Suspension support assembly and vehicle

Abstract

The embodiment of the utility model relates to the technical field of vehicles, and discloses a suspension support assembly and a vehicle. The suspension support assembly is used for connecting a vehicle body and a power assembly of a vehicle and comprises a support body, the support body is provided with a first side face facing the power assembly and a second side face facing the vehicle body, the first side face and the second side face are opposite in the thickness direction of the support body, the first side face is provided with a first reinforcing rib, and the second side face is provided with a second reinforcing rib; the second side face is provided with a second reinforcing rib. According to the suspension support assembly, the fracture risk can be reduced, and the mechanical property under excitation of different working conditions can be improved. In addition, on the premise that the weight of the suspension support assembly is almost not increased, the mechanical property is improved. By means of the design, the requirements of the vehicle for light weight and high strength of the suspension support assembly are met, and a powerful guarantee is provided for reliable fixing of a vehicle power assembly and optimization of the whole vehicle performance.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of vehicle technology, and in particular to a suspension bracket assembly and a vehicle. Background Art

[0002] The suspension bracket assembly serves as a transitional connection between the suspension cushion assembly and the vehicle powertrain, ensuring that the powertrain is reliably fixed and connected to the designed position of the vehicle. By cooperating with the mounting holes of the vehicle body, a firm mechanical connection is achieved.

[0003] Under different working conditions, the suspension bracket assembly will be compressed or stretched. Therefore, the suspension bracket assembly needs to be equipped with reinforcement ribs to ensure its structural strength. However, the existing suspension bracket assembly is prone to fracture when subjected to large tensile forces. Utility Model Content

[0004] In view of this, an embodiment of the present application provides a suspension bracket assembly and a vehicle, which can ensure that one side of the suspension bracket assembly is always able to be subjected to compression force without almost changing the weight of the suspension bracket assembly, thereby reducing the risk of fracture and improving the mechanical properties of the suspension bracket assembly under different working conditions.

[0005] In order to achieve the above-mentioned purpose, the technical solution of the embodiment of the present application is implemented as follows:

[0006] In one aspect, an embodiment of the present application provides a suspension bracket assembly for connecting a vehicle body and a powertrain, the suspension bracket assembly comprising:

[0007] The bracket body has a first side facing the powertrain and a second side facing the vehicle body, the first side and the second side are opposite to each other along the thickness direction of the bracket body, the first side is provided with a first reinforcing rib, and the second side is provided with a second reinforcing rib.

[0008] According to the suspension bracket assembly of the embodiment of the present application, by providing a first reinforcing rib on the first side and a second reinforcing rib on the second side, the reinforcing rib on at least one side of the suspension bracket assembly is in a compressed state under any operating condition. This reduces the risk of fracture due to tensile stress, improves the overall mechanical properties of the suspension bracket assembly, and enhances the stability and reliability of the suspension bracket assembly under complex operating conditions. In addition, the suspension bracket assembly of the embodiment of the present application achieves improved mechanical properties with almost no increase in weight. This design not only meets the vehicle's requirements for lightweight and high-strength suspension bracket assemblies, but also provides a strong guarantee for the reliable fixation of the vehicle powertrain and the optimization of vehicle performance.

[0009] In a possible implementation, the first side surface is provided with a plurality of first connection portions, and the first connection portions are arranged along the circumference of the first side surface.

[0010] The first reinforcing rib is provided in an area enclosed by a line connecting the plurality of first connecting portions.

[0011] In this way, multiple first connecting parts are arranged along the circumference of the first side surface, allowing the reinforcement ribs to be evenly distributed in key stress-bearing areas, ensuring a more stable structure for the entire first side surface. Multiple first connecting parts provide more connection points. By rationally arranging the first connecting parts and reinforcement ribs, the stress on the first side surface can be more evenly distributed under different operating conditions, preventing excessive stress in any particular area.

[0012] In a possible implementation, the first reinforcing rib includes a first sub-reinforcing rib along a first direction and a second sub-reinforcing rib along a second direction.

[0013] There are multiple first and second sub-reinforcement ribs, and the first and second sub-reinforcement ribs intersect with each other.

[0014] The first connecting portion is provided at the intersection of the first sub-reinforcement rib and the second sub-reinforcement rib.

[0015] By arranging the ribs in two different directions (the first and second sub-ribs), the rigidity and strength of the suspension bracket assembly can be enhanced in different directions, helping to resist loads from different directions. Furthermore, the intersection of the first and second sub-ribs forms a grid-like support structure. Positioning the first connection portion at the intersection of the first and second sub-ribs provides stronger localized support, improving the stability of the entire suspension bracket assembly.

[0016] In a possible implementation, along the height direction of the bracket body and from top to bottom, the first sub-reinforcement rib includes a first reinforcement segment and a second reinforcement segment.

[0017] The width of the first reinforcement section in the thickness direction of the bracket body is smaller than the width of the second reinforcement section in the thickness direction of the bracket body.

[0018] The first connecting portions are all located in the area where the second reinforcement section is located.

[0019] By dividing the first sub-rib into first and second reinforcement segments of varying widths, targeted reinforcement can be applied to different areas based on actual stress conditions. Furthermore, the wider second reinforcement segment provides stronger local support, particularly near the first connection, helping to increase the rigidity and strength of the first connection and reduce local deformation.

[0020] In one possible implementation, the first sub-reinforcement rib further includes a transition connection segment, the two ends of which are respectively connected to the first reinforcement segment and the second reinforcement segment, and the width of the transition connection segment gradually increases along the height direction of the bracket body and from top to bottom.

[0021] In this way, the width of the transition connection section gradually increases, forming a smooth transition area, which helps to achieve a smooth transition of stress between reinforcement sections of different widths (the first reinforcement section and the second reinforcement section), so that the load can be more evenly distributed between different reinforcement sections, reducing stress peaks to avoid stress concentration caused by sudden changes in cross-section, and improving the stability and reliability of the suspension bracket assembly.

[0022] In a possible implementation, the second reinforcing ribs correspond to the first reinforcing ribs in a one-to-one correspondence along the thickness direction of the bracket body, and the corresponding first reinforcing ribs and second reinforcing ribs are located in the same plane.

[0023] By aligning the first and second reinforcing ribs along the thickness of the bracket body and locating them in the same plane, a symmetrical reinforcement structure is formed. This significantly improves the rigidity and strength of the entire bracket body, allowing it to better withstand loads in all directions. Because the corresponding first and second reinforcing ribs are located in the same plane, they can work together in different directions, more effectively distributing the load and avoiding stress concentration at a single point. This reduces localized high-stress areas and improves the stability of the suspension bracket assembly.

[0024] In a possible implementation, the suspension bracket assembly further includes: a counterweight device, which is detachably mounted on the bracket body.

[0025] In this way, the counterweight device allows the suspension bracket assembly to flexibly adjust its natural modal frequency without changing its original structure, thereby avoiding the excitation frequency of the powertrain, thereby reducing vehicle vibration and improving the driving experience. Furthermore, if the natural modal frequency of the suspension bracket assembly needs to be adjusted during the actual vehicle testing phase, the natural modal frequency of the suspension bracket assembly can be changed simply by changing the shape and weight of the counterweight device, without having to redesign and manufacture the entire suspension bracket assembly. This avoids the scrapping of the completed mold and significantly reduces costs.

[0026] In a possible implementation, the bracket body further has a mounting surface located at the top end along the height direction, the mounting surface is provided with a plurality of second connection parts, the second connection parts are used to connect to the vehicle body, and the mounting surface is further provided with mounting holes.

[0027] The counterweight device includes: a counterweight block and a fastener, the counterweight block is provided with a connecting hole penetrating along the height direction, the counterweight block and the bracket body are connected by the fastener passing through the mounting hole and the connecting hole, and the counterweight block is arranged at an interval from the second connecting part.

[0028] By adding or removing counterweights, the natural modal frequency of the suspension bracket assembly can be flexibly adjusted to avoid the powertrain's excitation frequency without changing the overall structure. Based on vehicle performance test results, counterweights of varying shapes and weights can be designed to precisely adjust the natural modal frequency of the suspension bracket assembly. Fasteners allow the counterweights to pass through the mounting and connection holes for a stable connection to the bracket body.

[0029] In a possible implementation, the counterweight is a metal piece.

[0030] Thus, the metal counterweight has a higher density, providing greater mass within a smaller volume, allowing for a more compact design and taking up less space. Metal counterweights also possess a higher strength, capable of withstanding heavy loads without deformation or damage, ensuring stable operation under various operating conditions and resisting breakage or failure.

[0031] On the other hand, an embodiment of the present application further provides a vehicle, comprising:

[0032] The suspension bracket according to any one of the above possible implementations.

[0033] By configuring the suspension bracket assembly, at least one side reinforcement rib is compressed under all operating conditions, thereby reducing the risk of fracture due to tensile stress, improving the overall mechanical properties of the suspension bracket assembly, and enhancing the stability and reliability of the suspension bracket assembly under complex operating conditions, thereby improving the stability of the vehicle. Furthermore, the suspension bracket assembly of the embodiment of the present application achieves improved mechanical properties with virtually no increase in weight. This design not only meets the vehicle's requirements for lightweight and high-strength suspension bracket assemblies, but also provides a strong guarantee for the reliable fixation of the vehicle's powertrain and the optimization of vehicle performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 Schematic diagram of the structure of the suspension bracket assembly provided in the embodiment of the present application Figure 1 ;

[0035] Figure 2 Schematic diagram of the structure of the suspension bracket assembly provided in the embodiment of the present application Figure 2 ;

[0036] Figure 3A front view of the suspension bracket assembly provided in an embodiment of the present application;

[0037] Figure 4 A side view of a suspension bracket assembly provided in an embodiment of the present application;

[0038] Figure 5 A top view of the suspension bracket assembly provided in an embodiment of the present application;

[0039] Figure 6 A schematic structural diagram of the suspension bracket assembly and the counterweight device provided in an embodiment of the present application;

[0040] Figure 7 A front view of the suspension bracket assembly and the counterweight device provided in an embodiment of the present application;

[0041] Figure 8 A side view of the suspension bracket assembly and the counterweight device provided in an embodiment of the present application;

[0042] Figure 9 A top view of the suspension bracket assembly and the counterweight device provided in an embodiment of the present application;

[0043] Figure 10 Schematic diagram of the natural modal frequency analysis results of the suspension bracket assembly provided in the embodiment of the present application Figure 1 ;

[0044] Figure 11 Schematic diagram of the natural modal frequency analysis results of the suspension bracket assembly provided in the embodiment of the present application Figure 2 .

[0045] Reference numerals:

[0046] 100- bracket body;

[0047] 110 - first side surface; 120 - second side surface; 130 - first connecting portion; 140 - mounting surface; 150 - second connecting portion; 160 - mounting hole;

[0048] 111-first reinforcing rib; 1111-first sub-reinforcing rib; 1112-second sub-reinforcing rib; 1111a-first reinforcing section; 1111b-second reinforcing section; 1111c-transition connecting section; 121-second reinforcing rib;

[0049] 200-Counterweight device; 210-Counterweight block; 220-Fastener; 221-Connecting hole; 230-Pin hole. DETAILED DESCRIPTION

[0050] To make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the specific technical solutions of the present application will be further described in detail below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application but are not intended to limit the scope of the present application.

[0051] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of this application, unless otherwise specified, "multiple" means two or more.

[0052] In addition, in the embodiments of the present application, directional terms such as "up", "down", "left" and "right" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they may change accordingly according to changes in the orientation of the components in the drawings.

[0053] In the embodiments of the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integrated connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0054] In the embodiments of the present application, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0055] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0056] An embodiment of the present application provides a suspension bracket assembly and a vehicle. The vehicle in the present application may refer to a large car, a small car, a special-purpose vehicle, etc. For example, according to the power type, the car in the present application may be a pure electric car, a hybrid car, a fuel car, etc. For a fuel vehicle, the power source may refer to a gasoline engine, a diesel engine, or other fuel engines; for an electric vehicle, the power source may refer to an electric motor; for a hybrid vehicle, the power source may refer to an engine or an electric motor; for a vehicle powered by other means, the power source may refer to a device that generates power; according to the vehicle model, the car in the present application may be a sedan model, an off-road model, a multi-purpose vehicle (MPV) model, or other models.

[0057] The suspension bracket assembly serves as a transitional connection between the suspension cushion assembly and the vehicle's powertrain, ensuring the powertrain is securely fixed to its designed position within the vehicle. By engaging with the mounting holes on the vehicle body, a strong mechanical connection is achieved. As a transitional connection between the suspension cushion assembly and the vehicle's powertrain, the suspension bracket assembly must maintain structural strength under the various operating conditions of the powertrain to prevent fracture and failure, potentially causing the powertrain to deviate from its designed position or even fall off.

[0058] Therefore, the suspension bracket assembly requires reinforcement ribs to ensure its structural strength. Existing suspension bracket assemblies use a unilateral reinforcement rib arrangement. Under different operating conditions, the suspension bracket assembly will be compressed or stretched. When the suspension bracket assembly is subjected to large tensile forces, it is prone to fracture.

[0059] In view of this, an embodiment of the present application provides a suspension bracket assembly and a vehicle. By providing a first reinforcing rib on the first side and a second reinforcing rib on the second side, the reinforcing rib on at least one side of the suspension bracket assembly is in a compressed state under any operating condition. This reduces the risk of fracture due to tensile stress, improves the overall mechanical properties of the suspension bracket assembly, and enhances the stability and reliability of the suspension bracket assembly under complex operating conditions. In addition, the suspension bracket assembly of the embodiment of the present application achieves improved mechanical properties with almost no increase in weight. This design not only meets the vehicle's requirements for lightweight and high strength suspension bracket assemblies, but also provides a strong guarantee for the reliable fixation of the vehicle powertrain and the optimization of vehicle performance.

[0060] Reference below Figure 1-2, an embodiment of the present application provides a suspension bracket assembly and a vehicle for connecting the vehicle body and powertrain. The suspension bracket assembly includes: a bracket body 100. Specifically, the bracket body 100 has a first side 110 and a second side 120, wherein the first side 110 faces the powertrain side and the second side 120 faces the vehicle body side. The first side 110 is connected to the powertrain and is used to absorb vibrations from the powertrain. The second side 120 can also absorb vibrations from the powertrain and is also used to fix the entire suspension bracket assembly to the vehicle body.

[0061] Furthermore, the suspension bracket assembly can also be provided with a retaining plate. The retaining plate is disposed on the periphery of the bracket body 100, i.e., surrounding the first side surface 110 and the second side surface 120. The retaining plate can provide additional support for the suspension bracket assembly, protecting its internal structure from external environmental influences, such as dust and water resistance, and can also help increase the strength and reliability of the bracket body 100. The specific design of the retaining plate can be determined based on the actual application scenario and requirements, and is not limited in this application.

[0062] The first side surface 110 and the second side surface 120 are opposite to each other along the thickness direction of the bracket body 100. The first side surface 110 is provided with a first reinforcing rib 111, and the second side surface 120 is provided with a second reinforcing rib 121. The reinforcing ribs can be made of metal materials, such as aluminum alloy, cast iron, steel, etc.

[0063] For ease of description, Figure 1 As shown, the first direction may be defined as the Z direction. Of course, in some examples, the first direction may also be the height direction, or the bottom-up direction. The second direction may be the X direction. The thickness direction of the bracket body 100 may be the Y direction.

[0064] It is understandable that when the ribs are subjected to both compressive and tensile stresses, the ribs exhibit greater compressive strength, meaning they are less likely to fracture under compressive stress. Conversely, ribs are more likely to fracture under tensile stress. Because the suspension assembly is subject to various excitations from the powertrain, and the magnitude and direction of these excitations vary under different operating conditions, placing the ribs on only one side of the suspension assembly could result in the ribs being subjected to a single tensile stress under a given excitation, leading to a risk of fracture. In particular, when the distance between the mounting point on the powertrain-facing side and the mounting point on the vehicle body-facing side of the suspension assembly is large, the stress on the ribs increases accordingly, further increasing the risk of fracture. Therefore, by providing ribs on both the first side 110 and the second side 120, the suspension assembly has one side consistently exposed to compressive stress, reducing the risk of fracture and improving the mechanical properties of the suspension assembly under different excitation conditions.

[0065] According to the suspension bracket assembly of the embodiment of the present application, by providing a first reinforcing rib 111 on the first side 110 and a second reinforcing rib 121 on the second side 120, the reinforcement ribs on at least one side of the suspension bracket assembly are in a compressed state under any working condition, thereby reducing the risk of fracture due to tensile stress, improving the overall mechanical properties of the suspension bracket assembly, and enhancing the stability and reliability of the suspension bracket assembly under complex working conditions. In addition, by arranging reinforcement ribs on both sides, the suspension bracket assembly solves the structural design difficulties of the suspension bracket assembly under high stress when the layout space is poor. In addition, the suspension bracket assembly of the embodiment of the present application achieves improved mechanical properties with almost no increase in weight. This design not only meets the vehicle's requirements for lightweight and high strength suspension bracket assemblies, but also provides a strong guarantee for the reliable fixation of the vehicle powertrain and the optimization of vehicle performance.

[0066] In a possible design, the first side surface 110 is provided with a plurality of first connection portions 130 , which are arranged along the circumference of the first side surface 110 , and the first reinforcement rib 111 is provided in an area enclosed by the connecting lines of the plurality of first connection portions 130 .

[0067] In order to better distribute the load and avoid stress concentration, the first reinforcing ribs 111 are arranged along at least two different directions.

[0068] It is understood that the first connection portion 130 provides a physical connection point between the suspension bracket assembly and the powertrain. Through the first connection portion 130, the powertrain can be firmly fixed to the suspension bracket assembly, ensuring that it remains stable under various operating conditions.

[0069] Thus, the multiple first connection portions 130 are arranged along the circumference of the first side 110, allowing the reinforcement ribs to be evenly distributed in key stress-bearing areas, ensuring a more stable structure for the first side 110. Multiple first connection portions 130 provide more connection points. By properly arranging the first connection portions 130 and reinforcement ribs, the stress on the first side 110 can be more evenly distributed under different operating conditions, preventing any particular area from being subjected to excessive stress.

[0070] In one possible design, the first reinforcing rib 111 includes a first sub-reinforcing rib 1111 along the first direction and a second sub-reinforcing rib 1112 along the second direction. There are multiple first sub-reinforcing ribs 1111 and second sub-reinforcing ribs 1112, and the first sub-reinforcing ribs 1111 and second sub-reinforcing ribs 1112 intersect.

[0071] Exemplarily, the number of first sub-reinforcement ribs 1111 and second sub-reinforcement ribs 1112 is related to the length of the suspension bracket assembly in the first and second directions. For example, if the length of the suspension bracket assembly in the first direction is shorter than the length of the suspension bracket assembly in the second direction, the number of first sub-reinforcement ribs 1111 is greater than the number of second sub-reinforcement ribs 1112. Furthermore, the spacing between the multiple first sub-reinforcement ribs 1111 is smaller than the spacing between the multiple second sub-reinforcement ribs 1112 to avoid stress concentration.

[0072] The first connection portion 130 is disposed at the intersection of the first sub-reinforcement rib 1111 and the second sub-reinforcement rib 1112. For example, the first connection portion 130 is disposed at the intersection of the first sub-reinforcement rib 1111 and the second sub-reinforcement rib 1112 and is located at the edge of the bracket body 100.

[0073] By arranging the ribs in two different directions (first sub-rib 1111 and second sub-rib 1112), the rigidity and strength of the suspension bracket assembly can be enhanced in different directions, helping to resist loads from different directions. Furthermore, the intersection of the first sub-rib 1111 and the second sub-rib 1112 forms a grid-like support structure. Positioning the first connecting portion 130 at the intersection of the first and second sub-ribs 1111, 1112, provides stronger localized support and improves the stability of the entire suspension bracket assembly.

[0074] In one possible design, along the height direction of the bracket body 100 and from top to bottom, the first sub-reinforcement rib 1111 includes a first reinforcement segment 1111a and a second reinforcement segment 1111b. The width of the first reinforcement segment 1111a in the thickness direction of the bracket body 100 is smaller than the width of the second reinforcement segment 1111b in the thickness direction of the bracket body 100.

[0075] For example, the first reinforcement section 1111a can be provided at the upper portion of the bracket body 100, and the second reinforcement section 1111b can be provided at the lower portion of the bracket body 100. Alternatively, the first reinforcement section 1111a can be a narrow strip-like structure to reduce weight while maintaining sufficient rigidity, while the second reinforcement section 1111b can be a wider plate-like structure to provide stronger local support and ensure the stability of the first connecting portion 130.

[0076] The first connection portions 130 are all located in the area where the second reinforcement section 1111 b is located.

[0077] It is understood that the second reinforcement section 1111b has a greater thickness or width, which means that it can provide stronger local rigidity and support. Placing the first connection portion 130 in this area can ensure that the connection point has enough material to withstand greater loads and stresses.

[0078] By dividing the first sub-reinforcement rib 1111 into first reinforcement segments 1111a and second reinforcement segments 1111b of varying widths, targeted reinforcement can be provided to different areas based on actual stress conditions. Furthermore, the wider second reinforcement segment 1111b provides stronger local support, particularly near the first connecting portion 130, helping to increase the rigidity and strength of the first connecting portion 130 and reduce local deformation.

[0079] In one possible design, the first sub-reinforcement rib 1111 also includes a transition connection section 1111c, the two ends of which are respectively connected to the first reinforcement section 1111a and the second reinforcement section 1111b, and the width of the transition connection section 1111c gradually increases along the height direction of the bracket body 100 and from top to bottom.

[0080] Optionally, each first sub-reinforcement rib 1111 includes a first reinforcement segment 1111a, a second reinforcement segment 1111b, and a transition segment 1111c. The transition segment 1111c is connected to the first reinforcement segment 1111a and the second reinforcement segment 1111b at both ends. The width of the transition segment 1111c gradually increases in a linear gradient.

[0081] In this way, the width of the transition connection section 1111c gradually increases, forming a smooth transition area, which helps to achieve a smooth transition of stress between reinforcement sections of different widths (the first reinforcement section 1111a and the second reinforcement section 1111b), so that the load can be more evenly distributed between different reinforcement sections, reducing stress peaks, avoiding stress concentration caused by sudden cross-sections, and improving the stability and reliability of the suspension bracket assembly.

[0082] In a possible design, the second reinforcing ribs 121 correspond one-to-one with the first reinforcing ribs 111 along the thickness direction of the bracket body 100 , and the corresponding first reinforcing ribs 111 and second reinforcing ribs 121 are in the same plane.

[0083] That is, a second reinforcing rib 121 is also provided on the second side surface 120. The second reinforcing rib 121 includes a plurality of sub-reinforcing ribs distributed along the first direction and the second direction. Each sub-reinforcing rib of the second reinforcing rib 121 can correspond to the first sub-reinforcing rib 1111 or the second sub-reinforcing rib 1112 in the first reinforcing rib 111. In other words, the second reinforcing ribs 121 and the first reinforcing rib 111, which correspond one-to-one in the thickness direction, can lie in the same YZ plane.

[0084] Thus, by arranging the first and second reinforcing ribs 111, 121 in a one-to-one correspondence along the thickness of the bracket body 100 and placing them in the same plane, a symmetrical reinforcement structure is formed. This significantly improves the rigidity and strength of the entire bracket body 100, allowing it to better withstand loads in all directions. Because the corresponding first and second reinforcing ribs 111, 121 are located in the same plane, they can work together in different directions, more effectively distributing the load, avoiding stress concentration at a single point, reducing localized high stress areas, and improving the stability of the suspension bracket assembly.

[0085] like Figure 6 As shown, in a possible design, the suspension bracket assembly further includes: a counterweight device 200, which is detachably mounted on the bracket body 100. For example, the counterweight device 200 may be an adjustable counterweight block 210. The counterweight device 200 may include a series of metal blocks of different weights, and the counterweight device 200 may be fixed to the bracket body 100 by bolts or other fasteners. The counterweight device 200 may be a magnetic counterweight module. The counterweight device 200 may include a set of magnetic counterweight modules that can be adsorbed to specific areas of the bracket body 100 by magnetic force.

[0086] Thus, by providing counterweight device 200, the suspension bracket assembly can flexibly adjust its natural modal frequency without changing its main structure, thereby avoiding the excitation frequency of the powertrain, thereby reducing vehicle vibration and improving the driving experience. Furthermore, if the natural modal frequency of the suspension bracket assembly needs to be adjusted during the actual vehicle testing phase, the natural modal frequency of the suspension bracket assembly can be changed simply by changing the shape and weight of counterweight device 200, without having to redesign and manufacture the entire suspension bracket assembly. This avoids the scrapping of the completed mold and significantly reduces costs.

[0087] In one possible design, the bracket body 100 further includes a mounting surface 140 at the top end along the height direction. Mounting surface 140 is provided with a plurality of second connecting portions 150 for connection to the vehicle body. Mounting surface 140 also includes mounting holes 160. Mounting surface 140 has a flat surface for mounting the plurality of second connecting portions 150. The structure and number of second connecting portions 150 can be determined based on actual practical scenarios and requirements and are not limited herein. Mounting holes 160 can be threaded holes provided on mounting surface 140 for connecting and securing the counterweight device 200.

[0088] Thus, by providing mounting holes 160 on mounting surface 140, the versatility of the suspension assembly can be improved. When the suspension assembly is used in different application scenarios, a correspondingly shaped counterweight 210 can be adaptively added based on the resonance between the suspension assembly and the powertrain to achieve a vibration-isolating effect without changing the main structure of the suspension assembly.

[0089] The counterweight device 200 may include: a counterweight block 210 and a fastener 220. The counterweight block 210 is provided with a connecting hole 221 that penetrates along the height direction. The counterweight block 210 is connected by the fastener 220 passing through the mounting hole 160 and the connecting hole 221. In addition, the counterweight block 210 is arranged at an interval from the second connecting part 150 to avoid interference between the counterweight block 210 and the vehicle body structure.

[0090] For example, the fastener 220 can be a bolt, a connecting pin, or the like, and can penetrate the connecting hole 221 of the counterweight 210 in the Z direction. The length of the fastener 220 is at least greater than the depth of the connecting hole 221, so that after the fastener 220 penetrates the connecting hole 221, the portion of the fastener 220 that extends beyond the connecting hole 221 can be inserted into the mounting hole 160, thereby achieving connection and fixation between the counterweight 210 and the bracket body 100.

[0091] In one possible design, mounting surface 140 is further provided with a pin hole 230 for inserting a pin to restrict the rotation of counterweight 210. This pin effectively prevents counterweight 210 from rotating due to vibration or other external forces during vehicle operation. This ensures that counterweight 210 remains in its intended position, thereby improving the stability of the suspension bracket assembly.

[0092] Further, Figure 3-5 The following are three views of the suspension bracket assembly provided in the embodiment of the present application. Specifically, Figure 3 This is a front view of the suspension bracket assembly provided in an embodiment of the present application. Figure 4 A side view of the suspension bracket assembly provided in an embodiment of the present application is shown. Figure 5 This is a top view of the suspension bracket assembly provided in an embodiment of the present application. Figure 3 The connection points in the middle dotted area are the installation points of the powertrain, and each connection point corresponds to the first connection portion 130 . Figure 5 The connection point in the middle A region is the installation point of the counterweight device 200. The connection point in the A region can be a mounting hole 160. Figure 5 The connection points in region B are the mounting points for the suspension cushion assembly. The connection points in region B can be second connection portions 150, with each connection point in region B corresponding to a second connection portion 150. The suspension bracket assembly connects to the suspension cushion assembly via second connection portions 150 in region B, and is then connected to the vehicle body via the suspension cushion assembly.

[0093] Further, Figure 7-9 The three views of the suspension bracket assembly and the counterweight device provided in the embodiment of the present application are as follows. Specifically, Figure 7 This is a front view of the suspension bracket assembly and the counterweight device provided in an embodiment of the present application. Figure 8 This is a side view of the suspension bracket assembly and the counterweight device provided in an embodiment of the present application. Figure 9 A top view of the suspension bracket assembly and the counterweight device provided in an embodiment of the present application. It should be understood that, under the premise of ensuring that the suspension bracket assembly does not break under the excitation of different working conditions, it is also necessary to ensure that the natural modal frequency of the suspension bracket assembly is different from the excitation frequency of the powertrain, so as to avoid resonance caused when the natural modal frequency of the suspension bracket assembly is the same as or close to the excitation frequency of the powertrain. If the suspension bracket assembly resonates with the powertrain, the vibration of the entire vehicle will increase, thereby affecting the driving experience of the vehicle. However, in the early stages of the design of the suspension bracket assembly, it is impossible to simulate its vibration performance under various working conditions, and thus it is impossible to determine whether the natural modal frequency of the suspension bracket assembly avoids the excitation frequency of the powertrain.

[0094] In this way, by providing the counterweight device 200, the suspension bracket assembly can flexibly adjust its natural modal frequency without changing its own main structure, thereby avoiding the excitation frequency of the powertrain, thereby reducing vehicle vibration and improving the vehicle driving experience. Moreover, if it is discovered during the actual vehicle testing phase that the natural modal frequency of the suspension bracket assembly needs to be adjusted, there is no need to redesign and manufacture the entire suspension bracket assembly. The natural modal frequency of the suspension bracket assembly can be changed simply by changing the shape and weight of the counterweight device 200, thereby avoiding the scrapping of the completed mold and significantly reducing costs. In addition, the counterweight device 200 has a simple structure, low development costs, and a short development cycle, avoiding the high development costs and long development cycles caused by redeveloping the suspension bracket assembly.

[0095] refer to Figure 10 and Figure 11 , Figure 10 The analysis results in are the natural modal frequency analysis results of the suspension bracket assembly without the counterweight device 200, and the natural modal frequency is 1806.69Hz. If the suspension bracket assembly does not resonate during the vehicle performance test phase, that is, the natural modal frequency of the suspension bracket assembly and the excitation frequency of the powertrain have been avoided under various working conditions, then the suspension bracket assembly does not need to carry the counterweight device 200. If the suspension bracket assembly without the counterweight device 200 resonates during the vehicle performance test phase, that is, the natural modal frequency of the suspension bracket assembly without the counterweight device 200 is the same as or close to the excitation frequency of the powertrain, then the natural modal frequency of the suspension bracket assembly can be changed by adding the counterweight device 200. As Figure 11As shown, Figure 11 The analysis results in Figure 2 show the natural modal frequency analysis of the suspension bracket assembly equipped with the counterweight device 200, with a natural modal frequency of 589.293 Hz. By installing the counterweight device 200, the natural modal frequency of the suspension bracket assembly is changed from 1806.69 Hz to 589.293 Hz, effectively avoiding the natural modal frequency of the suspension bracket assembly and the excitation frequency of the powertrain. Optionally, the counterweight block 210 in the counterweight device 200 can be made of QT450 (ductile iron) and weigh 1 kg.

[0096] In one possible design, the counterweight 210 is a metal piece. For example, the material of the counterweight 210 can be cast iron, steel, aluminum alloy, etc. The material of the counterweight 210 can be determined according to the actual application scenario and requirements, and this application does not limit this.

[0097] Thus, the metal counterweight 210 has a high density, providing a high mass within a small volume, allowing the counterweight 210 to be designed more compactly, taking up less space. The metal counterweight 210 has high strength and can withstand large loads without deformation or damage, ensuring that the counterweight 210 can operate stably under various operating conditions and is not prone to breakage or failure.

[0098] In addition, an embodiment of the present application further provides a vehicle, comprising the suspension bracket shown in any of the above embodiments.

[0099] By configuring the suspension bracket, at least one side reinforcement rib is compressed under any operating condition, thereby reducing the risk of fracture due to tensile stress, improving the overall mechanical properties of the suspension bracket assembly, and enhancing the stability and reliability of the suspension bracket assembly under complex operating conditions, thereby improving the stability of the vehicle. Furthermore, the suspension bracket assembly of the embodiment of the present application achieves improved mechanical properties with virtually no increase in weight. This design not only meets the vehicle's requirements for lightweight and high-strength suspension bracket assemblies, but also provides a strong guarantee for the reliable fixation of the vehicle's powertrain and the optimization of vehicle performance.

[0100] The serial numbers of the embodiments of this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are only preferred embodiments of this application and do not limit the scope of the patent of this application. Any equivalent structure or equivalent process transformation made by using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the scope of patent protection of this application.

Claims

1. A suspension bracket assembly, characterized in that: Used to connect the vehicle body and powertrain, the suspension bracket assembly includes: The bracket body (100) has a first side surface (110) facing the power assembly and a second side surface (120) facing the vehicle body, the first side surface (110) and the second side surface (120) being opposite to each other along a thickness direction of the bracket body (100), the first side surface (110) being provided with a first reinforcing rib (111), and the second side surface (120) being provided with a second reinforcing rib (121).

2. The suspension bracket assembly according to claim 1, characterized in that: The first side surface (110) is provided with a plurality of first connection portions (130), and the first connection portions (130) are arranged along the circumference of the first side surface (110). The first reinforcing rib (111) is provided in an area enclosed by a line connecting the plurality of first connecting portions (130).

3. The suspension bracket assembly according to claim 2, characterized in that: The first reinforcing rib (111) comprises a first sub-reinforcing rib (1111) along a first direction and a second sub-reinforcing rib (1112) along a second direction. There are multiple first sub-reinforcement ribs (1111) and multiple second sub-reinforcement ribs (1112), and the first sub-reinforcement ribs (1111) and the second sub-reinforcement ribs (1112) intersect with each other. The first connecting portion (130) is provided at the intersection of the first sub-reinforcement rib (1111) and the second sub-reinforcement rib (1112).

4. The suspension bracket assembly according to claim 3, characterized in that: Along the height direction of the bracket body (100) and in a direction from top to bottom, the first sub-reinforcement rib (1111) comprises a first reinforcement section (1111a) and a second reinforcement section (1111b). The width of the first reinforcement section (1111a) in the thickness direction of the bracket body (100) is smaller than the width of the second reinforcement section (1111b) in the thickness direction of the bracket body (100). The first connecting portions (130) are all located in the area where the second reinforcement section (1111b) is located.

5. The suspension bracket assembly according to claim 4, characterized in that: The first sub-reinforcement rib (1111) further comprises a transition connection section (1111c), the two ends of the transition connection section (1111c) being respectively connected to the first reinforcement section (1111a) and the second reinforcement section (1111b), and the width of the transition connection section (1111c) gradually increases along the height direction of the bracket body (100) and from top to bottom.

6. The suspension bracket assembly according to claim 1, characterized in that: The second reinforcing ribs (121) correspond one-to-one to the first reinforcing ribs (111) along the thickness direction of the bracket body (100), and the corresponding first reinforcing ribs (111) and second reinforcing ribs (121) are located in the same plane.

7. The suspension bracket assembly according to any one of claims 1 to 6, characterized in that: Also includes: A counterweight device (200) is detachably provided on the bracket body (100).

8. The suspension bracket assembly according to claim 7, characterized in that: The bracket body (100) further comprises a mounting surface (140) located at the top end in the height direction, the mounting surface (140) being provided with a plurality of second connection portions (150), the second connection portions (150) being used for connection to the vehicle body, and the mounting surface (140) being provided with mounting holes (160). The counterweight device (200) comprises a counterweight block (210) and a fastener (220); the counterweight block (210) is provided with a connection hole (221) penetrating along the height direction; the counterweight block (210) and the bracket body (100) are connected by the fastener (220) passing through the mounting hole (160) and the connection hole (221); and the counterweight block (210) and the second connecting portion (150) are arranged at intervals.

9. The suspension bracket assembly according to claim 8, characterized in that: The counterweight (210) is a metal piece.

10. A vehicle, characterized in that: The invention comprises the suspension bracket according to any one of claims 1 to 9.

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