Suspension pad and vehicle

Abstract

The utility model discloses a suspension pad and a vehicle, and the suspension pad comprises a vibration reduction part, a damping part and a damping part, the first framework is connected to one side of the vibration reduction part, and the first framework is used for being connected with a power assembly; the second framework comprises a first framework section and a second framework section which are integrally formed, the first framework section comprises a first mounting part, the first mounting part is used for being connected with a frame, and the second framework section is connected to the other side of the vibration reduction part. Therefore, through the arrangement of the suspension pad, on the basis that the damping performance is met, the number of related parts used for installation of the suspension pad can be reduced, and therefore the assembly efficiency of the final assembly link of the whole vehicle is improved, and the production and manufacturing takt of the whole vehicle is accelerated.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a suspension pad and a vehicle. Background Art

[0002] With the development of society and the advancement of technology, current commercial truck users have paid more and more attention to the comfort of vehicle driving and the reliability of vehicle components. Suspension pads can overcome the adverse effects of cylinder side pressure, reduce the vibration of the vehicle body or compartment, and ensure the smooth operation of the power transmission device.

[0003] In the related technology, the current suspension pad needs to be assembled with the passive side bracket on the frame side with bolts, and a pressure cover needs to be added on the suspension pad to play a role in limiting the U, V, and W directions. However, if the suspension pad and the passive side bracket on the frame side are assembled, on the one hand, the wide variety of parts makes it inconvenient for workers to operate during the final assembly process, which is easy to delay time and affect the production rhythm. In addition, when the assembly process is adopted, it is necessary to additionally require suppliers to provide high-level bolts to ensure the reliability of the parts; on the other hand, the assembly process between it and the active side bracket of the engine takes a long time, and the rubber vibration damping parts on the suspension pad are easily subjected to uneven force, resulting in posture deformation, thereby affecting the vibration reduction performance of the suspension system. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide a suspension pad, which can reduce the number of related parts used for installation while meeting the vibration reduction performance, thereby improving the assembly efficiency of the vehicle assembly process.

[0005] The utility model further provides a vehicle.

[0006] The suspension pad according to the first aspect of the utility model includes: a vibration damper; a first frame, the first frame is connected to one side of the vibration damper, and the first frame is used to connect to the powertrain; a second frame, the second frame includes an integrally formed first frame segment and a second frame segment, the first frame segment includes a first mounting portion, the first mounting portion is used to connect to the vehicle frame, and the second frame segment is connected to the other side of the vibration damper.

[0007] Therefore, by providing the suspension pad, it is possible to reduce the number of related parts used for installation while meeting the vibration reduction performance, thereby improving the assembly efficiency of the vehicle assembly process and accelerating the production and manufacturing rhythm of the vehicle.

[0008] In some examples of the present invention, the first mounting portion is configured as a mounting boss, the mounting boss is protruding in a direction away from the vibration damping member, the mounting boss is provided with a mounting hole, and the mounting hole is used to connect to the vehicle frame.

[0009] In some examples of the present invention, the second skeleton segment is bent relative to the first skeleton segment, and the angle between the vibration damping component and the horizontal plane is α, wherein α satisfies: 30°≤α≤40°.

[0010] In some examples of the present invention, a side surface of the second skeleton segment facing the vibration damper is parallel to a side surface of the first skeleton segment facing the vibration damper.

[0011] In some examples of the present invention, a limiting groove is formed on a side surface of the first skeleton segment facing away from the first mounting portion; the first skeleton includes an integrally formed third skeleton segment and a fourth skeleton segment, the third skeleton segment is connected to one side of the vibration damping component, and the fourth skeleton segment fits in the limiting groove.

[0012] In some examples of the present invention, a vibration-damping layer is provided on at least a portion of the surface of the fourth skeleton segment disposed in the limiting groove, and the vibration-damping layer is used for reducing vibration when in contact with the inner wall of the limiting groove.

[0013] In some examples of the present invention, a surface of the vibration-damping layer facing the limiting groove is constructed as a plane; or a surface of the vibration-damping layer facing the limiting groove is constructed with a plurality of convex ribs, which are strip-shaped and arranged at intervals.

[0014] In some examples of the present invention, a mounting horizontal surface is provided on a side of the first frame facing away from the vibration damping component, and the mounting horizontal surface is used to cooperate with the power assembly.

[0015] In some examples of the present invention, the installation horizontal plane is provided with a positioning column, and one end of the positioning column away from the installation horizontal plane is constructed as a tapered guide end, and the cross-sectional area of ​​the tapered guide end gradually increases in the direction approaching the installation horizontal plane.

[0016] A vehicle according to a second aspect of the utility model comprises: the above-mentioned suspension pad.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a schematic structural diagram of a suspension pad according to an embodiment of the utility model;

[0020] Figure 2 It is a front view of a suspension pad according to an embodiment of the utility model.

[0021] Reference numerals:

[0022] 100, suspension pad;

[0023] 10. vibration damping member; 20. first frame; 21. third frame segment; 22. fourth frame segment;

[0024] 221, vibration reduction layer; 2211, convex rib; 23, installation horizontal plane; 231, positioning column;

[0025] 2311, tapered guide end; 30, second skeleton; 31, first skeleton segment; 311, first mounting portion;

[0026] 312, mounting boss; 3121, mounting hole; 313, limiting groove; 32, second skeleton segment. DETAILED DESCRIPTION

[0027] Embodiments of the present invention are described in detail below, and the embodiments described with reference to the accompanying drawings are exemplary.

[0028] Reference below Figure 1-Figure 2 The suspension pad 100 according to the embodiment of the utility model can reduce the number of related parts used for installation while meeting the vibration reduction performance, thereby improving the assembly efficiency of the vehicle assembly process.

[0029] Combination Figure 1 and Figure 2 As shown, the suspension pad 100 according to the first embodiment of the utility model includes a vibration damping member 10, a first frame 20 and a second frame 30. The vibration damping member 10 can mainly play the role of buffering and absorbing the impact force from the powertrain, and can disperse and reduce the impact force by compression and expansion. The first frame 20 and the second frame 30 are the main structural parts of the outer contour of the suspension pad 100, which mainly play the role of supporting and installing related structures.

[0030] Specifically, the first skeleton 20 is connected to one side of the shock absorber 10, and the first skeleton 20 is used to connect to the powertrain. The second skeleton 30 includes an integrally formed first skeleton segment 31 and a second skeleton segment 32. The first skeleton segment 31 includes a first mounting portion 311, and the first mounting portion 311 is used to connect to the vehicle frame. The second skeleton segment 32 is connected to the other side of the shock absorber 10.

[0031] In detail, the first frame 20 and the second frame segment 32 are respectively connected to the opposite sides of the shock absorber 10. After the powertrain transmits the impact force to the first frame 20, the first frame 20 transmits the impact force to the shock absorber 10. After buffering and absorbing the impact force, the shock absorber 10 transmits the reaction force to the frame through the second frame 30, and finally transmits the force to the ground connected to the vehicle body and tires. Therefore, through the above impact force transmission path, the shock absorption effect of the powertrain can be achieved, thereby effectively improving the driving comfort of the vehicle. Among them, the first frame segment 31 and the second frame segment 32 on the second frame 30 adopt an integrated molding process, which can improve the structural reliability and overall stability of the second frame 30 compared to the split assembly process.

[0032] In addition, compared with the traditional arrangement of indirectly installing the suspension pad on the frame (for example, a frame-side passive side bracket needs to be separately arranged between the suspension pad and the frame as an intermediate connection structure), this can reduce the number of related parts required to assemble the suspension pad 100 on the frame by utilizing the structural arrangement characteristics of directly connecting the first mounting portion 311 on the second skeleton 30, thereby reducing the operation difficulty and assembly time of the whole vehicle assembly link, thereby improving the assembly efficiency of the whole vehicle assembly link and accelerating the production and manufacturing rhythm of the whole vehicle.

[0033] Optionally, the second frame 30 adopts a cast iron frame made of QT450-10, and the first mounting portion 311 on the second frame 30 may include four embedded threaded blind holes, and the four embedded threaded blind holes can be directly connected to the frame through hexagonal flange bolts; the first frame 20 adopts a cast iron frame made of QT450-10, which can improve the structural reliability of the first frame 20 and the second frame 30 under extreme working conditions compared to the first frame and the second frame made of sheet metal material.

[0034] Alternatively, the suspension pad 100 uses an integrated vulcanization process (pressing multiple parts into one piece at the same time through hot pressing, and performing a vulcanization reaction at high temperature to form chemical bonds between the parts) to vulcanize the vibration damper 10, the first frame 20 and the second frame 30 into one piece. This can improve the production efficiency of the suspension pad 100 and can also improve the connection tightness and overall structural stability between the vibration damper 10, the first frame 20 and the second frame 30.

[0035] Therefore, by providing the suspension pad 100, it is possible to reduce the number of related parts used for installation while meeting the vibration reduction performance, thereby improving the assembly efficiency of the vehicle assembly process and accelerating the production and manufacturing rhythm of the vehicle.

[0036] According to some optional embodiments of the present invention, combined with Figure 1 and Figure 2As shown, the first mounting portion 311 is configured as a mounting boss 312 , which is protruding in a direction away from the vibration damping member 10 , and is provided with a mounting hole 3121 , which is used for connecting to the vehicle frame.

[0037] Specifically, the mounting boss 312 protrudes in a direction away from the shock absorber 10, that is, protrudes and extends in a direction close to the vehicle frame, so as to shorten the distance between the mounting boss 312 and the vehicle frame, thereby improving the rationality of its spatial arrangement. Among them, the mounting hole 3121 on the mounting boss 312 plays the role of providing the frame with a positioning installation on the suspension pad 100, so as to facilitate the connection of the suspension pad 100 and the vehicle frame as a whole.

[0038] According to some optional embodiments of the present invention, combined with Figure 1 and Figure 2 As shown, the second frame segment 32 is bent relative to the first frame segment 31, and the angle between the vibration damper 10 and the horizontal plane is α, wherein α satisfies: 30°≤α≤40°. Specifically, the second frame segment 32 is bent and connected to the first frame segment 31, so that the extension direction of the first frame segment 31 can be changed according to the spatial arrangement requirements of the second frame 30, thereby improving the rationality of its spatial arrangement.

[0039] Among them, the vibration damping member 10 and the horizontal plane (that is, Figure 2 The angle α between the vibration damper 10 and the horizontal plane is small, so that the elastic axis of the vibration damper 10 (that is, the central axis of the vibration damper 10 when elastic deformation occurs) can be further coincident with the torque axis of the powertrain, thereby improving the energy decoupling rate and vibration reduction performance of the suspension pad 100. For example, the angle α between the vibration damper 10 and the horizontal plane can be 30°, 35°, 38° and 40°, but is not limited thereto.

[0040] Specifically, combined Figure 1 and Figure 2 As shown, the side surface of the second frame segment 32 facing the vibration damper 10 is parallel to the side surface of the first frame 20 facing the vibration damper 10. The distance between the side surface of the second frame segment 32 facing the vibration damper 10 and the side surface of the first frame 20 facing the vibration damper 10 is equal everywhere, so that the force path length between the first frame 20 and the second frame 30 can be kept equal, thereby improving the force uniformity of the vibration damper 10 between the first frame 20 and the second frame segment 32, avoiding the occurrence of local stress concentration, and further improving the service life of the suspension pad 100 and ensuring the normal vibration damping posture of the vibration damper 10.

[0041] According to some optional embodiments of the present invention, combined with Figure 1 and Figure 2As shown, a limiting groove 313 is formed on the side surface of the first skeleton segment 31 away from the first mounting portion 311; the first skeleton 20 includes an integrally formed third skeleton segment 21 and a fourth skeleton segment 22, the third skeleton segment 21 is connected to one side of the vibration damping component 10, and the fourth skeleton segment 22 is fitted in the limiting groove 313.

[0042] In detail, Figure 2 As shown, the first skeleton segment 31 forms a limiting groove 313 on the side away from the first rotation portion (that is, the side facing the fourth skeleton segment 22), and the fourth skeleton segment 22 is limited and fitted in the limiting groove 313. In this way, the displacement adjustment range of the first skeleton 20 can be limited, so as to prevent the first skeleton 20 from excessively moving in an undesirable direction under the action of impact force, and at the same time, the maximum deformation range of the shock absorber 10 connected to the first skeleton 20 is also limited, thereby effectively improving the vibration reduction posture of the shock absorber 10 when the suspension pad 100 faces different working conditions, thereby improving the shock absorption performance of the suspension pad 100.

[0043] The third frame segment 21 and the fourth frame segment 22 on the first frame 20 are formed by an integrated molding process, which can improve the structural reliability and overall stability of the first frame 20 compared to the split assembly process.

[0044] Specifically, combined Figure 1 and Figure 2 As shown, the fourth skeleton segment 22 is provided with a vibration-damping layer 221 on at least part of its surface in the limiting groove 313, and the vibration-damping layer 221 is used to reduce vibration when in contact with the inner wall of the limiting groove 313. The fourth skeleton segment 22 is provided with a vibration-damping layer 221 on its outer surface corresponding to the inner wall surface of the limiting groove 313. When the vibration-damping member 10 is impacted in different directions, the first skeleton 20 connected to the vibration-damping member 10 also makes displacements in different directions, and the fourth skeleton segment 22 on the first skeleton 20 also makes certain displacements toward the inner wall surfaces in different directions in the limiting groove 313. The vibration-damping layer 221 on the fourth skeleton segment 22 can reduce the vibration energy of the fourth skeleton segment 22 when it is about to collide with the inner wall surface of the limiting groove 313, thereby avoiding the abnormal noise and structural damage caused by the fourth skeleton segment 22 directly hitting the inner surface of the limiting groove 313, thereby improving the service life and practicality of the suspension pad 100.

[0045] Optionally, the surface of one side of the vibration-damping layer 221 facing the limiting groove 313 is constructed as a plane, which can increase the force contact area between the vibration-damping layer 221 and the inner surface of the limiting groove 313, thereby improving the force uniformity and vibration energy absorption effect of the vibration-damping layer 221, and further improving the vibration-damping performance of the suspension pad 100.

[0046] Alternatively, a plurality of convex ribs 2211 are constructed on one side of the vibration-damping layer 221 facing the limiting groove 313, and the plurality of convex ribs 2211 are in strip shape and are arranged at intervals. When the suspension pad 100 is in an extreme working condition, the convex ribs 2211 at the vibration-damping layer 221 first contact the inner surface of the limiting groove 313 and undergo compression deformation to absorb local stress, thereby guiding the fourth skeleton segment 22 to contact the limiting groove 313 more evenly, thereby improving the vibration-damping performance of the suspension pad 100.

[0047] According to some optional embodiments of the present invention, combined with Figure 1 and Figure 2 As shown, a mounting horizontal surface 23 is provided on the side of the first frame 20 away from the shock absorber 10, and the mounting horizontal surface 23 is used to cooperate with the powertrain. Specifically, the first frame 20 is formed with a mounting horizontal surface 23 for cooperating with the powertrain on the side away from the shock absorber 10. Compared with the traditional inclined mounting surface (that is, the mounting surface on the suspension pad that is connected to the powertrain is an inclined surface, which will make the powertrain drop-down process take a long time, and the shock absorber 10 is prone to uneven force and cause its vibration reduction posture to deform), this can facilitate the powertrain to be dropped and assembled on the suspension pad 100 more easily, thereby reducing the difficulty of assembly between the powertrain and the suspension pad 100; it can also improve the force uniformity of the shock absorber 10, thereby ensuring that the shock absorber 10 has a good vibration reduction posture, thereby improving the vehicle's assembly efficiency and vibration reduction performance.

[0048] Furthermore, combined with Figure 1 and Figure 2 As shown, the installation horizontal plane 23 is provided with a positioning column 231, and one end of the positioning column 231 away from the installation horizontal plane 23 is configured as a tapered guide end 2311, and the cross-sectional area of ​​the tapered guide end 2311 gradually increases in the direction close to the installation horizontal plane 23. Among them, the positioning column 231 protrudes from the installation horizontal plane 23 toward the side of the power assembly, so that it can play a role in positioning and guiding when the power assembly is installed on the suspension pad 100, thereby ensuring the installation accuracy between the power assembly and the suspension pad 100 and improving the convenience of installation.

[0049] For example, on a suspension pad structure without a positioning column 231, due to the heavy weight of the powertrain, it is difficult to accurately control the left and right spacing in the horizontal direction during the installation of the powertrain on the suspension pad, and it is also difficult to ensure that the shock absorber can be evenly stressed during the installation of the powertrain. The positioning column 231 in the present application can reduce the difficulty of aligning the bolt mounting hole 3121 (set at a distance from the positioning column 231 on the installation horizontal plane 23) on the suspension pad 100 during the installation of the powertrain, thereby improving the installation convenience between the powertrain and the suspension pad 100 and the uniformity of the force on the shock absorber 10.

[0050] For another example, compared to a suspension pad structure having a positioning column 231 on an inclined mounting surface, the positioning column 231 on the horizontal mounting surface in the present application is easier to be accurately positioned by the powertrain, and is not easily broken by the powertrain during the positioning process, thereby improving the structural reliability of the positioning column 231.

[0051] In addition, the cross-sectional area of ​​the tapered guide end 2311 tends to decrease in the direction away from the installation horizontal plane 23 (that is, the cross-sectional area of ​​the tapered guide end 2311 on the side facing the powertrain is the smallest, and at this time, the assembly margin between the tapered guide end 2311 and the powertrain is the largest). Compared with the traditional positioning column 231 (whose end close to the powertrain is larger in size), this structural form can facilitate the pre-positioning and assembly of the powertrain on the installation horizontal plane 23, thereby reducing the assembly difficulty between the powertrain and the suspension pad 100, and thereby improving the convenience of installation.

[0052] The vehicle according to the embodiment of the second aspect of the utility model includes the suspension pad 100 of the above embodiment. The vehicle with the suspension pad 100 can reduce the types of parts and components, thereby improving the production rhythm of the whole vehicle in the final assembly process; it can also improve the reliability of the parts and components, ensure that the shock absorber 10 has a normal shock absorbing posture, thereby improving the shock absorbing performance of the suspension pad 100, and then improving the driving comfort of the vehicle.

[0053] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0054] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0055] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0056] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A suspension pad, characterized in that: include: Vibration damping parts; A first frame, the first frame is connected to one side of the vibration damping member, and the first frame is used to be connected to a powertrain; The second skeleton comprises a first skeleton section and a second skeleton section which are integrally formed, the first skeleton section comprises a first mounting portion which is used for connecting to the vehicle frame, and the second skeleton section is connected to the other side of the shock absorber.

2. The suspension pad according to claim 1, characterized in that: The first mounting portion is configured as a mounting boss, the mounting boss is protruding in a direction away from the vibration damping member, the mounting boss is provided with a mounting hole, and the mounting hole is used for connecting with the vehicle frame.

3. The suspension pad according to claim 1, characterized in that: The second frame segment is bent relative to the first frame segment, and the included angle between the vibration damping component and the horizontal plane is α, wherein α satisfies: 30°≤α≤40°.

4. The suspension pad according to claim 3, characterized in that: A side surface of the second frame segment facing the vibration damper is parallel to a side surface of the first frame segment facing the vibration damper.

5. The suspension pad according to claim 1, characterized in that: A limiting groove is formed on a surface of one side of the first frame segment away from the first mounting portion; The first frame includes an integrally formed third frame segment and a fourth frame segment, the third frame segment is connected to one side of the vibration damping component, and the fourth frame segment is fitted in the limiting groove.

6. The suspension pad according to claim 5, characterized in that: The fourth skeleton segment is provided with a vibration-damping layer on at least a portion of its surface arranged in the limiting groove, and the vibration-damping layer is used for reducing vibration when contacting the inner wall of the limiting groove.

7. The suspension pad according to claim 6, characterized in that The surface of the vibration-damping layer facing the limiting groove is configured as a plane; or A plurality of convex ribs are formed on a surface of the vibration-damping layer facing the limiting groove, and the plurality of convex ribs are strip-shaped and arranged at intervals.

8. The suspension pad according to claim 1, characterized in that: A mounting horizontal surface is provided on a side of the first frame facing away from the vibration damping component, and the mounting horizontal surface is used to cooperate with the power assembly.

9. The suspension pad according to claim 8, characterized in that The installation horizontal plane is provided with a positioning column, and one end of the positioning column away from the installation horizontal plane is configured as a tapered guide end, and the cross-sectional area of ​​the tapered guide end gradually increases in a direction approaching the installation horizontal plane.

10. A vehicle, characterized in that: include: A suspension pad as claimed in any one of claims 1 to 9.

Images