Suspension assembly structure, suspension system and vehicle
By adopting a one-piece molded suspension assembly structure, non-collinear connection holes and multi-point support design, the problem of large space occupation of four-point suspension structure is solved, and efficient layout and performance improvement are achieved.
Patent Information
- Application Number
- CN202520195269.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-07
- Publication Date
- 2025-12-12
- Estimated Expiration
- 2035-02-07
AI Technical Summary
The existing four-point suspension structure results in a large overall space occupation, which is not conducive to achieving efficient layout within the limited space of the vehicle body, and cannot meet the suspension requirements of high-power motors.
The first bracket, mounting base and second bracket are integrally molded and have non-collinear connection holes and mounting holes. Combined with at least two bushings, the powertrain can be supported at multiple points, the force distribution can be optimized and the overall space occupied can be reduced.
While ensuring the performance of the suspension structure, it reduces the overall space occupied, improves torsional resistance and connection stability, reduces cost and weight, and improves the vehicle's economy and ease of assembly and maintenance.
Smart Images
Figure CN223657993U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of vehicle technology, and more specifically, to a suspension assembly structure and suspension system, and a vehicle. Background Technology
[0002] With the rapid development of vehicle technology, users are constantly raising their requirements for overall vehicle performance, especially for the NVH (Noise, Vibration, Harshness) performance, which directly affects the driving experience. As a key structure that isolates vibration and noise between the powertrain and the subframe or body, the performance of the vehicle's suspension structure directly affects the overall NVH performance of the vehicle.
[0003] Currently, for low-power powertrain engines or motors, a three-point mounting arrangement is sufficient to meet performance requirements. However, as engine or motor power increases, the requirements for the mountings also become more stringent. The three-point mounting arrangement can no longer meet the needs of high-power motors. To ensure NVH and driving performance, and more importantly, to guarantee the durability of the high-power motor mounting bushings, a four-point mounting has become the mainstream design. However, the existing four-point mounting structure generally uses individual, dispersed mounting structures, resulting in a large overall space occupation, which is not conducive to achieving efficient layout within the limited space of the vehicle body. Utility Model Content
[0004] The problem this invention addresses is how to reduce the overall space occupied by the suspension structure while ensuring its performance.
[0005] To solve the above problems, this utility model provides a suspension assembly structure, a suspension system, and a vehicle.
[0006] In a first aspect, the present invention provides a suspension assembly structure, including a bushing and an integrally formed first bracket, a mounting base and a second bracket connected in sequence. The mounting base is provided with at least two mounting holes, each of which is used to install one of the bushings. One of the first bracket and the second bracket is provided with at least one connecting hole, and the other is provided with at least two connecting holes. At least three of the connecting holes on the first bracket and the second bracket are not collinear.
[0007] Optionally, the mounting hole extends through the mounting base in the direction from the first bracket to the second bracket; and all the mounting holes on the mounting base are spaced apart.
[0008] Optionally, one end of the mounting base located in the axial direction of the mounting hole forms a first clearance area with the first bracket, and the other end forms a second clearance area with the second bracket;
[0009] And / or, the first bracket and the second bracket are used for detachable connection to the vehicle's subframe or body at the connection hole via fasteners.
[0010] Optionally, the first clearance area is located on the side of the first bracket away from the subframe, and the second clearance area is located on the side of the second bracket away from the subframe; the first bracket, the mounting base, and the second bracket together form an accommodating area facing the subframe.
[0011] Alternatively, the first clearance area is located on the side of the first bracket away from the vehicle body, and the second clearance area is located on the side of the second bracket away from the vehicle body; the first bracket, the mounting base, and the second bracket together form a receiving area facing one side of the vehicle body.
[0012] Optionally, the suspension assembly structure further includes a first reinforcing rib and a second reinforcing rib, the first reinforcing rib protruding on the side of the first bracket facing the receiving area, and the second reinforcing rib protruding on the side of the second bracket facing the receiving area.
[0013] Optionally, the suspension assembly structure further includes a third reinforcing rib, which protrudes from the side wall of the mounting base.
[0014] Optionally, the connecting hole adopts a countersunk hole structure.
[0015] Secondly, the present invention provides a suspension system, including at least one suspension assembly structure as described in the first aspect.
[0016] Thirdly, this utility model provides a vehicle, including the suspension assembly structure as described in the first aspect or the suspension system as described in the second aspect.
[0017] Optionally, the vehicle further includes a subframe and a powertrain; the powertrain is connected to the subframe at least via the suspension assembly structure.
[0018] The beneficial effects of this utility model's suspension assembly structure, suspension system, and vehicle are as follows: The suspension assembly structure of this utility model reduces the overall space occupied while ensuring and improving the corresponding performance of the suspension structure. Specifically, by adopting an integrally molded first bracket, mounting base, and second bracket, the structural strength is ensured, while also facilitating weight reduction. By setting at least two bushings to connect the powertrain to the vehicle subframe or body, multi-point support for the powertrain is achieved, avoiding the space occupation problem caused by the separate setting of each suspension in traditional multi-point suspensions. This effectively saves internal vehicle space and provides greater flexibility for the layout of other key components. Simultaneously, this integrated design with multiple suspension points significantly reduces the cost and weight of the vehicle's suspension structure, improving the vehicle's economy, energy efficiency, and ease of assembly and maintenance. By setting at least three non-collinear connecting holes (or connecting points) on the first and second brackets, the stress distribution of the assembled suspension assembly structure is optimized, improving the torsional resistance and connection stability of the suspension assembly structure, effectively avoiding deformation or loosening caused by stress concentration, and further enhancing the durability and reliability of the suspension assembly structure. Attached Figure Description
[0019] Figure 1 This is a schematic diagram of one embodiment of the suspension assembly structure of this utility model;
[0020] Figure 2 This is an exploded structural diagram of the suspension assembly structure in an embodiment of the present utility model;
[0021] Figure 3 This is a schematic diagram of one embodiment of the suspension assembly structure of this utility model;
[0022] Figure 4 This is a schematic diagram of one embodiment of the suspension assembly structure of this utility model;
[0023] Figure 5 This is a schematic diagram of the connection between the suspension assembly structure and the subframe in an embodiment of this utility model.
[0024] Explanation of reference numerals in the attached figures:
[0025] 1. First bracket; 2. Mounting base; 21. Mounting hole; 3. Second bracket; 4. Bushing; 5. Connecting hole; 61. First clearance area; 62. Second clearance area; 63. Accommodation area; 71. First reinforcing rib; 72. Second reinforcing rib; 73. Third reinforcing rib; 8. Subframe. Detailed Implementation
[0026] To make the above-mentioned objects, features, and advantages of this utility model more apparent and understandable, specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings. Although some embodiments of this utility model are shown in the drawings, it should be understood that this utility model can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this utility model. It should be understood that the drawings and embodiments of this utility model are for illustrative purposes only and are not intended to limit the scope of protection of this utility model.
[0027] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this utility model are only used to distinguish different devices, modules, or units, and are not used to limit the order of functions performed by these devices, modules, or units or their interdependencies.
[0028] It should be noted that the terms "one" and "multiple" used in this utility model are illustrative rather than restrictive. Those skilled in the art should understand that, unless explicitly stated otherwise in the context, they should be understood as "one or more". The term "connection" used in this utility model, unless specifically stated otherwise, can refer to a direct connection, an indirect connection via one or more intermediate components, a detachable connection, welding, or an integral connection.
[0029] Combination Figures 1-4 As shown, this utility model embodiment provides a suspension assembly structure, including a bushing 4 and an integrally formed first bracket 1, a mounting base 2 and a second bracket 3 connected in sequence. The mounting base 2 is provided with at least two mounting holes 21, each mounting hole 21 for mounting a bushing 4; one of the first bracket 1 and the second bracket 3 is provided with at least one connecting hole 5, and the other is provided with at least two connecting holes 5, and at least three of the connecting holes 5 on the first bracket 1 and the second bracket 3 are not collinear.
[0030] In this embodiment, the suspension assembly structure is used to install on the vehicle's subframe 8 or body to connect the vehicle's powertrain (such as a motor or engine) to the subframe 8 or body, thereby suspending the powertrain and achieving vibration isolation, noise attenuation, etc., to optimize the vehicle's overall NVH (Noise, Vibration, Harshness) performance and improve the user's driving experience.
[0031] Specifically, the first bracket 1, mounting base 2, and second bracket 3 of the suspension assembly structure are integrally formed (e.g., using die casting or injection molding processes) and connected sequentially to improve the overall structural strength of the suspension assembly structure and facilitate its lightweight design, reducing its weight (compared to welded structures). Both the first bracket 1 and the second bracket 3 are provided with connection holes 5 for installing fasteners, allowing for a detachable connection between the suspension assembly structure and the vehicle's subframe 8 or body via the first bracket 1 and the second bracket 3, thus improving the ease of assembly and disassembly of the suspension assembly structure. The bushing 4 of the suspension assembly structure is installed in the mounting hole 21. If the bushing 4 is press-fitted to the mounting seat 2 at the mounting hole 21, the connection between the bushing 4 and the mounting seat 2 is guaranteed to be stable. The suspension assembly structure is connected to the vehicle's powertrain through the bushing 4. Based on the characteristics of the bushing 4 (such as using elastic materials such as rubber or polyurethane), vibration isolation is achieved to reduce the noise and vibration transmitted from the powertrain to the vehicle body or subframe 8.
[0032] For multi-point mounting of the vehicle's powertrain (such as three-point, four-point, and five-point mounting), it can be achieved through multiple mounting assembly structures as shown in this embodiment, or through the combination of multiple mounting assembly structures as shown in this embodiment with other mounting structures in related technologies. In this embodiment, the mounting base 2 is provided with at least two mounting holes 21, each mounting hole 21 for mounting a bushing 4. That is, the mounting assembly structure is provided with at least two bushings 4 for connecting with the vehicle's powertrain, so as to achieve multi-point support for the vehicle's powertrain on a single mounting assembly structure. In this way, by using a single mounting assembly structure, multiple (i.e., at least two) mounting points in the multi-point mounting of the vehicle's powertrain can be integrated. While ensuring the performance of the mounting structure (such as dynamic stiffness performance), it can effectively avoid the situation where each mounting structure is set up separately and dispersed in a multi-point mounting system, resulting in a large overall space occupied by the mounting structure, which is not conducive to achieving efficient layout within the limited space of the vehicle body. This effectively saves the space occupied by the vehicle's internal mounting structure and makes it easier to set up the vehicle's internal mounting structure more centrally, freeing up more internal space and providing greater flexibility for the placement of other key vehicle components (such as battery packs, thermal management systems, or other vehicle subsystems). This achieves efficient layout within the limited space of the vehicle body, improving overall vehicle performance and integration. Furthermore, the use of a suspension assembly structure integrating multiple mounting points, compared to multiple suspension structures with individual and dispersed mounting points, can effectively reduce costs and weight, thereby improving the overall economy and energy efficiency of the vehicle. It also simplifies vehicle assembly and maintenance processes, increasing efficiency and reducing the difficulty and convenience of assembling and maintaining the vehicle's suspension structure. In summary, compared to suspension structures with individual and dispersed mounting points, a suspension assembly structure integrating multiple mounting points has significant advantages in cost control, lightweighting, integration, performance optimization, and flexible adaptation.
[0033] One of the first bracket 1 and the second bracket 3 is provided with at least one connection hole 5, and the other is provided with at least two connection holes 5. At least three of the connection holes 5 on the first bracket 1 and the second bracket 3 are not collinear, so as to ensure that the connection points between the suspension assembly structure and the vehicle subframe 8 or body are not collinear. This optimizes the force distribution of the suspension assembly structure, enabling it to more evenly distribute the vibration and impact forces transmitted by the powertrain (to the vehicle subframe 8 or body), thereby reducing abnormal vibrations or noise that may occur during vehicle operation, further improving the NVH performance of the whole vehicle, and enhancing the connection stability and torsional resistance between the suspension assembly structure and the vehicle subframe 8 or body. This effectively avoids excessive deformation or loosening at the connection due to force concentration, and improves the durability and reliability of the suspension assembly structure.
[0034] In this way, the suspension assembly structure reduces the overall space occupied while ensuring and improving the corresponding performance of the suspension structure. Specifically, by adopting a one-piece molded first bracket 1, mounting base 2, and second bracket 3, the structural strength is ensured, while also facilitating weight reduction. By setting at least two bushings 4 to connect the powertrain to the vehicle subframe 8 or body, multi-point support for the powertrain is achieved, avoiding the space occupation problem caused by the separate setting of each suspension in traditional multi-point suspensions. This effectively saves internal space in the vehicle body and provides greater flexibility for the layout of other key components. At the same time, this integrated design that integrates multiple suspension points can also significantly reduce the cost and weight of the vehicle suspension structure, improving the vehicle's economy, energy efficiency, and ease of assembly and maintenance. By setting at least three non-collinear connecting holes 5 (or connecting points) on the first bracket 1 and second bracket 3, the stress distribution of the assembled suspension assembly structure is optimized, improving the torsional resistance and connection stability of the suspension assembly structure, effectively avoiding deformation or loosening caused by stress concentration, and further improving the durability and reliability of the suspension assembly structure.
[0035] Optionally, combined Figure 2 , Figure 4 As shown, the mounting hole 21 is provided through the mounting base 2 in the direction from the first bracket 1 to the second bracket 3; and all the mounting holes 21 on the mounting base 2 are spaced apart.
[0036] In this embodiment, each mounting hole 21 on the mounting base 2 is provided through the mounting base 2 in the direction from the first bracket 1 to the second bracket 3 (or the thickness direction of the mounting base 2, which is denoted as the first direction). That is, the mounting hole 21 is a through hole structure, and the axial direction of the mounting hole 21 is parallel to or close to the first direction (e.g., the angle between the axial direction of the mounting hole 21 and the first direction is not greater than a first preset angle, wherein the first preset angle can be set according to actual needs). This facilitates the installation and fixation of the bushing 4 at the mounting hole 21. At the same time, all the mounting holes 21 on the mounting base 2 are spaced apart to avoid the structural strength of the mounting base 2 being weakened due to the distance between the mounting holes 21 being too close, and to avoid the connection structure used to connect the vehicle powertrain and the suspension assembly structure being too close and interfering with each other. This improves the convenience of assembly or disassembly between the suspension assembly structure and the powertrain. Moreover, the spaced distribution of the mounting holes 21 can optimize the stress state of the mounting base 2, reduce stress concentration areas, and thus improve the overall durability and reliability of the suspension assembly structure. In addition, since the bushing 4 is set along the first direction, and the mounting base 2 extends along the direction perpendicular to the first direction, the connection and contact area between the first bracket 1, the second bracket 3 and the mounting base 2 is increased, which can further improve the overall structural strength of the suspension assembly structure and facilitate the suspension assembly structure to reduce the space occupied in the first direction.
[0037] Optionally, based on the fact that the first bracket 1 and the second bracket 3 are provided with at least three non-collinear connecting holes 5 (or connecting points), for the bracket (first bracket 1 and / or second bracket 3) with at least two connecting holes 5, the multiple connecting holes 5 provided on the bracket can be spaced apart along the direction perpendicular to the first direction (i.e., the extension direction of the mounting seat 2). In this way, based on the fact that the mounting seat 2 extends along the direction perpendicular to the first direction, the multiple connecting holes 5 on the corresponding bracket (first bracket 1 and / or second bracket 3) are also arranged along the direction perpendicular to the first direction (i.e., spaced apart), so as to increase the area of the mounting seat 2 for connection and contact with the corresponding bracket, while increasing the stability of the corresponding bracket when connected to the subframe 8 (or body), thereby improving the stability of the suspension assembly structure when connected to the subframe 8 (or body), and making it easier for the bracket with at least two connecting holes 5 to reduce the space occupied in the first direction, thereby reducing the space occupied by the suspension assembly structure in the first direction, and thus facilitating the efficient layout within the limited space of the vehicle body.
[0038] Optionally, combined Figure 1 , Figure 2 and Figure 4 As shown, one end of the mounting base 2 located in the axial direction of the mounting hole 21 forms a first clearance area 61 with the first bracket 1, and the other end forms a second clearance area 62 with the second bracket 3.
[0039] In this embodiment, the end faces of the mounting base 2 located at both ends of the mounting hole 21 along the axial direction form a clearance zone between the first bracket 1 and the second bracket 3, respectively. This clearance zone is used to avoid components and parts of the vehicle powertrain that are connected to the suspension assembly structure. On the one hand, this provides sufficient installation space for the assembly between the suspension assembly structure and the vehicle powertrain, avoiding installation difficulties or interference due to insufficient space. On the other hand, it allows the mounting base 2 of the vehicle powertrain and the suspension assembly structure to be closer together, thereby shortening the connection path between the vehicle powertrain and the bushing 4 set on the mounting base 2. This reduces the space occupied by the connected vehicle powertrain and suspension assembly structure in the axial direction of the bushing 4, achieving a compact layout, improving the utilization rate of the vehicle's interior space, and further enhancing the integrated design of the vehicle's performance. Moreover, because the mounting base 2 of the vehicle powertrain and the suspension assembly structure is closer together, the role of the bushing 4 in the vibration transmission path is enhanced, allowing the elastic characteristics of the bushing 4 to be better utilized, further improving the vibration isolation effect, and thus effectively improving the vehicle's NVH performance. For example, the end face of the mounting base 2 at one end in the axial direction of the mounting hole 21 (which corresponds to the upper side of the first bracket 1) and the upper side of the first bracket 1 together form a first clearance area 61, and the end face of the mounting base 2 at the other end in the axial direction of the mounting hole 21 (which corresponds to the upper side of the second bracket 3) and the upper side of the second bracket 3 together form a second clearance area 62.
[0040] Optionally, combined Figure 5 As shown, the first bracket 1 and the second bracket 3 are used to be detachably connected to the vehicle's subframe 8 or body at the connection hole 5 by fasteners.
[0041] In this embodiment, the first bracket 1 and the second bracket 3 in the suspension assembly structure are used to achieve a detachable connection with the vehicle subframe 8 (or body) through fasteners at the connection hole 5, thereby facilitating the assembly and disassembly of the suspension assembly structure on the subframe 8 (or body) and improving maintenance convenience. Furthermore, when the first bracket 1 and the second bracket 3 are detachably connected to the subframe 8 through fasteners, based on the subframe 8's location and structural design characteristics, the subframe 8 can further buffer and absorb vibrations from the powertrain transmitted by the suspension assembly structure, reducing the possibility of vibration and noise being directly transmitted to the body, thereby improving the overall NVH (noise, vibration, and harshness) performance of the vehicle.
[0042] Optionally, the first clearance area 61 is located on the side of the first bracket 1 away from the subframe 8, and the second clearance area 62 is located on the side of the second bracket 3 away from the subframe 8; the first bracket 1, the mounting base 2, and the second bracket 3 together form an accommodating area 63 facing the side of the subframe 8.
[0043] In this embodiment, the powertrain is connected to the vehicle subframe 8 via the suspension assembly structure. The first clearance area 61 is located on the side of the first bracket 1 away from the subframe 8, and is used to avoid powertrain components or other vehicle structural components that may be adjacent to the first bracket 1, so as to avoid interference or insufficient space during assembly. The second clearance area 62 is located on the side of the second bracket 3 away from the subframe 8, and has a similar function to the first clearance area 61, ensuring that the powertrain and suspension assembly structure have sufficient operating space during installation or disassembly. Furthermore, the first bracket 1, the mounting base 2, and the second bracket 3 together form a receiving area 63 facing the subframe 8. On the one hand, the receiving area 63 can be used to accommodate the corresponding components of the vehicle, which helps to reduce the space occupied by the suspension assembly structure in the vertical direction. On the other hand, the formation of the receiving area 63 can reduce the amount of material used in the suspension assembly structure, thereby reducing the overall weight and manufacturing cost of the suspension assembly structure. Furthermore, the open design of the receiving area 63 increases the surface area of the suspension assembly structure, which helps to assist the powertrain components in heat dissipation, reduces temperature accumulation, thereby improving the thermal management performance of the powertrain and enhancing the overall vehicle operating stability.
[0044] Optionally, the first clearance area 61 is located on the side of the first bracket 1 away from the vehicle body, and the second clearance area 62 is located on the side of the second bracket 3 away from the vehicle body; the first bracket 1, the mounting base 2, and the second bracket 3 together form the receiving area 63 facing the side of the vehicle body.
[0045] In this embodiment, the powertrain is connected to the vehicle body via a suspension assembly structure. The first clearance area 61 is located on the side of the first bracket 1 facing away from the vehicle body, used to avoid powertrain components or other vehicle structural components that may be adjacent to the first bracket 1, thus avoiding interference or insufficient space during assembly. The second clearance area 62 is located on the side of the second bracket 3 facing away from the vehicle body, and has a similar function to the first clearance area 61, ensuring sufficient operating space for the powertrain and suspension assembly structure during installation or disassembly. Moreover, the first bracket 1, the mounting base 2, and the second bracket 3 together form a receiving area 63 on the side facing the vehicle body. On the one hand, the receiving area 63 can be used to accommodate the corresponding vehicle components, which helps to reduce the space occupied by the suspension assembly structure in the vertical direction. On the other hand, the formation of the receiving area 63 can reduce the amount of material used in the suspension assembly structure, thereby reducing the overall weight and manufacturing cost of the suspension assembly structure. Furthermore, the open design of the receiving area 63 increases the surface area of the suspension assembly structure, which helps to assist the powertrain components in heat dissipation, reduces temperature accumulation, and thus improves the thermal management performance of the powertrain and enhances the overall vehicle operating stability.
[0046] Optionally, combined Figures 1-4 As shown, the suspension assembly structure also includes a first reinforcing rib 71 and a second reinforcing rib 72. The first reinforcing rib 71 protrudes from the side of the first bracket 1 facing the receiving area 63, and the second reinforcing rib 72 protrudes from the side of the second bracket 3 facing the receiving area 63.
[0047] In this embodiment, the suspension assembly structure includes a first reinforcing rib 71 and a second reinforcing rib 72, which protrude from the sides of the first bracket 1 and the second bracket 3 facing the receiving area 63, respectively, to further enhance the overall strength and rigidity of the suspension assembly structure. Specifically, the first reinforcing rib 71 protrudes from the side of the first bracket 1 facing the receiving area 63 to improve the rigidity and deformation resistance of the first bracket 1; the second reinforcing rib 72 is disposed on the side of the second bracket 3 facing the receiving area 63 to improve the rigidity and deformation resistance of the second bracket 3.
[0048] In this way, by setting the first reinforcing rib 71 and the second reinforcing rib 72, the stability of the suspension assembly structure under stress conditions is effectively improved. Especially under the dynamic load generated by the operation of the powertrain, it can suppress the vibration and deformation of the suspension assembly structure and improve the overall durability of the suspension assembly structure. Moreover, the setting of the first reinforcing rib 71 and the second reinforcing rib 72 reasonably disperses the load acting on the suspension assembly structure, reduces the stress concentration area, and can avoid fatigue cracks or structural failure caused by excessive local stress, further improving the reliability of the suspension assembly structure. Furthermore, the setting of the first reinforcing rib 71 and the second reinforcing rib 72 can reduce the material increment to the minimum while achieving enhanced rigidity, thus ensuring the strength of the suspension assembly structure while taking into account the requirements of lightweight design.
[0049] For example, the position and shape of the first reinforcing rib 71 and the second reinforcing rib 72 on the corresponding bracket can be set according to actual needs.
[0050] Optionally, combined Figures 1-4 As shown, the suspension assembly structure also includes a third reinforcing rib 73, which protrudes from the side wall of the mounting base 2.
[0051] In this embodiment, the third reinforcing rib 73 of the suspension assembly structure protrudes from the side wall of the mounting base 2 to further enhance the structural strength and stability of the mounting base 2. This effectively enhances the local rigidity and overall deformation resistance of the mounting base 2, providing a stable guarantee for the connection between the bushing 4 mounted on the mounting base 2 and the powertrain. Specifically, since the operation of the powertrain generates complex vibrations and loads, the mounting base 2, as a crucial connecting component of the suspension assembly structure, must withstand various stresses such as tension, compression, and torsion over a long period. By providing the third reinforcing rib 73 on the side wall of the mounting base 2, stress concentration can be significantly reduced, lowering the risk of fatigue damage to the structure, thereby improving the fatigue resistance of the mounting base 2 and extending the service life of the mounting base 2 and the suspension assembly structure. Furthermore, by locally providing the third reinforcing rib 73 on the side wall of the mounting base 2, the strength can be increased without comprehensively thickening the side wall of the mounting base 2. This ensures the structural strength of the mounting base 2 while minimizing material usage, meeting the lightweight requirements of the suspension assembly structure.
[0052] Optionally, the third reinforcing rib 73 can be arranged on the side wall of the mounting base 2 along the height direction or circumference direction of the mounting base 2. Its specific shape can be straight, curved or grid-like, etc., and the specific setting position and shape can be set according to actual needs.
[0053] Optionally, combined Figures 1-3 As shown, the connecting hole 5 adopts a countersunk hole structure.
[0054] In this embodiment, the connecting hole 5 adopts a countersunk hole structure design, that is, an enlarged groove is set at the entrance of the connecting hole 5. The size and shape of the groove can match the head of the fastener (such as bolt head or nut) used, so that the head of the fastener can be fully embedded in the groove. On the one hand, it enhances the aesthetics and practicality of the connection between the suspension assembly structure and the vehicle subframe 8 or body, and avoids interference or safety hazards that may be caused when the fastener protrudes from the surface of the corresponding bracket. On the other hand, the countersunk hole structure allows the fastener head to fully fit with the inner wall surface of the groove, providing a larger force-bearing area, making the force on the connection between the fastener and the suspension assembly structure more uniform. It avoids the situation where shear force is directly applied around the fastener head due to the fastener head being exposed outside the connecting hole 5, which leads to stress concentration, thus improving the durability and service life of the fastener. Furthermore, the countersunk hole structure can effectively prevent the fastener head from sliding or shifting during the connection process, ensuring that the fastener is fixed in place, thereby improving the reliability of the connection and ensuring the long-term stable connection between the suspension assembly structure and the subframe 8 or body.
[0055] Another embodiment of the present invention provides a suspension system including at least one of the above-described suspension assembly structures.
[0056] In this embodiment, the suspension system includes at least one of the aforementioned suspension assembly structures for realizing multi-point suspension of the vehicle's powertrain (such as three-point, four-point, or five-point suspension). For example, the suspension system can realize multi-point suspension of the vehicle's powertrain through multiple suspension assembly structures; alternatively, the suspension system may also include other suspension structures from the related art, using the aforementioned suspension assembly structure in conjunction with other suspension structures from the related art to realize multi-point suspension of the vehicle's powertrain. By employing the aforementioned suspension assembly structure, and by using an integrally formed first bracket 1, mounting base 2, and second bracket 3, the suspension system ensures its structural strength while facilitating weight reduction. By setting at least two bushings 4 to connect the powertrain to the vehicle subframe 8 or body, multi-point support for the powertrain is achieved, avoiding the space occupation problem caused by the separate setting of each suspension in traditional multi-point suspensions. This effectively saves internal vehicle space and provides greater flexibility for the layout of other key components. At the same time, this integrated design that integrates multiple suspension points can also significantly reduce the cost and weight of the vehicle suspension structure, improving the vehicle's economy, energy efficiency, and ease of assembly and maintenance. By setting at least three non-collinear connecting holes 5 (or connecting points) on the first bracket 1 and the second bracket 3, the stress distribution of the assembled suspension assembly structure is optimized, improving the torsional resistance and connection stability of the suspension assembly structure, effectively avoiding deformation or loosening caused by stress concentration, and further improving the durability and reliability of the suspension assembly structure.
[0057] Another embodiment of the present invention provides a vehicle including the above-described suspension assembly structure or the above-described suspension system.
[0058] In this embodiment, the vehicle utilizes the aforementioned suspension assembly structure or suspension system to connect the powertrain to the vehicle subframe 8 or body, thereby suspending the powertrain and achieving vibration isolation and noise attenuation. This optimizes the vehicle's overall NVH (Noise, Vibration, Harshness) performance and enhances the user's driving experience. The suspension system, employing the aforementioned suspension assembly structure, utilizes an integrated first bracket 1, mounting base 2, and second bracket 3, ensuring structural strength while facilitating weight reduction. By setting at least two bushings 4 to connect the powertrain to the vehicle subframe 8 or body, multi-point support for the powertrain is achieved, avoiding the space-consuming issues associated with individual suspension setups in traditional multi-point suspension systems. This effectively saves interior space and provides greater flexibility for the layout of other key components. Furthermore, this integrated design with multiple suspension points significantly reduces the cost and weight of the vehicle's suspension structure, improving the vehicle's economy, energy efficiency, and ease of assembly and maintenance. By setting at least three non-collinear connection holes 5 (or connection points) on the first bracket 1 and the second bracket 3, the stress distribution of the assembled suspension assembly structure is optimized, the torsional resistance and connection stability of the suspension assembly structure are improved, deformation or loosening caused by stress concentration is effectively avoided, and the durability and reliability of the suspension assembly structure are further improved.
[0059] Optionally, the vehicle also includes a subframe 8 and a powertrain; the powertrain is connected to the subframe 8 at least via a suspension assembly structure.
[0060] In this embodiment, the vehicle includes the aforementioned suspension assembly structure or suspension system, as well as a subframe 8 and a powertrain. The aforementioned suspension assembly structure or suspension system is at least used to connect the powertrain to the vehicle subframe 8, thereby suspending the powertrain and achieving vibration isolation, noise attenuation, etc., to optimize the overall NVH (Noise, Vibration, Harshness) performance of the vehicle and improve the user's driving experience. Specifically, by connecting the powertrain to the vehicle subframe 8, based on the subframe 8's location and structural design characteristics, the subframe 8 further buffers and absorbs vibrations from the powertrain transmitted by the suspension assembly structure, reducing the possibility of vibration and noise being directly transmitted to the vehicle body, thereby further improving the overall NVH performance of the vehicle.
[0061] Although the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.
Claims
1. A suspension assembly structure, characterized in that, The device includes a bushing (4) and an integrally formed first bracket (1), a mounting base (2), and a second bracket (3) connected in sequence. The mounting base (2) has at least two mounting holes (21), each of which is used to install one bushing (4). One of the first bracket (1) and the second bracket (3) has at least one connecting hole (5), and the other has at least two connecting holes (5). At least three of the connecting holes (5) on the first bracket (1) and the second bracket (3) are not collinear.
2. The suspension assembly structure as described in claim 1, characterized in that, The mounting hole (21) is provided through the mounting base (2) in the direction from the first bracket (1) to the second bracket (3); and all the mounting holes (21) on the mounting base (2) are spaced apart.
3. The suspension assembly structure as described in claim 1, characterized in that, The mounting base (2) has one end located in the axial direction of the mounting hole (21) and forms a first clearance area (61) with the first bracket (1), and the other end forms a second clearance area (62) with the second bracket (3); And / or, the first bracket (1) and the second bracket (3) are used to be detachably connected to the vehicle's subframe (8) or body at the connection hole (5) by fasteners.
4. The suspension assembly structure as described in claim 3, characterized in that, The first clearance area (61) is located on the side of the first bracket (1) away from the subframe (8), and the second clearance area (62) is located on the side of the second bracket (3) away from the subframe (8); the first bracket (1), the mounting base (2) and the second bracket (3) together form a receiving area (63) facing the side of the subframe (8); Alternatively, the first clearance area (61) is located on the side of the first bracket (1) away from the vehicle body, and the second clearance area (62) is located on the side of the second bracket (3) away from the vehicle body; the first bracket (1), the mounting base (2) and the second bracket (3) together form a receiving area (63) facing the side of the vehicle body.
5. The suspension assembly structure as described in claim 4, characterized in that, The suspension assembly structure also includes a first reinforcing rib (71) and a second reinforcing rib (72). The first reinforcing rib (71) protrudes from the side of the first bracket (1) facing the receiving area (63), and the second reinforcing rib (72) protrudes from the side of the second bracket (3) facing the receiving area (63).
6. The suspension assembly structure as described in any one of claims 1-5, characterized in that, The suspension assembly structure also includes a third reinforcing rib (73), which protrudes from the side wall of the mounting base (2).
7. The suspension assembly structure as described in any one of claims 1-5, characterized in that, The connecting hole (5) adopts a countersunk hole structure.
8. A suspension system, characterized in that, It includes at least one suspension assembly structure as described in any one of claims 1-7.
9. A vehicle, characterized in that, Includes the suspension assembly structure as described in any one of claims 1-7 or the suspension system as described in claim 8.
10. The vehicle as claimed in claim 9, characterized in that, It also includes a subframe (8) and a powertrain; the powertrain is connected to the subframe (8) at least via the suspension assembly structure.