Power assembly suspension device

Abstract

The utility model discloses a power assembly suspension device which comprises an outer shell arranged between a vehicle body and a power assembly, a suspension supporting arm used for installing the power assembly in a suspension mode and a vibration isolation assembly used for conducting vibration reduction on the power assembly, the vibration isolation assembly is arranged in the outer shell, and the suspension supporting arm is installed in the vibration isolation assembly. A first limiting structure used for limiting the suspension supporting arm is arranged between the suspension supporting arm and the side face, close to the power assembly, of the outer shell. A second limiting structure used for limiting the suspension supporting arm is arranged between the end, away from the power assembly, of the vibration isolation assembly and a vehicle body. According to the power assembly suspension structure, an existing power assembly suspension structure is improved, the limiting structure is additionally arranged on the side connected with the vehicle body, Y-direction limiting is carried out between the power assembly and the suspension structure, Y-direction limiting is carried out between the suspension structure and the vehicle body, and rapid limiting is carried out on different power assembly modes of a vehicle.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile powertrain suspension, in particular to a powertrain suspension device. Background Art

[0002] The powertrain mount is a component that mounts the powertrain to the vehicle body and frame. It supports the powertrain, reduces the transmission of powertrain vibration and noise, and limits the displacement of the powertrain under various operating conditions, providing good NVH performance for the entire vehicle.

[0003] At present, the mainstream powertrain suspension on the market usually has a limiting structure in the Y direction (body width direction), that is, the displacement of the suspension arm in the Y direction is limited by the suspension bracket. However, the limiting structure of the existing powertrain suspension in the Y direction is basically only one place (that is, set between the suspension arm and the suspension bracket) due to the influence of many factors such as the layout space in the cabin. This results in the limiting structure only being able to limit a single mode of the powertrain; however, during actual vehicle driving, under special conditions such as misuse conditions and extreme conditions, due to the rapid change of the powertrain posture, the single limiting structure in the Y direction cannot effectively respond to the change in working conditions quickly, which will lead to increased vibration of the powertrain, thereby affecting the NVH performance of the entire vehicle.

[0004] Therefore, in order to enable the powertrain suspension to quickly limit different powertrain modes and reduce the powertrain vibration caused by changes in working conditions, it is necessary to improve the existing powertrain suspension structure to improve the NVH performance of the vehicle. Utility Model Content

[0005] In order to solve the above problems, the utility model provides a powertrain suspension device, which improves the existing powertrain suspension structure and adds a limiting structure on the connection side with the vehicle body, thereby realizing Y-axis limiting between the powertrain and the suspension structure and between the suspension structure and the vehicle body, so as to quickly limit different powertrain modes of the vehicle.

[0006] The utility model provides a powertrain suspension device, comprising an outer shell arranged between a vehicle body and the powertrain, a suspension support arm for suspending and installing the powertrain, and a vibration isolation component for reducing vibration of the powertrain, wherein the vibration isolation component is arranged inside the outer shell and the suspension support arm is installed in the vibration isolation component, a first limiting structure for limiting the suspension support arm is arranged between the suspension support arm and the side surface of the outer shell close to the powertrain, and a second limiting structure for limiting the suspension support arm is arranged between an end of the vibration isolation component away from the powertrain and the vehicle body.

[0007] Furthermore, the vibration isolation assembly includes a suspension inner sleeve and a rubber main spring sleeved on the suspension inner sleeve, and the mounting portion of the suspension bracket is arranged in the suspension inner sleeve and is interference fit with the suspension inner sleeve.

[0008] Furthermore, the first limiting structure includes a buffer block arranged on the top of the side of the outer shell close to the powertrain, and the buffer block is used to cooperate with the side wall of the suspension part of the suspension bracket to limit the position.

[0009] Furthermore, the second limiting structure includes a buffer pad disposed on the vehicle body in an area close to the suspension inner sleeve, and the buffer pad is used for cooperating with the end of the suspension inner sleeve close to the vehicle body side to limit the position.

[0010] Furthermore, the limiting matching surface between the buffer block and the suspension bracket is a wavy structure.

[0011] Furthermore, the vibration isolation assembly also includes a hydraulic base arranged below the rubber main spring, and the hydraulic base is connected to the rubber main spring and is used for secondary vibration reduction of the powertrain.

[0012] Furthermore, the top of the outer shell is also provided with an extension section for connecting and fixing with the vehicle body, and the extension section is formed by extending from the top of the outer shell toward a direction close to the vehicle body.

[0013] Furthermore, the rubber main spring is connected to the suspension inner sleeve through rubber vulcanization to form an integrated structure.

[0014] The beneficial effects of the utility model are as follows: the powertrain suspension device provided by the utility model realizes Y-direction limitation between the powertrain and the suspension structure and between the suspension structure and the vehicle body respectively by improving the existing powertrain suspension structure and adding a limiting structure on the connection side with the vehicle body; the two-stage Y-direction limiting structure can quickly limit the powertrain mode under different vehicle working conditions. At the same time, compared with a single Y-direction limiting structure, the two-stage Y-direction limiting structure can reduce vibration multiple times, thereby further improving NVH performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The utility model is further described below in conjunction with the accompanying drawings and embodiments:

[0016] Figure 1 It is a top view of the structure of the powertrain suspension device in the utility model;

[0017] Figure 2 for Figure 1 AA section view;

[0018] Figure 3 This is a structural front view of the powertrain suspension device in the utility model;

[0019] Figure 4 It is a left side view of the structure of the powertrain suspension device in the utility model;

[0020] Figure 5 It is a structural schematic diagram of the suspension bracket in the utility model;

[0021] The figures are marked as follows: 1-outer shell; 2-suspension bracket; 3-suspension inner sleeve; 4-rubber main spring; 5-hydraulic base; 6-buffer pad; 7-buffer block; 101-extension section; 201-suspension part; 202-installation part. DETAILED DESCRIPTION

[0022] As shown in the figure, the utility model provides a powertrain suspension device, comprising an outer shell 1 arranged between the vehicle body and the powertrain, a suspension bracket 2 for suspending and installing the powertrain, and a vibration isolation component for reducing vibration of the powertrain, wherein the vibration isolation component is arranged inside the outer shell 1 and the suspension bracket 2 is installed in the vibration isolation component, and a first limiting structure for limiting the suspension bracket 2 is arranged between the suspension bracket 2 and the side of the outer shell 1 close to the powertrain, and the vibration isolation component is at a side away from the powertrain. A second limiting structure for limiting the suspension arm 2 is provided between the end and the vehicle body; wherein the outer shell 1 is provided between the powertrain and the vehicle body and is fixedly mounted on the vehicle body frame, and is in a cylindrical structure as a whole, and is mainly used to realize the installation of the suspension arm 2 and the vibration isolation component, and the suspension arm 2 is in an L-shaped structure as a whole, and mainly includes a suspension part 201 connected and fixed to the powertrain as the active side and a mounting part 202 connected to the vibration isolation component as the driven side, and the vibration isolation component is installed inside the cylinder of the outer shell, and is mainly used to adjust the powertrain under different working conditions. The vibration transmitted to the suspension bracket arm is reduced; in the prior art, a limiting structure for limiting the displacement of the suspension bracket arm 2 is usually set in the Y direction (i.e., the width direction of the vehicle body) of the powertrain suspension device, and is generally set on the contact surface between the suspension bracket arm 2 and the outer shell 1. However, a single limiting structure cannot meet the limitation of the powertrain mode under different working conditions. Therefore, the present application scheme forms a first limiting structure by setting the limiting structure between the suspension bracket arm 2 and the outer shell 1 on the outer shell, and then setting a second limiting structure on the body close to the vibration isolation component. In order to realize the two-stage limiting of the suspension arm 2 in the Y direction, by improving the first limiting structure from the suspension arm 2 to the outer shell 1, the manufacturing process of the suspension arm can be effectively simplified, and only the mounting hole for installing the first limiting structure needs to be opened on the outer shell 1, so the assembly is simpler and more convenient. At the same time, the two-stage Y-direction limiting structure can quickly limit the powertrain mode under different working conditions of the vehicle. At the same time, compared with the single Y-direction limiting structure, the two-stage Y-direction limiting can reduce vibration multiple times, thereby further improving the NVH performance.

[0023] In this embodiment, the vibration isolation assembly includes a suspension inner sleeve 3 and a rubber main spring 4 sleeved on the suspension inner sleeve, and the mounting portion 202 of the suspension bracket 2 is arranged in the suspension inner sleeve 3 and has an interference fit with the suspension inner sleeve 3; Figure 1 and Figure 2 As shown, the suspension inner sleeve 3 is a sleeve structure mainly used to realize the connection between the suspension bracket 2 and the vibration isolation assembly. At the same time, in order to ensure the connection strength, the mounting portion 202 of the suspension bracket 2 needs to be interference fit with the suspension inner sleeve 3; and the rubber main spring 4 is sleeved on the suspension inner sleeve 3 and installed inside the outer shell, mainly used to reduce the vibration transmitted from the powertrain to the suspension bracket 2.

[0024] In this embodiment, the first limiting structure includes a buffer block 7 arranged on the top of the side of the outer shell 1 close to the powertrain, and the buffer block 7 is used to cooperate with the side wall of the suspension part 201 of the suspension bracket 2 to limit the position; the second limiting structure includes a buffer pad 6 arranged on the body close to the area of ​​the suspension inner sleeve 3, and the buffer pad 6 is used to cooperate with the end of the suspension inner sleeve 3 close to the body side to limit the position; Figures 1 to 3 As shown, the first limiting structure includes a buffer block 7, which is a block structure made of an elastic material (such as rubber) and is clamped on the side of the top of the outer shell 1 close to the powertrain, and is mainly used to contact the side wall of the suspension portion of the suspension bracket 2 to achieve Y-direction limiting. By improving the limiting structure from the suspension bracket 2 to the outer shell 1, the assembly and manufacture of the first limiting structure can be facilitated; the second limiting structure includes a buffer pad 6, which is also made of an elastic material and is fixedly installed on the body near the suspension inner sleeve 3, and is mainly used to contact the end of the suspension inner sleeve 3 close to the body side to achieve Y-direction limiting of the limiting bracket 2. ; The distance between the buffer pad 6 and the end of the suspension inner sleeve 3 close to the vehicle body side is generally smaller than the distance between the buffer block 7 and the side wall of the suspension portion of the suspension bracket 2. Under this arrangement structure, when the vehicle is in normal working conditions, the powertrain changes in posture slightly and is quickly limited by the second limiting structure; under special working conditions such as misuse conditions and extreme working conditions, the powertrain changes in posture significantly. The second limiting structure first performs the first rapid limiting and reduces vibration, and the bracket continues to rotate downward, and then the first limiting mechanism performs the second limiting (final limiting). The limiting effect is better and can effectively reduce vibration transmission and improve NVH performance.

[0025] In this embodiment, the limiting matching surface between the buffer block 7 and the suspension bracket 2 is a wavy structure; Figure 1 and Figure 2 As shown, by setting the limiting mating surface of the buffer block 7 to a wavy structure, the contact area during collision contact is reduced compared to a planar structure, and the surface contact is transformed into a line contact, and the stress deformation process of the buffer block is smoother.

[0026] In this embodiment, the vibration isolation assembly further includes a hydraulic base 5 disposed below the rubber main spring 4, the hydraulic base 5 is connected to the rubber main spring 4 and is used to perform secondary vibration reduction on the powertrain; Figure 2 and Figure 4 As shown, a hydraulic base 5 is further provided below the rubber main spring 4 inside the outer shell. The hydraulic base 5 is used to perform secondary vibration reduction on the vibration transmitted by the rubber main spring 4, thereby further reducing the vibration generated by the powertrain and effectively improving the NVH performance of the vehicle. The hydraulic base 5 is a prior art and will not be described in detail here.

[0027] In this embodiment, the top of the outer shell 1 is further provided with an extension section 101 for connecting and fixing with the vehicle body, and the extension section 101 is formed by extending from the top of the outer shell 1 toward the direction close to the vehicle body; Figure 1 and Figure 2 As shown, in order to ensure the connection between the outer shell 1 and the vehicle body, an extension section 101 is formed on the top of the outer shell 1 and extends outward near the side of the vehicle body. After the extension section 101 is overlapped with the vehicle body, it can be connected and fixed to the vehicle body by bolts or other means.

[0028] In this embodiment, the rubber main spring 4 is connected to the suspension inner sleeve 3 by rubber vulcanization to form an integrated structure; by adopting the rubber vulcanization process to achieve the connection between the rubber main spring 4 and the suspension inner sleeve 3, the rubber main spring 4 can obtain more complete physical, mechanical and chemical properties to meet the performance requirements of the powertrain suspension device.

[0029] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail with reference to the preferred embodiments, ordinary technicians in the field should understand that the technical solution of the utility model can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the utility model, which should be included in the scope of the claims of the utility model.

Claims

1. A powertrain suspension device, characterized in that: It includes an outer shell arranged between the vehicle body and the powertrain, a suspension arm for suspending and installing the powertrain, and a vibration isolation component for reducing vibration of the powertrain, the vibration isolation component is arranged inside the outer shell and the suspension arm is installed in the vibration isolation component, a first limiting structure for limiting the suspension arm is arranged between the suspension arm and the side of the outer shell close to the powertrain, and a second limiting structure for limiting the suspension arm is arranged between the end of the vibration isolation component away from the powertrain and the vehicle body.

2. The powertrain suspension device according to claim 1, characterized in that: The vibration isolation assembly comprises a suspension inner sleeve and a rubber main spring sleeved on the suspension inner sleeve, and the mounting portion of the suspension bracket is arranged in the suspension inner sleeve and is interference fit with the suspension inner sleeve.

3. The powertrain suspension device according to claim 2, characterized in that: The first limiting structure includes a buffer block arranged on the top of the side of the outer shell close to the power assembly, and the buffer block is used to cooperate with the side wall of the suspension part of the suspension bracket to limit the position.

4. The powertrain suspension device according to claim 2, characterized in that: The second limiting structure includes a buffer pad disposed on the vehicle body in an area close to the suspension inner sleeve, and the buffer pad is used for cooperating with the end of the suspension inner sleeve close to the vehicle body side to limit the position.

5. The powertrain suspension device according to claim 3, characterized in that: The limiting matching surfaces between the buffer block and the suspension bracket are in a wave-shaped structure.

6. The powertrain suspension device according to claim 2, characterized in that: The vibration isolation assembly further comprises a hydraulic base arranged below the rubber main spring, wherein the hydraulic base is connected to the rubber main spring and is used for performing secondary vibration reduction on the powertrain.

7. The powertrain suspension device according to claim 2, characterized in that: The rubber main spring is connected with the suspension inner sleeve through rubber vulcanization to form an integrated structure.

8. The powertrain suspension device according to claim 1, characterized in that: The top of the outer shell is also provided with an extension section for connecting and fixing with the vehicle body, and the extension section is formed by extending from the top of the outer shell toward the direction close to the vehicle body.

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