Vehicle

Abstract

The utility model relates to a vehicle which comprises a vehicle frame, a power assembly and a suspension device, the suspension device comprises a bracket and a suspension assembly, and the bracket comprises a supporting plate; the two connecting plates are connected to the two ends of the supporting plate respectively, extend upwards and are connected with a frame respectively; the lower end of the suspension assembly is installed on the upper side of the supporting plate. The power assembly comprises a first installation point and two second installation points, the two second installation points are located on the left side and the right side of the power assembly, the first installation point is located on the bottom wall of the power assembly, the front portion of the power assembly is fixed to the vehicle frame through the two second installation points, and the rear portion of the power assembly is fixed to the upper end of the suspension assembly through the first installation point. The suspension assembly is connected to the first mounting point, so that the elastic center of the suspension assembly is closer to the torque shaft, and the decoupling effect is improved. The bracket can solve the problem that no frame used for being connected with the suspension assembly exists below the bottom wall of the power assembly, the suspension assembly is installed on the bracket, and the problem can be solved by connecting the bracket to the frame.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicles, and specifically, to a vehicle. Background Art

[0002] For the consideration of improving transportation efficiency and economy, the powertrain for heavy trucks is developing towards larger displacement, stronger power, and greater economy. The displacement of heavy trucks is usually above 9L, the length of the powertrain exceeds 1.5 meters, the mass exceeds 1.2T, it is huge in volume, precise and complex, and the mass exceeds 300 Kg. The internal structure is precise and has high vibration sensitivity, which requires a reasonable connection layout between the mounting components and the powertrain to fully reduce the vibration excitation from the outside received by the powertrain.

[0003] In the related art, in order to fully reduce the vibration excitation from the outside received by the powertrain and improve the NVH performance of the vehicle, an E-point auxiliary mount is provided at a position near the rear side of the powertrain. The E-point auxiliary mount is usually located on the upper side or the left and right sides of the powertrain. When it is located on the upper side, its decoupling effect on the vehicle vibration is poor. When it is located on the left and right sides, since pipelines (such as exhaust pipes) need to be arranged on both sides of the powertrain for some vehicle models, the high-temperature pipelines will affect the rubber part of the mounting components, and the versatility of the vehicle models is poor. Summary of the Utility Model

[0004] The purpose of the present disclosure is to provide a vehicle to at least partially solve the problems existing in the related art.

[0005] To achieve the above purpose, the present disclosure provides a vehicle, including: a frame, a powertrain, and a mounting device. The mounting device includes: a bracket and mounting components, where,

[0006] The bracket includes: a tray, extending along the left-right direction of the frame and located below the frame; and two connecting plates, respectively connected to both ends of the tray, and the two connecting plates respectively extend upward and connect to the frame;

[0007] The lower end of the mounting component is installed on the upper side of the tray; and

[0008] The powertrain includes a first mounting point and two second mounting points. The two second mounting points are located on the left and right sides of the powertrain. The first mounting point is located on the bottom wall of the powertrain, and the first mounting point is located behind the two second mounting points. The front part of the powertrain is fixed to the frame via the two second mounting points, and the rear part of the powertrain is fixed to the upper end of the mounting component via the first mounting point.

[0009] Optionally, the powertrain has a central axis extending in the front - rear direction of the vehicle frame and passing through the centroid of the powertrain, and the first mounting point is located at a position on the bottom wall of the powertrain close to the central axis.

[0010] Optionally, the connecting plate is configured as an L - shaped structure with a short side at the lower end bent towards the pallet, and the short side is detachably connected to the pallet by a threaded member.

[0011] Optionally, the suspension assembly is mounted at the central position of the pallet, and the suspension assembly avoids the threaded member.

[0012] Optionally, the two connecting plates extend upward respectively and are connected to the outer sides of the vehicle frame in the left - right direction.

[0013] Optionally, the suspension assembly includes:

[0014] A support, detachably mounted on the bracket; and

[0015] A suspension assembly, mounted on the support,

[0016] wherein, the suspension assembly includes a core shaft, an elastic buffer member and a housing sequentially sleeved outside the core shaft, the axis of the suspension assembly extends in the front - rear direction of the vehicle frame, both ends of the core shaft in the front - rear direction are respectively connected to the support, the support is used for limiting the suspension assembly in the front - rear direction, and the housing is used for connecting to the first mounting point of the powertrain.

[0017] Optionally, the support includes: a bottom plate, connected to the bracket; and two side plates, vertically arranged on the bottom plate at intervals in the front - rear direction and respectively connected to both ends of the core shaft, and the two side plates are respectively arranged on the front and rear sides of the suspension assembly.

[0018] Optionally, the suspension assembly further includes a suspension bracket, the suspension bracket is sleeved outside the housing and connected to the first mounting point of the powertrain, and the suspension bracket includes:

[0019] A connecting ring, sleeved outside the housing; and

[0020] A mounting plate, including a mounting main board and mounting side plates arranged on both sides of the mounting main board, and the mounting main board and the mounting side plates form an angle with each other, the mounting main board is connected to the first mounting point of the powertrain, and the edge of the mounting side plate is fixedly connected to the connecting ring.

[0021] Optionally, a limiting plate for limiting the oil outlet nut of the powertrain is arranged on the mounting side plate, the limiting plate is fixed on the mounting side plate and extends along the front - rear direction from the mounting side plate.

[0022] Optionally, a plurality of through holes penetrating in the front-rear direction are distributed at intervals on the elastic buffer, a plurality of radially protruding protrusions are formed on the core shaft in the circumferential direction, the through holes are multiple and arranged at intervals in the circumferential direction of the core shaft, and are respectively located between the protrusions and the housing.

[0023] By the above technical solution, the suspension assembly is installed on the upper side of the tray and is connected upward to the first mounting point on the bottom wall of the powertrain. The powertrain is connected to the vehicle frame through the first mounting point and two second mounting points. According to the theory of the torque axis determination, the torque axis always passes through the center of mass of the powertrain and forms a certain angle downward with the crankshaft center line. Therefore, compared with arranging the suspension assembly on the upper side and the left and right sides of the powertrain, connecting the suspension assembly to the first mounting point on the bottom wall of the powertrain can make the elastic center of the suspension assembly closer to the torque axis, thereby improving the decoupling effect and the vehicle NVH performance. And, due to the setting of the bracket, it can solve the problem that there is no vehicle frame for connecting with the suspension assembly below the bottom wall of the powertrain. This problem can be solved by installing the suspension assembly on the bracket and connecting the bracket to the vehicle frame. In addition, due to the setting of the bracket, the position of the elastic center of the suspension assembly can also be controlled by adjusting the dimensions of the bracket and the suspension assembly in the vehicle height direction, so that it is further close to or falls on the torque axis to achieve the purpose of system decoupling. In addition, the connecting plate and the tray can form a U-shaped frame structure to support the suspension assembly from the lower side. The overall structure (rigid connection) of the connecting plate and the tray has better stability and can be more conveniently connected to the vehicle frame. The suspension assembly is connected to the vehicle frame through the tray and the connecting plate to form a rigid structure, which exerts a restraining effect on the vehicle frame, improves the mode of the vehicle frame, and further improves the NVH performance.

[0024] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation section. Brief Description of the Drawings

[0025] The drawings are used to provide a further understanding of the present disclosure, and constitute a part of the specification. They are used together with the following specific implementation to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the drawings:

[0026] Figure 1 is a schematic diagram of a powertrain according to an embodiment of the present disclosure.

[0027] Figure 2 is a schematic diagram of a bracket and a suspension assembly of a powertrain according to an embodiment of the present disclosure.

[0028] Figure 3 is a front view of a bracket and a suspension assembly of a powertrain according to an embodiment of the present disclosure.

[0029] Figure 4 Schematic diagram of the mounting assembly and the mounting bracket in the powertrain according to an embodiment of the present disclosure.

[0030] Figure 5 Front view of the mounting assembly and the mounting bracket in the powertrain according to an embodiment of the present disclosure.

[0031] Figure 6 Schematic diagram of the mounting assembly and the mounting bracket in the powertrain according to another embodiment of the present disclosure.

[0032] Figure 7 Front view of the mounting assembly and the mounting bracket in the powertrain according to another embodiment of the present disclosure.

[0033] Figure 8 Schematic diagram of the support of the powertrain according to an embodiment of the present disclosure.

[0034] Explanation of reference numerals

[0035] 1 - Bracket; 11 - Support plate; 12 - Connecting plate; 2 - Support; 21 - Bottom plate; 22 - Side plate; 221 - Mounting hole; 23 - Fixed plate; 3 - Mounting assembly; 31 - Core shaft; 311 - Protrusion; 32 - Elastic buffer; 321 - First through hole; 322 - Second through hole; 323 - First buffer part; 324 - Second buffer part; 33 - Outer shell; 4 - Mounting bracket; 41 - Connecting ring; 42 - Mounting main board; 421 - Mounting side board; 43 - Limiting board; 51 - First fastener; 52 - Second fastener; 53 - Third fastener; 6 - Powertrain; 7 - Vehicle frame. Detailed implementation manners

[0036] The following details the specific implementation manners of the present disclosure with reference to the accompanying drawings. It should be understood that the specific implementation manners described herein are only for the purpose of illustrating and explaining the present disclosure, and are not intended to limit the present disclosure.

[0037] In the present disclosure, unless otherwise stated, the orientation terms such as "up, down", "top, bottom" are defined for the overall direction when the mounting device is installed on the vehicle, and "inner, outer" are defined for the contour of the corresponding components. The "front - rear direction", "left - right direction", and "height direction" are defined based on the vehicle body direction, or can also be defined based on the drawing direction. For example, in Figure 2 , Figure 3 and Figure 5 , the "front - rear direction" corresponds to the direction of arrow X in the drawing, the "left - right direction" corresponds to the direction of arrow Y in the drawing, and the "height direction" corresponds to the direction of arrow Z in the drawing; in Figure 1 , the "front - rear direction" and the "left - right direction" can correspond to the corresponding arrow directions in the figure.

[0038] The terms "first", "second", etc. are used to distinguish different components and do not have sequential or importance implications. Additionally, in the following description, when referring to the drawings, unless otherwise explained, the same reference numerals in different drawings represent the same or similar elements.

[0039] Before introducing the technical solutions of the present disclosure, relevant knowledge is introduced here first. The powertrain mentioned in the present disclosure may include an engine and a transmission, or may include an engine and an electric motor, or may include only an electric motor, and the present disclosure does not limit this. Specifically, in the art, the mounting assemblies symmetrically arranged on the left and right at the front end of the engine are referred to as point A; the mounting assemblies on both sides of the engine flywheel housing are referred to as point B; generally, a structure such as an electric motor or a transmission is installed at the rear of the engine. Taking the transmission as an example, the mounting assemblies of the transmission located at the rear of the engine are referred to as point C and point D according to their front and rear positions, where point C is in the front (closer to the engine) and point D is in the rear (closer to the tail end of the transmission), and the auxiliary support point at the tail end of the transmission is point E. The functions reflected by the positions of each mounting point are different. In the layout of the mounting system, in order to achieve good decoupling of the mounting system, based on different configurations of the powertrain, generally, the forms of A + B, A + C, and A + D are adopted to bear all the loads of the powertrain. When the A + B layout is adopted, if there are loads with relatively large accelerations in the Z direction (vertical Bounce) or Y direction (lateral Lateral) of the mounting components, then the transmission will generate a bending moment exceeding the limit on the flywheel housing of the engine, causing damage to the mounting components. Therefore, an E-point auxiliary support can also be assembled to avoid this situation. When there are multi-directional relatively large acceleration loads on the powertrain, the vibrations from multiple directions will generate coupled vibrations, further amplifying the vibrations. Therefore, when designing the mounting assemblies, a decoupling layout should be adopted as much as possible, which is more conducive to reducing vibrations. Theoretically, when the elastic center of the mount coincides with the center of mass of the engine, the vibrations of the mounting system in six directions can be completely decoupled. However, due to the limitations of the vehicle layout, this layout form is very difficult to achieve. Since the exciting forces from the engine mainly include two types: the vertical direction and the direction of rotation around the crankshaft, it is only necessary to decouple the vibrations in several main directions.

[0040] Refer to Figures 1 - 8, this disclosure exemplarily shows a vehicle, including a vehicle frame 7, a powertrain, and a mounting device. The mounting device includes a bracket 1 and a mounting assembly. Among them, the bracket 1 includes a tray 11 extending in the left-right direction of the vehicle frame 7 and located below the vehicle frame 7, and two connecting plates 12 respectively connected to both ends of the tray 11. The two connecting plates 12 respectively extend upward and are connected to the vehicle frame 7. The lower end of the mounting assembly is mounted on the upper side of the tray 11. The powertrain includes a first mounting point and two second mounting points. The two second mounting points are located on the left and right sides of the powertrain. The first mounting point is located on the bottom wall of the powertrain, and the first mounting point is located behind the two second mounting points. The front part of the powertrain is fixed to the vehicle frame 7 via the two second mounting points, and the rear part of the powertrain 6 is fixed to the upper end of the mounting assembly via the first mounting point. Here, the "second mounting point" may refer to the aforementioned point A, point B, point C, or point D, and the "first mounting point" may refer to the aforementioned point E. Among them, the second mounting point plays a load-bearing role, and the first mounting point plays an auxiliary load-bearing role. Of course, the first mounting point and the second mounting point are not limited to this, as long as the front and rear ends of the powertrain are respectively mounted on the vehicle frame 7. Correspondingly, the first mounting point and the second mounting point here do not refer to the "point" in the geometric sense, but refer to a mounting position or a mounting area.

[0041] It should be noted that in this disclosure, the powertrain may include an engine and a transmission, or include an engine and a motor, or include only a motor. The mounting assembly of this disclosure is used to support the first mounting point on the bottom wall of the powertrain. The first mounting point may specifically be located on the bottom wall of the transmission, the bottom wall of the motor, etc. Or it may also be arranged at other positions on the bottom wall of the powertrain (such as near the middle position), as long as there is no installation interference, the required installation position can be adaptively selected. To avoid repetition, the relevant details and functions will be introduced below by taking the mounting assembly for auxiliary mounting at point E as an example, but this disclosure is not limited to this.

[0042] This disclosure does not limit the structure of the mounting assembly. It may be a rubber mount mentioned below. Or it may also be a hydraulic mount, etc. As long as it is mounted on the upper side of the tray 11 and connected to the first mounting point. The tray 11 and the connecting plate 12 may be integrally formed, or may also be connected by threaded parts mentioned below. This disclosure does not limit this.

[0043] By using the above technical solution, the suspension assembly is installed on the upper side of the bracket 1 and connected upward to the first mounting point on the bottom wall of the powertrain. The powertrain is connected to the vehicle frame 7 through the first mounting point and two second mounting points. According to the theory of torque axis determination, the torque axis always passes through the center of mass of the powertrain and forms a certain angle with the crankshaft center line downward. Therefore, compared with arranging the suspension assembly on the upper side, left and right sides of the powertrain, connecting the suspension assembly to the first mounting point on the bottom wall of the powertrain can make the elastic center of the suspension assembly closer to the torque axis, thereby improving the decoupling effect and the NVH performance of the whole vehicle. Moreover, due to the setting of the bracket 1, it can solve the problem that there is no vehicle frame 7 under the bottom wall of the powertrain for connecting with the suspension assembly. This problem can be solved by installing the suspension assembly on the bracket 1 and connecting it to the vehicle frame 7 through the bracket 1. In addition, due to the setting of the bracket 1, the position of the elastic center of the suspension assembly can also be controlled by adjusting the dimensions of the bracket 1 and the suspension assembly in the vehicle height direction, so that it is further close to or falls on the torque axis to achieve the purpose of system decoupling. In addition, the connecting plate 12 and the supporting plate 11 can form a U-shaped frame structure to support the suspension assembly from the lower side. The overall structure (rigid connection) of the connecting plate 12 and the supporting plate 11 is more stable and can be more conveniently connected to the vehicle frame 7. The suspension assembly is connected to the vehicle frame 7 through the supporting plate 11 and the connecting plate 12 to form a rigid structure, which exerts a constraint on the vehicle frame 7, improves the mode of the vehicle frame 7, and further improves the NVH performance.

[0044] In the embodiment of the present disclosure, the powertrain 6 has a central axis extending along the front-rear direction of the vehicle frame 7 and passing through the center of mass of the powertrain 6. The first mounting point can be located at a position on the bottom wall of the powertrain 6 close to the central axis. Here, the position close to the central axis also includes the position exactly falling on the central axis. Designed in this way, the suspension assembly is supported at the central axis position of the powertrain, and the supporting force provided by it to the powertrain 6 is more balanced, avoiding the poor self-stability caused by the force application position of the powertrain 6 being close to one side. In addition, setting the suspension assembly at the aforementioned "central axis" can make it closer to the torque axis, which is more beneficial to the decoupling effect of the suspension assembly. Moreover, installing the suspension assembly at a position close to the central axis can reduce the number of suspension assemblies compared with the traditional installation on the left and right sides, reducing costs. And it is far from the two sides in the left-right direction, and the pipelines (high temperature) on both sides will not affect the suspension assembly. This layout method can be applied to various vehicle models and can be widely used in fuel vehicles, hybrid vehicles, and pure electric vehicles.

[0045] The present disclosure does not limit the connection method between the connecting plate 12 and the support plate 11. In the embodiment of the present disclosure, the connecting plate 12 can be constructed as an L-shaped structure with a short side bent toward the support plate 11 at the lower end, and the short side can be detachably connected to the support plate 11 by a screw. With such a design, since there is no interference from other parts at the connection position of the two connecting plates 12 and the support plate 11, pneumatic tools can be used to quickly disassemble and assemble, and this detachable structure is also conducive to the later maintenance and replacement of parts. In the embodiment of the present disclosure, the corners of the L-shape can be set to be rounded to prevent collision with other parts in the vehicle.

[0046] Reference Figures 1 - 3 In the embodiment of the present disclosure, the support plate 11 and the connecting plate 12 may have a cross-section in the shape of an “X”, and the short side overlaps with the support plate 11. The “X”-shaped structure can increase the mechanical strength of the support plate 11 and the connecting plate 12. And when the short side overlaps with the support plate 11, the “X”-shaped structure can play a positioning role.

[0047] Reference Figures 1 - 3 In the embodiment of the present disclosure, the suspension assembly can be installed in the center of the support plate 11, and the suspension assembly avoids the threaded parts. Such a design can make the overall force of the bracket 1 more balanced and improve the stability of the whole vehicle. In addition, since the suspension assembly avoids the threaded parts, it can avoid interference between the suspension assembly and the connecting plate 12 and the support plate 11 during assembly, which is convenient for the suspension device to be quickly installed using pneumatic tools, etc., which is simple and quick.

[0048] Reference Figure 1 and Figure 2 In the embodiment of the present disclosure, the two connecting plates 12 can extend upward and be connected to the outer sides of the frame 7 in the left and right directions. Since there is no interference structure on the outer sides of the frame in the left and right directions, the operation space is large, and pneumatic tools can be used when installing the connecting plates 12, which is convenient and quick to install.

[0049] Furthermore, the present disclosure does not limit the specific structure of the frame 7. Figure 1 and Figure 2 In the embodiment of the present disclosure, the vehicle frame 7 may include two longitudinal beams respectively located near the left and right sides of the vehicle, and the two longitudinal beams extend front and rear respectively. Each connecting plate 12 may be connected to the outer side of the corresponding longitudinal beam, and specifically, it may be connected to the outer side of the two longitudinal beams of the vehicle frame 7 by a third fastener 53. Since there is no interference structure on the outer side of the longitudinal beam, the operating space is large, and pneumatic tools may be used during installation, which is convenient and quick to install.

[0050] The present disclosure does not limit the specific structure of the suspension assembly. For example, in some embodiments, the suspension assembly may include: a support 2 detachably mounted on a bracket 1; and a suspension assembly 3 mounted on the support 2. Among them, the suspension assembly 3 may include a mandrel 31, an elastic buffer 32 and a housing 33 sequentially sleeved outside the mandrel 31. The axis of the suspension assembly 3 extends along the front-rear direction of the vehicle frame 7. The two ends of the mandrel 31 in the front-rear direction may be respectively connected to the support 2. The support 2 is used to limit the suspension assembly 3 in the front-rear direction, and the housing 33 is used to connect to the first mounting point of the powertrain. A soft-hard limiting structure is formed by the elastic buffer 32 with the mandrel 31 and the housing 33, and the support 2 can limit the suspension assembly in the front-rear direction. The three-way limiting can effectively improve the durability of the suspension assembly, prevent the elastic buffer 32 from having excessive tensile displacement in the radial and axial directions, and avoid cracking of the rubber vulcanized layer. The elastic buffer 32 can buffer the loads from the front-rear direction of the vehicle and the radial direction of the suspension assembly 3 at the same time, obtaining better NVH performance.

[0051] It should be noted that the elastic buffer 32 here can be made of rubber, and the stiffness of the elastic buffer 32 can be adjusted by adjusting the density or thickness of the rubber. The elastic buffer 32 and the mandrel 31 and the housing 33 can be bonded together by vulcanization process to form the suspension assembly 3. The necking process can be carried out during the manufacturing process to better eliminate the internal stress after rubber vulcanization and improve the durability.

[0052] For different installation positions of different vehicles, the stiffness requirements for the suspension assembly are different. For example, when a smaller stiffness is required, the density or thickness of the elastic buffer 32 can be adjusted here, or through holes can be opened on the elastic buffer 32 to reduce the stiffness. When a larger stiffness is required, the density or thickness of the elastic buffer 32 can be adjusted, or the size of the aforementioned through holes on the elastic buffer 32 can be adjusted to increase the stiffness, which will be specifically described later. In addition, the support 2 and the bracket 1 are detachably connected. When the suspension assembly needs to be replaced and overhauled, only the support 2 needs to be removed from the bracket 1 for replacement and overhaul, without the need to disassemble the bracket 1 as a whole. It should be noted that the suspension assembly provided by the present disclosure can be used for the E-point suspension, C-point suspension, D-point suspension, etc. of the vehicle, as long as the stiffness is adjusted according to different positions. However, when used in different positions, the structure of the bracket 1 needs to be adjusted or cancelled according to the actual situation.

[0053] Refer to Figures 1 - 8, in an embodiment of the present disclosure, the support 2 may include: a bottom plate 21 connected to the bracket 1; and two side plates 22 standing at intervals in the front-rear direction on the bottom plate 21 and respectively connected to both ends of the core shaft 31. The two side plates 22 are respectively arranged on the front and rear sides of the suspension assembly. The suspension assembly 3 and the two side plates 22 may be connected through a first fastener 51 penetrating therethrough, and the extending direction of the first fastener 51 is the front-rear direction. Alternatively, on the side of the two side plates 22 close to the suspension assembly 3, there may be provided limit protrusions extending in the front-rear direction that can be snapped into the core shaft 31. The present disclosure does not limit this. It should be noted that mounting holes 221 for the first fastener 51 to pass through may be provided on both of the two side plates 22. The mounting holes 221 may be oblong holes, and the oblong holes may provide a certain selection range for the installation of the first fastener 51 in the height direction. When the suspension component is installed at the E point mentioned above to serve as an auxiliary suspension, its installation position needs to cooperate with the position of the engine main suspension. However, when the suspension component is installed at the E point, there is often a static load error in the height direction. The installation holes 221 being set as oblong holes allows the suspension assembly 3 to select its installation position in the oblong holes according to the position of the engine main suspension when being assembled into the support 2, so as to cooperate with the position of the engine main suspension and eliminate the static load error in the height direction. After the suspension assembly 3 is fixed by the first fastener 51, it will be fixed on the support 2 and will not move within the range of the oblong holes.

[0054] In addition, both of the two side plates 22 may be of a flat plate structure, or at least one of them may be a stepped plate, as Figure 8 shown. In a general design, the length of the core shaft 31 is less than the width of the bracket 1. The stepped side plate 22 can, while matching the dimensions of the bottom plate 21 and the bracket 1, also enable the two side plates 22 to cooperate with the core shaft 31 to prevent the core shaft 31 from displacing relative to the side plates 22. In addition, fixing plates 23 may be respectively provided at the edges of the two side plates 22. The two fixing plates 23 may be perpendicular to the two side plates 22 and enclose the suspension assembly 3 within the cavity formed thereby. The fixing plates 23 can play a certain supporting role and can prevent the side plates 22 from deforming to a certain extent.

[0055] In an embodiment of the present disclosure, the suspension assembly may further include a suspension bracket 4. The suspension bracket 4 may be sleeved on the outer side of the housing 33 and used to connect to the first mounting point of the powertrain. The suspension bracket 4 may include a connecting ring 41 and a mounting plate. The connecting ring 41 may be sleeved on the outer side of the housing 33. The mounting plate may include a mounting main board 42 and mounting side boards 421 provided on both sides of the mounting main board 42, and the mounting main board 42 and the mounting side boards 421 may form an angle with each other. The mounting main board 42 may be connected to the first mounting point of the powertrain 6, and the edge of the mounting side board 421 may be fixedly connected to the connecting ring 41. The mounting main board 42 may be a planar structure, which can fit more closely to the bottom wall of the powertrain 6, making the overall interior components of the vehicle more compact. Second fasteners 52 may be provided on both sides of the mounting main board 42 to connect to the bottom wall of the powertrain 6.

[0056] Further, as Figures 4 to 7 shown, a limiting plate 43 for limiting the oil outlet nut of the powertrain 6 may be provided on the mounting side board 421. The limiting plate 43 is fixed on the mounting side board 421 and extends along the front-rear direction from the mounting side board 421. The limiting plate 43 can play a positioning role. When the suspension device is specifically installed on the bottom wall of the transmission, the upper end surface of the limiting plate 43 can abut against the oil outlet nut of the transmission. In this way, when it is necessary to replace the suspension assembly 3, only the support 2 and the suspension assembly 3 need to be separated, and then the suspension assembly 3 can be taken out from the suspension bracket 4 for replacement, without removing the suspension bracket 4 from the transmission.

[0057] Referring to Figure 4 and Figure 5 In an embodiment of the present disclosure, a plurality of through holes penetrating in the front-rear direction may be spaced apart on the elastic buffer member 32. The core shaft 31 may be formed with a plurality of radially protruding protrusions 311 along the circumferential direction. The through holes are multiple and are arranged at intervals along the circumferential direction of the core shaft 31 and are respectively located between the protrusions 311 and the housing 33. The plurality of protrusions 311 may form the core shaft 31 into a cross-shaped shaft, or may be a diamond-shaped, triangular or other polygonal shaft, and the present disclosure does not limit this. The through holes may provide a gap between the housing 33 and the core shaft 31 at the corresponding positions, dividing the elastic buffer member 32 into a first buffer portion 323 and a second buffer portion 324. The first buffer portion 323 is spaced from the protrusions 311 through the through holes. The size of the through holes can be adjusted. For example, the size of the through holes can be enlarged by adjusting the size of the second buffer portion 324, reducing the overall stiffness of the suspension assembly 3, making the distance between the first buffer portion 323 and the protrusions 311 farther, and at the same time, the second buffer portion 324 between the through holes is smaller, making two adjacent through holes closer. Or, the size of the through holes can be reduced, increasing the overall stiffness of the suspension assembly 3, making the distance between the first buffer portion 323 and the protrusions 311 closer, and at the same time, the second buffer portion 324 between the through holes is larger, making two adjacent through holes farther.

[0058] Further, as Figure 4 and Figure 5 shown, the through hole can be a C-shaped structure, the opening of the C-shaped structure faces the housing 33, and the middle region of the C-shaped structure is correspondingly arranged with the protrusion 311. The through hole can include two first through holes 321 and two second through holes 322. The two first through holes 321 can be arranged at intervals in the height direction and are symmetrical about the axis extending in the left-right direction. The two second through holes 322 can be arranged at intervals in the left-right direction and are symmetrical about the axis extending in the height direction. When the position of the suspension assembly 3 is different, the size of the through hole can be changed so that the included angle α formed by the intersection of the central axes of the second buffer portions 324 on both sides of the upper first through hole 321 changes.

[0059] In addition, as Figure 6 and Figure 7 shown in the embodiments, the mandrel 31 can also be a structure without the protrusion 311. The arrangement of the through hole can make there be a gap between the housing 33 and the mandrel 31 at the corresponding position, and the elastic buffer 32 can be divided into a first buffer portion 323 and a second buffer portion 324. The first buffer portion 323 makes the through hole and the mandrel 31 arranged at intervals. The size of the through hole can be adjusted. The size of the through hole can be changed by adjusting the size of the second buffer portion 324, so that the distance between the first buffer portion 323 and the mandrel 31 changes, so as to change the overall stiffness of the suspension assembly 3. Here, embodiments with different sizes of multiple through holes can also be set. For example, Figure 7 shows an embodiment in which the sizes of the two first through holes 321 are different. When a larger stiffness of the suspension component is required, the size of the first through hole 321 located above in the height direction can be smaller than that of the first through hole 321 located below in the height direction. As Figure 7 shown, in this way, the included angle α formed by the intersection of the central axes of the second buffer portions 324 on both sides of the upper first through hole 321 will become smaller. Of course, the size of the upper first through hole 321 can also be larger than that of the size located below in the height direction, so that the included angle α becomes larger, or the sizes of the two second through holes 322 can be adjusted, the second through holes 322 can be reduced or increased, or the positions of the first buffer portion 323 and the second buffer portion 324 can be adjusted so that the two second through holes 322 are moved upward or downward as a whole in the vertical direction of the left-right axis to adjust the included angle α. The present disclosure does not limit this. Of course, the sizes of the first through hole 321 and the second through hole 322 can also be not changed, and the mandrel 31 can be arranged upward or downward in the height direction. Taking the drawing direction of Figure 7 as an example, that is, at this time in the height direction, the center of the mandrel 31 is located above or below the center of the housing 33, and the purpose of adjusting the stiffness of the suspension assembly 3 can also be achieved. The specific position of the adjustment can depend on the preload displacement of the suspension component under static load.

[0060] Further, as Figure 5As shown, the two first through holes 321 and the two second through holes 322 can also be symmetrically arranged with respect to the axis extending in the height direction. When the suspension assembly 3 is set as the auxiliary suspension at point E, the two first through holes 321 and the two second through holes 322 can have the same size and be axisymmetric along both the height direction axis and the left-right direction axis. According to different specifications of the power assembly 6, the sizes of the first through holes 321 and the second through holes 322 can be adjusted by adjusting the sizes of the first buffer portion 323 and the second buffer portion 324, and the present disclosure does not limit this.

[0061] Here, when the suspension component moves along the height direction under typical working conditions (here, the typical working conditions of the 28 working conditions generally recognized in the industry can be referred to, and the following working condition descriptions all refer to this working condition), the displacement action direction is in the height direction of the housing 33. Due to the existence of the gaps generated by the through holes, there is sufficient movement space during movement to buffer the displacement of the suspension component, and the first buffer portion 323 will not touch the mandrel 31, achieving the effect of buffering and shock absorption. Under full throttle working conditions, the load increases, the through holes are compressed, the gaps become zero, and the first buffer portion 323 contacts the mandrel 31 to form a soft limit, increasing the stiffness. While protecting other components in the power assembly and the suspension assembly 3, it still has a buffering effect. Under extreme working conditions, when the load further increases and the first buffer portion 323 reaches 2 / 3 of its original size, it can no longer be compressed (inherent rubber property), and the stiffness increases sharply, causing the force to be transmitted to the suspension bracket 4 for strong limiting to protect the suspension assembly 3 and other components in the power assembly. It should be noted here that the sizes of the through holes, the first buffer portion 323, and the second buffer portion 324 can be appropriately adjusted according to the analysis results of the 28 working conditions of the suspension system. The sizes of the first through holes 321 and the second through holes 322 can be changed by changing the size of the second buffer portion 324 to adjust the stiffness ratio in the left-right direction and the height direction, achieving the purpose of using the optimal vibration frequency distribution in different stiffness requirement scenarios. So that each working condition point falls on the corresponding stiffness curve of the suspension assembly 3 to meet the target. When jumping in the left-right direction, the principle of action is the same, and it will not be elaborated here.

[0062] To further illustrate the convenient and quick installation of the suspension device provided by the present disclosure, taking the installation of the suspension device on the transmission as an example, during the overall installation process of the suspension device and the transmission, first, the suspension assembly 3 and the suspension bracket 4 can be matched well, and then the frame 7 and the connecting plate 12 are connected by the third fastener 53. Then, the support plate 11 is connected to the connecting plate 12 with a threaded part. The third fastener 53 and the threaded part can be pre-assembled but not tightened. Secondly, the suspension bracket 4 is connected to the bottom wall of the transmission with the second fastener 52, and then the support 2 is connected to the suspension bracket 4 with the first fastener 51. Then the transmission is lowered so that the support 2 falls onto the support plate 11 and is connected with the third fastener 53 but not tightened. Finally, the first fastener 51, the second fastener 52, and the third fastener 53 are all tightened. There is no interference problem with other components during the entire installation process, and it can be quickly completed using pneumatic tools.

[0063] The preferred embodiments of the present disclosure have been described in detail above with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0064] In addition, it should be noted that, among the various specific technical features described in the above specific embodiments, they can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combination methods.

[0065] Furthermore, any combination can be made among various different embodiments of the present disclosure as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content disclosed by the present disclosure.

Claims

1. A vehicle, characterized in that, include: A vehicle frame (7), a powertrain and a suspension device, wherein the suspension device comprises: a bracket (1) and a suspension assembly, wherein: The bracket (1) comprises: a support plate (11) extending in the left-right direction of the vehicle frame (7) and located below the vehicle frame (7); and two connecting plates (12) respectively connected to two ends of the support plate (11), the two connecting plates (12) respectively extending upward and connected to the vehicle frame (7); The lower end of the suspension assembly is mounted on the upper side of the support plate (11); and The power assembly comprises a first mounting point and two second mounting points, the two second mounting points are located on the left and right sides of the power assembly, the first mounting point is located on the bottom wall of the power assembly, and the first mounting point is located on the rear side of the two second mounting points, the front part of the power assembly is fixed to the vehicle frame (7) via the two second mounting points, and the rear part of the power assembly (6) is fixed to the upper end of the suspension component via the first mounting point.

2. The vehicle according to claim 1, characterized in that, The power assembly (6) has a central axis extending along the front-rear direction of the vehicle frame (7) and passing through the center of mass of the power assembly (6), and the first mounting point is located at a position close to the central axis on the bottom wall of the power assembly.

3. The vehicle according to claim 1, characterized in that, The connecting plate (12) is constructed as an L-shaped structure having a short side bent toward the supporting plate (11) at the lower end, and the short side is detachably connected to the supporting plate (11) via a screw.

4. The vehicle according to claim 3, wherein The suspension component is installed at the center of the support plate (11), and the suspension component avoids the threaded member.

5. The vehicle according to claim 1, characterized in that, The two connecting plates (12) respectively extend upward and are connected to the outer sides of the vehicle frame (7) in the left and right directions.

6. The vehicle according to claim 1, characterized in that, The suspension assembly comprises: A support (2) detachably mounted on the bracket (1); and The suspension assembly (3) is mounted on the support (2). The suspension assembly (3) comprises a core shaft (31), an elastic buffer (32) and a shell (33) which are sequentially sleeved on the outside of the core shaft (31); the axis of the suspension assembly (3) extends along the front-rear direction of the vehicle frame (7); the two ends of the core shaft (31) in the front-rear direction are respectively connected to the support (2); the support (2) is used to limit the suspension assembly (3) in the front-rear direction; and the shell (33) is used to be connected to a first mounting point of the power assembly.

7. The vehicle according to claim 6, characterized in that, The support (2) comprises: A bottom plate (21) connected to the bracket (1); and Two side plates (22) are arranged vertically on the bottom plate (21) at intervals in the front-rear direction and are respectively connected to two ends of the core shaft (31). The two side plates (22) are respectively arranged on the front and rear sides of the suspension assembly (3).

8. The vehicle according to claim 6, characterized in that, The suspension assembly further comprises a suspension bracket (4), wherein the suspension bracket (4) is sleeved on the outside of the housing (33) and connected to a first mounting point of the power assembly, and the suspension bracket (4) comprises: A connecting ring (41), the connecting ring (41) being sleeved on the outer side of the outer shell (33); and The mounting plate includes a mounting main board (42) and mounting side boards (421) arranged on both sides of the mounting main board (42), and the mounting main board (42) and the mounting side boards (421) form an included angle with each other. The mounting main board (42) is connected to a first mounting point of the power assembly (6), and the edge of the mounting side board (421) is fixedly connected to the connecting ring (41).

9. The vehicle according to claim 8, characterized in that, A limiting plate (43) for limiting the oil outlet nut of the power assembly is arranged on the mounting side board (421). The limiting plate (43) is fixed on the mounting side board (421) and extends along the front-rear direction from the mounting side board (421).

10. The vehicle according to claim 6, characterized in that, A plurality of through holes penetrating in the front-rear direction are spaced apart on the elastic buffer member (32). The core shaft (31) is formed with a plurality of radially protruding protrusions (311) along the circumferential direction. The through holes are multiple and are arranged at intervals along the circumferential direction of the core shaft (31) and are respectively located between the protrusions (311) and the housing (33).

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