length direction.
[0048] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.
Claims
1. A powertrain mounting mount for a commercial vehicle, characterized in that, include: Suspension bracket (1), said suspension bracket (1) is mounted on the vehicle frame; The upper mounting body (2) and the lower mounting body (3) are arranged opposite each other in the vertical direction and abut against each other. The suspension bracket (1) has a through hollow cavity (131). The upper mounting body (2) and the lower mounting body (3) are respectively inserted into the two ends of the hollow cavity (131). Double-ended stud (4), the two ends of which are threaded to the upper mounting body (2) and the lower mounting body (3), respectively; A fastening nut (5) is threaded to the double-ended stud (4) and presses against the powertrain bracket (6) so that the powertrain bracket (6) is clamped and fixed between the fastening nut (5) and the upper mounting body (2).
2. The commercial vehicle powertrain mount according to claim 1, characterized in that, The upper mounting body (2) and the lower mounting body (3) are provided with an anti-rotation positioning structure (7) on their respective end faces. The anti-rotation positioning structure (7) is used to restrict the relative circumferential rotation between the upper mounting body (2) and the lower mounting body (3).
3. The commercial vehicle powertrain mount according to claim 2, characterized in that, The upper mounting body (2) is provided with a first stepped stop, and the lower mounting body (3) is provided with a second stepped stop. The first stepped stop and the second stepped stop are fitted together to form the anti-rotation positioning structure (7).
4. The commercial vehicle powertrain mount according to claim 3, characterized in that, The upper mounting body (2) includes an upper inner sleeve (21), an upper buffer body (22) and an upper sheath (23) sequentially fitted from the inside out. The lower mounting body (3) includes a lower inner sleeve (31), a lower buffer body (32) and a lower sheath (33) sequentially fitted from the inside out. The first stepped stop is opened on the upper inner sleeve (21), and the second stepped stop is opened on the lower inner sleeve (31). The two ends of the double-ended stud (4) are threaded to the upper inner sleeve (21) and the lower inner sleeve (31) respectively. The upper sheath (23) and the lower sheath (33) are respectively inserted into the two ends of the hollow cavity (131).
5. The commercial vehicle powertrain mount according to claim 4, characterized in that, The upper inner sleeve (21), the upper buffer body (22) and the upper sheath (23) are coaxially arranged, and the lower inner sleeve (31), the lower buffer body (32) and the lower sheath (33) are coaxially arranged.
6. The commercial vehicle powertrain mount according to claim 4, characterized in that, Both the upper sheath (23) and the lower sheath (33) are interference-fitted with the suspension bracket (1).
7. The commercial vehicle powertrain mount according to claim 4, characterized in that, The upper inner sleeve (21) and the upper buffer body (22) are integrally vulcanized and molded, and the lower inner sleeve (31) and the lower buffer body (32) are integrally vulcanized and molded.
8. The commercial vehicle powertrain mount according to claim 4, characterized in that, Both the upper sheath (23) and the lower sheath (33) are T-shaped.
9. The commercial vehicle powertrain mount according to claim 4, characterized in that, Both the upper sheath (23) and the lower sheath (33) are made of non-metallic materials.
10. The commercial vehicle powertrain mount according to any one of claims 1-9, characterized in that, The suspension bracket (1) includes a first mounting part (11), a connecting part (12) and a second mounting part (13). The connecting part (12) is fixedly connected between the first mounting part (11) and the second mounting part (13). The first mounting part (11) is mounted on the vehicle frame. The second mounting part (13) is tubular and has a hollow cavity (131) extending along its length.