Double-sizing-material commercial vehicle power assembly suspension

Abstract

The utility model discloses a double-rubber commercial vehicle power assembly suspension, which relates to the technical field of automobile parts, and comprises a bracket and a support arranged in the bracket, the outer wall of at least one side of the support is provided with main spring rubber, and the main spring rubber is made of natural rubber with low dynamic-static ratio; limiting rubber is arranged on the outer wall of at least one side of the support, and the limiting rubber is made of high-hardness wear-resistant rubber. During vulcanization, low-dynamic-static-ratio rubber is injected into the main spring part, it is guaranteed that a power assembly provides good NVH performance when in a linear section, and the requirement for driving and riding comfort is met; the rubber of the limiting part is filled with preheated high-hardness wear-resistant rubber, it is guaranteed that the limiting rubber is not prone to being abraded when the power assembly is in the non-linear section, the linear section is kept not to be lengthened, therefore, a main spring is protected, and the service life of the suspension is prolonged.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, specifically a dual-rubber commercial vehicle powertrain mounting system. Background Technology

[0002] The current commercial vehicle market requires powertrain mounts to meet both driving comfort and a 2-3 times increase in service life. Traditional powertrain mounts cannot achieve both through limiting structure design, so a novel dual-rubber commercial vehicle powertrain mount needs to be designed. Utility Model Content

[0003] To address the shortcomings of existing technologies, the purpose of this utility model is to provide a dual-rubber commercial vehicle powertrain mount. During vulcanization, the main spring portion is injected with rubber of a low dynamic-to-static ratio to ensure that the powertrain provides better NVH performance in the linear segment, meeting the requirements for driving comfort. The limiting portion uses preheated high-hardness wear-resistant rubber to ensure that the limiting rubber is not easily worn in the non-linear segment of the powertrain, preventing the linear segment from being stretched and thus protecting the main spring and extending the service life of the mount.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is: a dual-rubber commercial vehicle powertrain suspension, including a bracket and a support set in the bracket, wherein at least one outer wall of the support is provided with a main spring rubber, which is made of natural rubber with a low dynamic-to-static ratio; and at least one outer wall of the support is provided with a limiting rubber, which is made of high-hardness wear-resistant rubber.

[0005] A further improvement is that the bracket is provided with a chamber for accommodating the support, the chamber having a hexagonal structure that runs vertically through the frame, including a front wall, a rear wall, two front side walls and two rear side walls.

[0006] A further improvement is that the bracket includes a front body and a rear body connected together. The front side of the front body is a first opposing surface opposite to the front wall, and the left and right sides of the front body are second opposing surfaces opposite to the two front side walls. The rear side of the rear body is a third opposing surface opposite to the rear wall, and the left and right sides of the rear body are fourth opposing surfaces opposite to the two rear side walls.

[0007] A further improvement is that the main spring rubber includes a first rubber body vulcanized and disposed on the outer side of the fourth opposing surface of the bracket, and a first rubber block is disposed on the outer side of the first rubber body.

[0008] A further improvement is that the rear side wall of the bracket is provided with an installation groove, and a connecting plate is provided in the installation groove. The connecting plate is vulcanized and connected to the first rubber block.

[0009] A further improvement is that noise-absorbing rubber is provided between the connecting plate and the rear side wall.

[0010] A further improvement is that the connecting plate has several connecting holes, and the lower end of the connecting plate is provided with a limit protrusion.

[0011] A further improvement is that: the first opposing surface of the front body is provided with a groove, the top of the front body is provided with a forward-inclined boss, and the front side of the boss is provided with a positioning pin and a mounting hole; the rear body extends upward and connects with the boss, and the rear body is provided with a cavity that runs vertically through it.

[0012] A further improvement is that the main spring rubber includes a second rubber body vulcanized on the outer side of the third opposing surface, a second rubber block vulcanized on the second opposing surface, and a third rubber body vulcanized on the bottom surface of the support; the second rubber block abuts against the front sidewall, and the third rubber body has a through hole opposite to the cavity.

[0013] A further improvement is that the limiting rubber includes a first limiting rubber and a second limiting rubber, the first limiting rubber is located on the first opposing surface of the front body and extends to the second opposing surface; the second limiting rubber is connected to the second rubber body, and a gap is left between the second limiting rubber and the rear wall; a sealing structure is provided at the junction of the main spring rubber and the limiting rubber.

[0014] The beneficial effects of this utility model are as follows:

[0015] In this invention, a low dynamic-to-static ratio rubber is injected into the main spring during vulcanization to ensure good NVH performance of the powertrain in the linear segment, meeting driving comfort requirements. The limiting rubber is filled with preheated, high-hardness, wear-resistant rubber to ensure that the limiting rubber is not easily worn in the non-linear segment of the powertrain, preventing stretching in the linear segment and thus protecting the main spring and extending the service life of the suspension. To prevent the limiting rubber from mixing with the main spring rubber, a sealing structure is designed at the junction, which also effectively improves the product's appearance and market competitiveness. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the dual-rubber commercial vehicle powertrain suspension in an embodiment of this utility model;

[0017] Figure 2 This is a transverse sectional view of the dual-rubber commercial vehicle powertrain mounting in an embodiment of this utility model;

[0018] Figure 3 This is a longitudinal sectional view of the dual-rubber commercial vehicle powertrain mounting in an embodiment of this utility model;

[0019] Figure 4 This is an exploded view of the dual-rubber commercial vehicle powertrain mounting in an embodiment of this utility model;

[0020] Figure 5This is a schematic diagram of the bracket structure in an embodiment of the present utility model;

[0021] Figure 6 This is a schematic diagram of the support structure in an embodiment of the present utility model;

[0022] Figure 7 This is a schematic diagram of the main spring rubber structure in an embodiment of this utility model;

[0023] Figure 8 This is a schematic diagram of the connecting plate in an embodiment of the present utility model.

[0024] Figure label:

[0025] 1-Bracket; 11-Cavity; 12-Front wall; 13-Rear wall; 14-Front side wall; 15-Rear side wall; 16-Mounting slot; 17-Gap;

[0026] 2-Bracket; 210-Front body; 211-First opposing surface; 212-Second opposing surface; 213-Groove; 220-Rear body; 221-Third opposing surface; 222-Fourth opposing surface; 223-Cavity; 230-Boss; 231-Positioning pin; 232-Mounting hole;

[0027] 3-Main spring rubber; 31-First rubber body; 32-First rubber block; 33-Second rubber body; 34-Second rubber block; 35-Noise-absorbing rubber; 36-Third rubber body; 37-Through hole;

[0028] 4-Connecting plate; 41-Connecting hole; 42-Limiting protrusion;

[0029] 5 - First limiting rubber;

[0030] 6-Second limiting rubber. Detailed Implementation

[0031] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout.

[0032] In the description of this utility model, it should be noted that the directional terms such as "center", "horizontal (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific protection scope of this utility model.

[0033] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features. Thus, the use of "first" and "second" to define a feature may explicitly or implicitly include one or more of that feature. In the description of this utility model, "several" or "a number" means two or more, unless otherwise explicitly specified.

[0034] The following description, in conjunction with the accompanying drawings, further illustrates specific embodiments of the present invention, making the technical solution and beneficial effects of the present invention clearer and more explicit. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, but should not be construed as limiting the present invention.

[0035] See Figures 1-4 As shown, this utility model embodiment provides a dual-rubber commercial vehicle powertrain suspension, including a bracket 1 and a support 2 disposed within the bracket 1. At least one outer wall of the support 2 is provided with a main spring rubber 3, which is made of natural rubber with a low dynamic-to-static ratio (dynamic-to-static ratio less than 1.4). At least one outer wall of the support 2 is provided with limiting rubber, which is made of high-hardness wear-resistant rubber (hardness greater than 70 Shore A). Specifically, the limiting rubber includes a first limiting rubber 5 and a second limiting rubber 6. The first limiting rubber 5 is located on the first opposing surface 211 of the front body 210 and extends towards the second opposing surface 212. The second limiting rubber 6 is connected to the second rubber body 33, and a gap 17 is left between the second limiting rubber 6 and the rear wall 13. A sealing structure is provided at the intersection of the main spring rubber 3 and the limiting rubber. In this embodiment, both types of rubber are natural rubber. The limiting rubber standard is NR714 EQC-260, and the main spring rubber standard is NR514 EQC-260. The masterbatch is from Yunnan Longken, and the compound is made by adding conventional auxiliary materials.

[0036] See Figure 5As shown, the bracket 1 is provided with a chamber 11 for accommodating the support 2. The chamber 11 has a hexagonal structure that runs vertically through the body, including a front wall 12, a rear wall 13, two front side walls 14 and two rear side walls 15.

[0037] See Figure 6 As shown, the bracket 2 includes a front body 210 and a rear body 220 connected together. The front side of the front body 210 is a first opposing surface 211 opposite to the front wall 12, and the left and right sides of the front body 210 are second opposing surfaces 212 opposite to the two front side walls 14. The rear side of the rear body 220 is a third opposing surface 221 opposite to the rear wall 13, and the left and right sides of the rear body 220 are fourth opposing surfaces 222 opposite to the two rear side walls 15. Specifically, the first opposing surface 211 of the front body 210 is provided with a groove 213, and the top of the front body 210 is provided with a forward-inclined boss 230, and the front side of the boss 230 is provided with a positioning pin 231 and a mounting hole 232. The rear body 220 extends upward and connects to the boss 230, and the rear body 220 is provided with a vertically penetrating cavity 223.

[0038] See Figure 7 As shown, the main spring rubber 3 includes a first rubber body 31 vulcanized on the outer side of the fourth opposing surface 222 of the support 2, and a first rubber block 32 is provided on the outer side of the first rubber body 31. Specifically, the main spring rubber 3 includes a second rubber body 33 vulcanized on the outer side of the third opposing surface 221, a second rubber block 34 vulcanized on the second opposing surface 212, and a third rubber body 36 vulcanized on the bottom surface of the support 2; the second rubber block 34 abuts against the front sidewall 14, and the third rubber body 36 has a through hole 37 opposite to the cavity 223.

[0039] See Figure 2 and Figure 8 As shown, the rear sidewall 15 of the bracket 1 is provided with a mounting groove 16, and a connecting plate 4 is provided in the mounting groove 16. The connecting plate 4 is vulcanized and connected to the first rubber block 32. Specifically, a noise-absorbing rubber 35 is provided between the connecting plate 4 and the rear sidewall 15. The connecting plate 4 has several connecting holes 41, and a limit protrusion 42 is provided at the lower end of the connecting plate 4.

[0040] Table 1. Stiffness test results of this utility model

[0041]

[0042] Note: U, V, and W directions are for two-piece sets.

[0043] Table 2. Fatigue test results of this utility model

[0044]

[0045] The test results in Tables 1 and 2 above show that this invention can not only achieve the stiffness target required by OEMs to improve ride comfort (see data in Table 1), but also meet the requirement that the stiffness change rate of the powertrain suspension should be less than 20% after 2 million test cycles (see data in Table 2).

[0046] In the description of this specification, references to terms such as "an embodiment," "preferred," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this utility model. Illustrative expressions of the above terms in this specification do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0047] Based on the above description of the structure and principle, those skilled in the art should understand that this utility model is not limited to the specific embodiments described above. Improvements and substitutions based on this utility model using techniques known in the art all fall within the protection scope of this utility model and should be defined by the claims.

Claims

1. A dual-rubber commercial vehicle powertrain mounting bracket, comprising a bracket (1) and a support (2) disposed within the bracket (1), characterized in that: The bracket (2) has a main spring rubber (3) on at least one side of its outer wall, which is made of natural rubber with a low dynamic-to-static ratio; the bracket (2) has a limiting rubber on at least one side of its outer wall, which is made of high-hardness wear-resistant rubber.

2. The dual-rubber commercial vehicle powertrain mounting according to claim 1, characterized in that: The bracket (1) is provided with a chamber (11) for accommodating the support (2). The chamber (11) has a hexagonal structure that runs vertically through the top and bottom, including a front wall (12), a rear wall (13), two front side walls (14) and two rear side walls (15).

3. The dual-rubber commercial vehicle powertrain mounting according to claim 2, characterized in that: The bracket (2) includes a front body (210) and a rear body (220) connected together. The front side of the front body (210) is a first opposing surface (211) opposite to the front wall (12), and the left and right sides of the front body (210) are second opposing surfaces (212) opposite to the two front side walls (14). The rear side of the rear body (220) is a third opposing surface (221) opposite to the rear wall (13), and the left and right sides of the rear body (220) are fourth opposing surfaces (222) opposite to the two rear side walls (15).

4. The dual-rubber commercial vehicle powertrain mounting according to claim 3, characterized in that: The main spring rubber (3) includes a first rubber body (31) vulcanized on the outside of the fourth opposing surface (222) of the bracket (2), and a first rubber block (32) is provided on the outer side of the first rubber body (31).

5. The dual-rubber commercial vehicle powertrain mount according to claim 4, characterized in that: The rear sidewall (15) of the bracket (1) is provided with an installation groove (16), and a connecting plate (4) is provided in the installation groove (16). The connecting plate (4) is vulcanized and connected to the first rubber block (32).

6. The dual-rubber commercial vehicle powertrain mount according to claim 5, characterized in that: Noise-absorbing rubber (35) is provided between the connecting plate (4) and the rear side wall (15).

7. The dual-rubber commercial vehicle powertrain mount according to claim 5, characterized in that: The connecting plate (4) has a plurality of connecting holes (41), and the lower end of the connecting plate (4) is provided with a limiting protrusion (42).

8. The dual-rubber commercial vehicle powertrain mount according to claim 3, characterized in that: The front body (210) has a groove (213) on its first opposing surface (211), and a forward-inclined boss (230) on its top. The boss (230) has a positioning pin (231) and a mounting hole (232) on its front side. The rear body (220) extends upward and connects to the boss (230), and the rear body (220) has a cavity (223) that runs vertically through it.

9. The dual-rubber commercial vehicle powertrain mount according to claim 8, characterized in that: The main spring rubber (3) includes a second rubber body (33) vulcanized on the outside of the third opposing surface (221), a second rubber block (34) vulcanized on the second opposing surface (212), and a third rubber body (36) vulcanized on the bottom surface of the support (2); the second rubber block (34) abuts against the front sidewall (14), and the third rubber body (36) has a through hole (37) opposite to the cavity (223).

10. The dual-rubber commercial vehicle powertrain mount according to claim 9, characterized in that: The limiting rubber includes a first limiting rubber (5) and a second limiting rubber (6). The first limiting rubber (5) is located on the first opposing surface (211) of the front body (210) and extends to the second opposing surface (212). The second limiting rubber (6) is connected to the second rubber body (33), and a gap (17) is left between the second limiting rubber (6) and the rear wall (13). A sealing structure is provided at the junction of the main spring rubber (3) and the limiting rubber.

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