Suspension bushing, power assembly mounting framework and vehicle

Abstract

The utility model provides a suspension bushing, a power assembly mounting framework and a vehicle, which belong to the technical field of suspension systems and comprise an inner pipe, an elastic body and an outer pipe. According to the suspension bushing, the plurality of inner mounting parts are arranged, the mounting holes are respectively formed in the inner mounting parts, and the section of the inner pipe is dumbbell-shaped, so that the suspension bushing has better impact vibration resistance, a four-point distribution mode of the suspension bushing can be replaced by a three-point distribution mode, and the arrangement number of the bushing is reduced. The inner mounting part is designed in a segmented manner, so that the overall axial bearing capacity of the inner pipe is improved, the impact resistance and fatigue resistance of the inner pipe are enhanced, and the weight of the suspension bushing can be further reduced. Due to the fact that the transverse section of the elastic body is in a long circle shape, the inner installation part, the elastic body and the outer pipe form a double-elastic-body main rib structure, the vertical impact load can be better dispersed and resisted, and the stability and fatigue durability of the suspension lining under the complex stress condition are further improved.

Description

Technical Field

[0001] This utility model belongs to the field of suspension system technology, specifically relating to a suspension bushing, powertrain mounting structure, and vehicle. Background Technology

[0002] New energy vehicles primarily use electric motors for drive. During assembly, a mounting system is often required between the motor assembly and the vehicle body. The main reasons for this mounting system are as follows: First, the high instantaneous torque of the motor during operation causes significant impacts to the motor assembly. A properly designed mounting system reduces vibration transmission, protecting the motor and other vehicle components, while also reducing noise and improving vehicle handling and stability. Second, the excitation energy generated during driving is transmitted to the motor assembly. A properly designed mounting system reduces this energy transmission, minimizing impact and vibration on the motor, lowering the risk of wear on motor components, and extending the motor's lifespan.

[0003] In the transmission architecture of hybrid rear axle motors or dual-motor electric axles, a four-point arrangement is often used for the suspension system. This means the suspension system includes four sets of bushing structures located on the left and right sides of the front and rear of the motor assembly, forming four suspension points between the motor assembly and the vehicle body. Figure 1 As shown. This arrangement results in a large number of bushing structures used in the suspension system, which is not conducive to weight reduction design. In addition, the overall suspension system occupies a large amount of engine compartment space, which compresses the space for the arrangement of other components in the engine compartment. The arrangement of various components inside the engine compartment is more difficult, which affects the production cost of the whole vehicle. Utility Model Content

[0004] This utility model provides a suspension bushing, a powertrain mounting structure, and a vehicle, aiming to solve the problem that existing vibration isolation structures used in hybrid rear axle motors and dual-motor electric axle drive structures require a large number of bushings, resulting in heavy weight and significant space occupation in the engine compartment.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] In a first aspect, embodiments of the present invention provide a suspension bushing, comprising:

[0007] The device comprises an inner tube, an elastomer, and an outer tube, wherein the inner tube is embedded in the elastomer, and the outer tube is sleeved around the outer periphery of the elastomer.

[0008] The inner tube has an inner mounting portion and an inner connecting portion arranged alternately along a first direction. In a second direction, the width of the inner connecting portion is smaller than the width of the inner mounting portion, and the inner connecting portion is located between two adjacent inner mounting portions. An axially penetrating mounting hole is provided on the inner mounting portion.

[0009] The first direction is perpendicular to the second direction, and both are perpendicular to the axial direction of the inner tube.

[0010] Bushing structures are typically positioned between the powertrain (e.g., electric motor assembly) and the vehicle body. Existing bushing structures often only have one mounting hole in the inner tube, meaning each bushing structure can only correspond to one mounting position between the powertrain and the vehicle body, making it difficult to further improve the bonding strength between the powertrain and the vehicle body. Furthermore, the inner tube of the bushing structure is often cylindrical, which, while providing relatively uniform circumferential stress, makes it difficult to further improve the radial load-bearing strength of the bushing structure, thus hindering further optimization of its vibration isolation capability. Therefore, to achieve uniform stress distribution and structural strength under hybrid rear axle motor drive and dual-motor electric axle drive characteristics, a scheme requiring two bushing structures on each side of the powertrain is needed. This makes it difficult to reduce the number of bushing structures, negatively impacting weight reduction design and space optimization.

[0011] To address this issue, this application provides an embodiment of a suspension bushing, wherein the mounting hole in the inner tube is perpendicular to the vertical direction after installation. The solution shown in this embodiment has the following advantages compared to the prior art:

[0012] 1) By setting multiple internal mounting parts, each with a mounting hole and a fastener, the bonding strength between the suspension bushing and the vehicle body (or between the suspension bushing and the powertrain) is enhanced. This increases the natural frequency of the connection area between the inner tube and the vehicle body (or powertrain) during the transmission of road excitation to the suspension bushing, thereby transferring vibration energy to a higher frequency range. Under the same external force, the elastic body produces displacement... Reducing the superimposed stiffness enhances the attenuation effect of excitation energy, thus reducing vibration energy. At the same time, increasing the bonding strength can prevent the frequency from coinciding with the external excitation frequency, improve stress distribution, reduce local stress concentration, and thereby reduce the accumulation of vibration energy.

[0013] 2) Due to the wider inner mounting section and narrower inner connecting section of the inner tube, the cross-section of the inner tube has a dumbbell-like profile. At the same time, the inner cavity of the elastomer has a profile that conforms to the inner tube. The inner mounting section of the inner tube can provide a larger bearing area at the shaft end to withstand greater axial loads and more effectively disperse the vibration energy transmitted along the axial direction of the mounting hole, thereby improving the resistance to axial impact loads and providing more effective support along the axial direction of the suspension bushing, reducing the sway amplitude of the powertrain in the axial direction of the suspension bushing. In addition, the inner tube and the elastomer have a larger contact area in the plane perpendicular to the vertical direction, resulting in a more uniform load distribution and reducing local stress concentration. This allows the suspension bushing to withstand greater vertical loads while maintaining good elasticity, thus further improving the attenuation effect of vertical vibration energy.

[0014] In summary, compared to traditional suspension bushings, the suspension bushing of this embodiment has better resistance to impact vibrations, thus better attenuating excitation vibration energy. Therefore, while meeting the vibration isolation requirements of the powertrain, when using the suspension bushing of this application, two of the four traditional four-point distributed suspension bushings located on the same side can be replaced with one suspension bushing of this application, changing the four-point distribution of the suspension bushings to a three-point distribution, reducing the number of bushings required, better meeting the requirements of lightweight design, and also reducing the space occupied by the bushings, thus reducing the difficulty of arranging various components inside the engine room.

[0015] In conjunction with the first aspect, in one possible implementation, the inner mounting portion includes a plurality of first mounting segments arranged sequentially along its own axial direction, with adjacent first mounting segments connected by a second mounting segment, the outer diameter of the second mounting segment being smaller than the outer diameter of the first mounting segment, so as to form a shrinkage groove between adjacent first mounting segments.

[0016] The inner cavity in the elastic body corresponding to the inner mounting part is used as the mounting inner cavity, and the mounting inner cavity is provided with a plurality of protrusions that are fitted and adapted to the shrinkage groove.

[0017] The internal mounting section is designed in segments, forming a dumbbell-shaped structure. The first mounting segment has a larger transverse cross-sectional area, which can more effectively distribute the load and avoid local stress concentration at the axial end of the internal mounting section, thus improving the overall axial load-bearing capacity of the inner tube. Furthermore, due to the higher stiffness of the first mounting segment and the lower stiffness of the second mounting segment, the inner tube can exhibit a certain degree of axial elastic deformation capacity under axial impact loads. This axial elastic deformation further attenuates vibration energy, enhancing the impact resistance and fatigue resistance of the inner tube. Moreover, this segmented dumbbell-shaped design reduces the amount of material used in non-critical parts of the inner tube while maintaining its structural performance, lowering production costs and further reducing the weight of the suspension bushing.

[0018] In some embodiments, the inner connecting portion includes multiple spaced connecting segments, with corresponding first mounting segments of two adjacent inner mounting portions integrally connected via these connecting segments. By configuring the inner connecting portion as a split structure, it provides support between two opposing first mounting segments, ensuring the inner tube meets structural stability requirements in the first direction. Furthermore, the spaced spacing between adjacent connecting segments creates a weakened zone within the inner connecting portion, giving it a certain elastic deformation capacity in the axial direction of the inner tube. This allows the inner tube as a whole to produce relatively uniform elastic deformation in the axial direction, further enhancing its impact and fatigue resistance. Additionally, the segmented design of the inner connecting portion reduces material usage, further lowering production costs and reducing the weight of the suspension bushing.

[0019] In conjunction with the first aspect, in one possible implementation, the inner mounting portion is further provided with an axially penetrating weight-reduction hole, which is arranged around the mounting hole. This achieves a further reduction in the weight of the inner mounting portion without affecting its structural performance, better meeting the requirements of lightweighting and low cost.

[0020] In conjunction with the first aspect, in one possible implementation, the outer peripheral surface of the inner mounting part is an arc surface coaxial with the mounting hole, which avoids the formation of sharp corners on the outer peripheral surface of the inner mounting part, reduces the risk of local stress concentration on the outer peripheral surface of the inner mounting part, and thus improves the uniformity of the overall stress on the inner tube.

[0021] In conjunction with the first aspect, in one possible implementation, the elastomer has an elongated oval cross-section, with the major axis of the cross-section parallel to the first direction. The outer tube conforms to the outer periphery of the elastomer. The inner mounting portion, the elastomer, and the outer tube form a double-elastic body main rib structure, increasing the number of areas that can bear vertical impact loads, thereby better dispersing and resisting vertical impact loads, and further improving the stability and fatigue durability of the suspension bushing under complex stress conditions.

[0022] In conjunction with the first aspect, in one possible implementation, the elastomer is provided with a plurality of damping holes extending along its own axial direction. These damping holes are distributed circumferentially along the inner tube, and on a plane perpendicular to the axial direction of the elastomer, the width of the damping holes gradually decreases in the direction away from the inner tube. This embodiment utilizes the strong structural stability of triangular or trapezoidal holes to enhance the radial load-bearing capacity of the elastomer, which is beneficial for improving the overall stiffness of the suspension bushing, thereby further enhancing the attenuation effect on vibration energy.

[0023] In some embodiments, the outer peripheral surface of the inner mounting portion has a flat cut surface parallel to its own axial direction, and the flat cut surface is located on the side of the inner mounting portion opposite to the inner connecting portion;

[0024] With the side wall of the damping hole facing the inner tube as the inner wall surface, at least one of the damping holes is set directly opposite the flat section, and the inner wall surface of the damping hole corresponding to the flat section is a plane parallel to the flat section.

[0025] The inner wall surface fits tightly against the flat cut surface, limiting the rotational tendency of the inner mounting part in the circumferential direction and improving the reliability of the connection between the inner tube and the elastomer.

[0026] Secondly, this utility model embodiment also provides a powertrain mounting structure, including a powertrain, two sets of auxiliary bushings, and one set of the above-mentioned suspension bushings, wherein the two sets of auxiliary bushings and the set of suspension bushings are arranged in a triangular pattern.

[0027] Compared with the prior art, the solution shown in this application, by adopting the above-mentioned suspension bushing, can replace the four-point distribution of the suspension bushing with a three-point distribution while meeting the vibration isolation requirements of the powertrain. This reduces the number of suspension bushings required, better meets the design requirements for lightweighting, and also reduces the space occupied by the suspension bushings, thus simplifying the arrangement of various components inside the engine compartment. Furthermore, the two sets of auxiliary bushings and one set of the above-mentioned suspension bushing constitute the suspension system. The three-point design can change the axial mode of the suspension system (including the drive bridge). The suspension system composed of the suspension bushing and auxiliary bushings has higher axial stiffness, resulting in better attenuation of excitation vibration energy and improved ride comfort.

[0028] Thirdly, this utility model embodiment also provides a vehicle including the powertrain mounting structure described above.

[0029] Compared with the prior art, the solution shown in this application embodiment reduces the number of suspension bushings while meeting the vibration isolation requirements of the powertrain. This is beneficial for reducing the weight of the vehicle and lowering driving energy consumption. At the same time, it can also reduce the difficulty of arranging various components inside the engine compartment, reduce the design and development cost of the vehicle, and enhance market competitiveness. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the bushing structure using a four-point distribution method in the prior art;

[0031] Figure 2 A front view of the suspension bushing provided in an embodiment of this utility model;

[0032] Figure 3 for Figure 2 AA section view;

[0033] Figure 4 This is a front view of the inner tube used in an embodiment of this utility model;

[0034] Figure 5 This is a perspective view of the inner tube used in an embodiment of this utility model;

[0035] Figure 6 This is a front view of the elastomer used in an embodiment of the present invention;

[0036] Figure 7 for Figure 6 BB cross-sectional view;

[0037] Figure 8 A schematic diagram showing the distribution of suspension bushings and auxiliary bushings in the powertrain mounting structure provided for an embodiment of this utility model;

[0038] Explanation of reference numerals in the attached figures:

[0039] 010. Suspension bushing; 020. Auxiliary bushing; 030. Bushing structure; 1. Inner tube; 2. Elastomer; 210. Mounting cavity; 211. Protrusion; 220. Damping hole; 221. Inner wall surface; 230. Connecting cavity; 240. Protrusion; 3. Outer tube; 310. Inner mounting part; 311. First mounting section; 312. Second mounting section; 313. Shrinkage groove; 314. Flat cut surface; 320. Inner connecting part; 321. Connecting section; 330. Mounting hole; 340. Weight reduction hole. Detailed Implementation

[0040] To make the technical problems, technical solutions, and beneficial effects of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model.

[0041] Unless otherwise expressly defined, the use of terms such as "first," "second," or "third" in the claims, description, and drawings of this utility model is for distinguishing different objects and not for describing a specific order.

[0042] In the claims, description, and accompanying drawings of this utility model, the terms "upper" and "lower" correspond to the vertical direction of the vehicle body, the terms "front" and "rear" correspond to the front-rear direction of the vehicle body, and the terms "left" and "right" correspond to the left-right direction of the vehicle body. Other directional terms, unless otherwise explicitly defined, such as "center," "lateral," "longitudinal," "horizontal," "vertical," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "high," and "low," are used to indicate direction or positional relationships based on the directions and positional relationships shown in the accompanying drawings. These are merely 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. Therefore, they should not be construed as limiting the specific scope of protection of this utility model.

[0043] Unless otherwise expressly defined, the terms "fixed connection" or "fixed connection" used in the claims, description and drawings of this utility model shall be interpreted broadly to refer to any connection in which there is no displacement or relative rotation relationship between the two parties, including non-removable fixed connection, detachable fixed connection, integral connection and fixed connection through other devices or components.

[0044] In the claims, description and accompanying drawings of this utility model, the terms "comprising", "having", and variations thereof are used to mean "including but not limited to".

[0045] Please refer to the following: Figures 2 to 5 The suspension bushing 010 provided by this utility model will now be described. The suspension bushing 010 includes an inner tube 1, an elastic body 2, and an outer tube 3. The inner tube 1 is embedded in the elastic body 2, and the outer tube 3 is sleeved on the outer periphery of the elastic body 2. The inner tube 1 has an inner mounting portion 310 and an inner connecting portion 320 arranged alternately along a first direction. In a second direction, the width of the inner connecting portion 320 is smaller than the width of the inner mounting portion 310, and the inner connecting portion 320 is located between two adjacent inner mounting portions 310 (i.e., the number of inner mounting portions 310 is N, and the number of inner connecting portions 320 is N-1, where N is an integer greater than or equal to 2). An axially penetrating mounting hole 330 is provided on the inner mounting portion 310. The first direction is perpendicular to the second direction, and both are perpendicular to the axial direction of the inner tube 1.

[0046] In this embodiment, the material of the inner tube 1 includes, but is not limited to, alloy materials (e.g., aluminum alloy), which need to meet certain rigidity and lightweight design requirements. The molding process of the inner tube 1 includes, but is not limited to, casting. Casting can achieve an integrated design of the inner tube 1, avoiding seams in the inner tube 1 that would affect its structural strength. The material of the elastomer 2 includes, but is not limited to, rubber, which needs to achieve a balance between elasticity and stiffness to prevent the elastomer 2 from easily deforming. At the same time, it can effectively absorb vibration energy through its own elastic deformation after vibration occurs. The molding process of the elastomer 2 includes, but is not limited to, vulcanization. The vulcanization process forms a network structure of rubber molecules through chemical cross-linking, which significantly improves the tensile strength, hardness, elasticity, and wear resistance of the elastomer 2, making the elastomer 2 more durable and stable during use. The material of the outer tube 3 includes, but is not limited to, thermoplastic resin materials such as nylon. Its molding process includes, but is not limited to, injection molding. This allows the outer tube 3 to absorb impact and vibration energy, which helps to improve the vibration isolation capability of the suspension bushing 010. In addition, the outer tube 3 has low density, is easy to injection mold, has high production efficiency, and low production cost.

[0047] The inner tube 1 and the elastomer 2, as well as the outer tube 3 and the elastomer 2, can be connected by vulcanization or by other means (such as bonding). If vulcanization is used for the integral connection, a higher bonding strength can be generated between the inner tube 1 and the elastomer 2, as well as between the outer tube 3 and the elastomer 2, thereby improving the overall structural stability of the suspension bushing 010 and extending its service life.

[0048] In this embodiment, in order to achieve the connection with the outer tube 3, a connecting sleeve is provided on the vehicle body or powertrain, and the connection is achieved by tightening the sleeve; or, a connecting platform is provided on the vehicle body or powertrain, and a connecting lug is provided on the outer tube 3, and the outer tube 3 is fitted to the powertrain or vehicle body by threaded fasteners.

[0049] Bushing structure 030 is generally installed between the powertrain (e.g., motor assembly) and the vehicle body. Existing bushing structures 030 often only have one mounting hole in their inner tube, meaning each bushing structure 030 can only correspond to one mounting position between the powertrain and the vehicle body, making it difficult to further improve the bonding strength between the powertrain and the vehicle body. Simultaneously, the inner tube of the bushing structure 030 is mostly cylindrical, which, while providing relatively uniform circumferential stress, makes it difficult to further improve the radial load-bearing strength of the bushing structure 030. Therefore, the vibration isolation capability of the bushing structure 030 is difficult to further optimize. Based on this, to achieve uniform stress distribution and structural strength under the hybrid rear axle motor drive and dual-motor electric axle drive tendencies, a scheme requiring two bushing structures 030 on each side of the powertrain is needed. This makes it difficult to reduce the number of bushing structures 030, negatively impacting weight reduction design and space optimization.

[0050] To address this issue, this embodiment provides a suspension bushing 010, wherein the axial direction of the suspension bushing 010 (i.e., the axial direction of the mounting hole 330) is perpendicular to the vertical direction (e.g., the longitudinal direction) after installation. The outer tube 3 of the suspension bushing 010 is integrally connected to one of the vehicle body and the powertrain, and the inner tube 1 of the suspension bushing 010 is fixedly connected to the other of the vehicle body and the powertrain by fasteners (e.g., threaded fasteners). The principle by which the suspension bushing 010 can isolate vibration is as follows: when the suspension bushing 010 is axially assembled with the powertrain, the bolt tightening torque is... The compression (i.e., initial displacement) of elastic body 2 is The initial stiffness of the suspension bushing 010 is... If driving on bumpy roads, the road surface will be turbulent. The force is transmitted through the axle head, suspension, and subframe to the suspension bushing 010, compressing the elastic body 2 along the axial direction of the suspension bushing 010 and causing displacement. Stiffness is superimposed based on the initial stiffness, and the superimposed stiffness is achieved. This achieves the purpose of attenuating excitation energy, and the superimposed stiffness is positively correlated with the attenuation effect. Based on this, the suspension bushing 010 provided in this embodiment has the following advantages compared with the prior art:

[0051] 1) Taking the case where the inner tube 1 of the suspension bushing 010 is connected to the vehicle body via fasteners as an example, by setting multiple inner mounting parts 310, and setting mounting holes 330 in each inner mounting part 310, and fasteners passing through each mounting hole 330, the bonding strength between the suspension bushing 010 and the vehicle body is improved. This causes the natural frequency of the area where the inner tube 1 is connected to the vehicle body to rise during the process of road excitation being transmitted to the suspension bushing 010, thereby transferring vibration energy to a higher frequency band. Under the same external force, the displacement generated by the elastic body 2 is increased. As S_2 decreases, the superimposed stiffness increases, the attenuation effect of excitation energy is enhanced, and the vibration energy is reduced accordingly. At the same time, increasing the bonding strength can avoid the frequency of external excitation, improve stress distribution, reduce local stress concentration, and thus reduce the accumulation of vibration energy.

[0052] 2) Because the inner tube 1 has a wider inner mounting portion 310 and a narrower inner connecting portion 320, the cross-section of the inner tube 1 has a dumbbell-shaped profile. At the same time, the inner cavity of the elastomer 2 has a profile that conforms to the inner tube 1. The inner mounting portion 310 of the inner tube 1 can provide a larger shaft end bearing area to withstand greater axial loads and can more effectively disperse the vibration energy transmitted axially along the mounting hole 330, thereby improving the resistance to axial impact loads and providing more effective support along the axial direction of the suspension bushing 010, reducing the sway amplitude of the powertrain in the axial direction of the suspension bushing 010. In addition, the inner tube 1 and the elastomer 2 have a larger contact area in the plane perpendicular to the vertical direction, resulting in a more uniform load distribution and reducing local stress concentration. This allows the suspension bushing 010 to withstand greater vertical loads while maintaining good elasticity, thereby further improving the attenuation effect of vertical vibration energy.

[0053] In summary, compared to the traditional suspension bushing 010, the suspension bushing 010 of this embodiment has a better ability to resist impact vibration, thereby better attenuating excitation vibration energy. Therefore, under the premise of meeting the vibration isolation requirements of the powertrain, when using the suspension bushing 010 of this application, two of the four suspension bushings 010 in the traditional four-point distribution, located on the same side of the powertrain (e.g., front, rear, left, and right), can be replaced with one suspension bushing 010 of this application, and the four-point distribution of the suspension bushing 010 can be replaced with a three-point distribution (e.g., ...). Figure 8 As shown, one set of suspension bushings 010 and two sets of auxiliary bushings 020 are located at the three vertices of the triangular distribution structure, respectively. Reducing the number of bushings is more in line with the lightweight design requirements, and can also reduce the space occupied by the bushings and reduce the difficulty of arranging various components inside the cabin.

[0054] In some specific embodiments, the arrangement of the inner mounting portion 310 and the inner connecting portion 320 is illustrated as follows:

[0055] 1) Two inner mounting parts 310 are provided, and one inner connecting part 320 is provided. The inner mounting parts 310 are symmetrically distributed on both sides of the inner connecting part 320, such as... Figures 2 to 5 As shown. This arrangement ensures the uniformity and symmetry of the structures on both sides of the inner tube 1, thereby improving the uniformity of the force on the inner tube 1, avoiding local stress concentration when the inner tube 1 is under load, and also effectively reducing the design and manufacturing difficulty of the inner tube 1.

[0056] 2) At least three inner mounting portions 310 and at least two inner connecting portions 320 are provided. The spacing between two adjacent inner mounting portions 310 is equal, and two adjacent inner connecting portions 320 are aligned with each other in the first direction. For example, three inner mounting portions 310 and two inner connecting portions 320 are provided. The two inner connecting portions 320 and the two inner mounting portions 310 located at both ends are symmetrically arranged about the middle inner mounting portion 310 (not shown in the figure). This ensures the uniformity and symmetry of the structure on both sides of the inner tube 1, thereby improving the uniformity of the force on the inner tube 1, avoiding local stress concentration when the inner tube 1 is under load, and also effectively reducing the design and manufacturing difficulty of the inner tube 1.

[0057] It should be understood that the number of inner mounting parts 310 and inner connecting parts 320 is sufficient to ensure that the cross-section of the inner tube 1 is dumbbell-shaped and the structure is symmetrical. Other embodiments will not be listed here.

[0058] In some embodiments, see Figure 3 The axial length of the inner tube 1 is greater than that of the elastic body 2 and the outer tube 3. The two ends of the inner tube 1 protrude beyond the two ends of the elastic body 2, and the two ends of the inner tube 1 also protrude beyond the two ends of the outer tube 3. Taking the connection of the outer tube 3 to the powertrain as an example, after the powertrain is assembled with the body, the end face of the inner tube 1 contacts the body, providing clearance for the deformation of the elastic body 2 and preventing interference between the elastic body 2 or the outer tube 3 and the body, thus avoiding affecting the attenuation effect of the suspension bushing 010 on the excitation vibration energy. The connection of the outer tube 3 to the body follows a similar design principle and will not be elaborated further here.

[0059] Optionally, the axial length of the main body of the elastic body 2 is not greater than the axial length of the outer tube 3, so that the two axial ends of the main body of the elastic body 2 do not protrude from the two axial ends of the outer tube 3, such as... Figure 3 As shown, the inner side of the elastic body 2 is constrained by the inner tube 1, and the outer side is constrained by the outer tube 3, so that the radial deformation of the elastic body 2 is constrained by the inner tube 1 and the outer tube 3, ensuring that the axial deformation of the elastic body 2 is more controllable.

[0060] In some embodiments, the inner mounting portion 310 includes a plurality of first mounting segments 311 arranged sequentially along its own axial direction. Adjacent first mounting segments 311 are connected by a second mounting segment 312. The outer diameter of the second mounting segment 312 is smaller than the outer diameter of the first mounting segment 311, forming a shrinkage groove 313 between adjacent first mounting segments 311. Figure 3 and Figure 5 As shown; the inner cavity in the elastomer 2 corresponding to the inner mounting portion 310 is the mounting inner cavity 210. The mounting inner cavity 210 is provided with multiple protrusions 211 that are fitted and adapted to the shrinkage groove 313, such as... Figure 3 and Figure 7As shown; the inner cavity in the elastic body 2 corresponding to the inner connecting part 320 is the connecting inner cavity 230, and the inner connecting part 320 is tightly fitted into the connecting inner cavity 230. Among them, the number of first mounting segments 311 is M, the number of second mounting segments 312 is M-1, and M is an integer greater than or equal to 2.

[0061] In this embodiment, the inner mounting portion 310 is designed in segments. Two adjacent first mounting segments 311 and the second mounting segment 312 sandwiched between them form a dumbbell-shaped structure. When axial load is transmitted to the shaft end face of the inner mounting portion 310, the first mounting segment 311 has a larger transverse cross-sectional area, which can more effectively distribute the load and avoid local stress concentration at the shaft end of the inner mounting portion 310, thus improving the overall axial load-bearing capacity of the inner tube 1. In addition, since the first mounting segment 311 is thicker and has greater rigidity, while the second mounting segment 312 is thinner and has less rigidity, the inner mounting portion 310 exhibits a change in rigidity in the axial direction. This allows the inner tube 1 to have a certain axial elastic deformation capacity when subjected to axial impact loads, and further attenuates vibration energy through its own axial elastic deformation, thereby enhancing the impact resistance and fatigue resistance of the inner tube 1. Furthermore, this segmented dumbbell-shaped design can reduce the amount of material used in non-critical parts of the inner tube 1 (specifically, the part where the second mounting section 312 is located) while ensuring the structural performance of the inner tube 1, thereby reducing production costs and further reducing the weight of the suspension bushing 010.

[0062] Meanwhile, since the mounting cavity 210 and the inner mounting part 310 of the elastomer 2 are set in a conformal manner, the mounting cavity 210 presents a segmented dumbbell-shaped configuration, the center of gravity distribution of the elastomer 2 is more reasonable, which can better resist multi-directional impact force and vibration force, and can also better resist torsional force, thereby improving the stability of the elastomer 2 under complex stress conditions.

[0063] Optionally, each first mounting section 311 can be made of the same material or different materials, as long as the structural performance requirements are met.

[0064] Based on the above embodiments, see Figure 2The inner connecting portion 320 includes multiple spaced connecting segments 321. Corresponding first mounting segments 311 of two adjacent inner mounting portions 310 are integrally connected via connecting segments 321. In this embodiment, the inner connecting portion 320 is configured as a split structure corresponding to the first mounting segments 311, providing support between the two opposing first mounting segments 311. This ensures that the inner tube 1 meets the structural stability requirements in the first direction. Furthermore, the spaced arrangement of adjacent connecting segments 321 creates a gap, effectively forming a weakened area on the inner connecting portion 320. This allows the inner connecting portion 320 to also possess a certain elastic deformation capability in the axial direction of the inner tube 1, enabling the inner tube 1 to generate relatively uniform elastic deformation in the axial direction, further enhancing the impact resistance and fatigue resistance of the inner tube 1. Additionally, the segmented design of the inner connecting portion 320 reduces the material usage, further lowering production costs and reducing the weight of the suspension bushing 010.

[0065] Optionally, in order to ensure a tight fit between the elastomer 2 and the inner tube 1, the elastomer 2 extends between two adjacent connecting sections 321, so that the elastomer 2 covers the connecting section 321, further enhancing the bonding strength between the elastomer 2 and the inner tube 1 and improving the support reliability of the suspension bushing 010.

[0066] In some embodiments, see Figure 5 In the axial direction of the inner tube 1, the length of the connecting segment 321 is no greater than the length of the corresponding first mounting segment 311, so that the connecting segment 321 does not protrude from the axial end face of the corresponding first mounting segment 311 in the second direction, thus avoiding interference between adjacent connecting segments 321 when the inner tube 1 undergoes elastic deformation in the axial direction. More specifically, the end face of the connecting segment 321 located at the end is recessed into the axial end face of the corresponding first mounting segment 311. After assembly, only the axial end face of the first mounting segment 311 contacts the vehicle body or powertrain, improving the reliability of the assembly.

[0067] In some embodiments, see Figures 1 to 4 The inner mounting part 310 is also provided with an axially penetrating weight reduction hole 340. The weight reduction hole 340 is arranged around the mounting hole 330. Without affecting the structural performance of the inner mounting part 310, the weight of the inner mounting part 310 is further reduced, which better meets the requirements of lightweight and low cost.

[0068] Optionally, the cross-section of the weight-reducing hole 340 is arc-shaped and coaxially arranged with the mounting hole 330 to minimize the impact of the opening on the structural strength of the inner mounting part 310. Specifically, multiple weight-reducing holes 340 are provided, and the multiple weight-reducing holes 340 are evenly distributed around the circumference of the mounting hole 330 to ensure that the inner mounting part 310 is subjected to uniform force.

[0069] In some embodiments, see Figure 4The outer peripheral surface of the inner mounting part 310 is an arc surface coaxial with the mounting hole 330, which avoids the formation of sharp corners on the outer peripheral surface of the inner mounting part 310, reduces the risk of local stress concentration on the outer peripheral surface of the inner mounting part 310, and thus improves the uniformity of the overall stress on the inner tube 1.

[0070] In some embodiments, see Figure 2 Right now Figure 6 The elastomer 2 has an elongated oval cross-section, and the major axis of the elastomer 2's cross-section is parallel to the first direction. The outer tube 3 follows the shape of the outer periphery of the elastomer 2. The outer periphery of the elastomer 2 includes two opposing arcuate walls and a straight wall between the two arcuate walls. The two straight walls are opposite each other to meet the design requirement that the elastomer 2 has an elongated oval cross-section. The area on the suspension bushing 010 corresponding to the arcuate wall of the elastomer 2 (i.e.,...) Figure 2 In the area enclosed by the rectangular dashed frame, the inner mounting part 310, the elastic body 2 and the outer tube 3 form a double elastic body main rib structure, which increases the number of areas that can bear vertical impact loads, thereby better dispersing and resisting vertical impact loads, and further improving the stability and fatigue durability of the suspension bushing 010 under complex stress conditions.

[0071] Optionally, in order to further improve the uniformity of force on the elastomer 2, the outer peripheral surface of the inner mounting part 310 is an arc surface coaxial with the mounting hole 330, and the two mounting holes 330 on both sides of the inner tube 1 are coaxially set with the corresponding arc wall surface, thereby reducing the difference in vertical distance between the outer peripheral surface of the inner tube 1 and the outer peripheral surface of the elastomer 2 at various positions, so that the force on the elastomer 2 is more uniform.

[0072] In some embodiments, see Figure 2 and Figure 6 The elastic body 2 has multiple damping holes 220 extending along its own axial direction. These holes are distributed circumferentially along the inner tube 1. On a plane perpendicular to the axial direction of the elastic body 2, the width of the damping holes 220 gradually decreases away from the inner tube 1, making them triangular or trapezoidal holes with a wider inner diameter than a narrower inner diameter. This embodiment utilizes the strong structural stability of triangular or trapezoidal holes to enhance the radial load-bearing capacity of the elastic body 2, which is beneficial for improving the overall stiffness of the suspension bushing 010, thereby further enhancing the attenuation effect on vibration energy.

[0073] Optionally, to improve the uniformity of force distribution on the elastic body 2, the damping hole 220 can be an isosceles triangular hole or an isosceles trapezoidal hole. The shape of the damping hole 220 is selected according to the trend of the elastic body 2 around the inner tube 1 to avoid the opening area being too large and affecting the stiffness of the elastic body 2. Figure 2 and Figure 6The diagram illustrates a specific distribution of damping holes 220. Two damping holes 220 distributed along a first direction are both isosceles trapezoids. Two rows of damping holes 220 are distributed along a second direction. Each row of damping holes 220 includes several isosceles triangular holes and isosceles trapezoidal holes. In the same row of damping holes 220, isosceles triangular holes and isosceles trapezoidal holes are alternately arranged along the first direction, and the isosceles triangular holes are located at the ends.

[0074] In some embodiments, see Figure 2 , Figure 4 and Figure 6 The outer peripheral surface of the inner mounting portion 310 has a flat sectional surface 314 parallel to its own axial direction, and the flat sectional surface 314 is located on the side of the inner mounting portion 310 away from the inner connecting portion 320. The inner wall surface 221 is the side wall of the damping hole 220 facing the inner tube 1. At least one damping hole 220 is positioned directly opposite the flat sectional surface 314, and the inner wall surface 221 of the damping hole 220 corresponding to the flat sectional surface 314 is a plane parallel to the flat sectional surface 314. The inner wall surface 221 and the flat sectional surface 314 are tightly fitted, restricting the rotational tendency of the inner mounting portion 310 in the circumferential direction and improving the reliability of the connection between the inner tube 1 and the elastic body 2. Based on this, the configuration of the damping hole 220 located next to the flat sectional surface 314 of the elastic body 2 is optimized to improve the load-bearing capacity of the elastic body in the first direction, while maximizing the opening area of ​​the damping hole 220, which is beneficial for weight reduction design. The planar surface 314 design of this embodiment can be used simultaneously with the design where the outer peripheral surface of the inner mounting part 310 is an arc surface (e.g., Figure 2 (As shown), it can also be used alone, which will not be elaborated here.

[0075] In some embodiments, see Figure 2 , Figure 3 , Figure 6 and Figure 7 The elastic body 2 has multiple protrusions 240 on its shaft end face, and the multiple protrusions 240 are evenly distributed along the axial direction of the elastic body 2.

[0076] The protrusion 240 can effectively ensure the assembly posture of the suspension bushing 010, prevent the suspension bushing 010 from interfering with the surrounding mating parts, and thus ensure that the function of the suspension bushing 010 is effectively performed. While taking into account the adjustment of the stiffness ratio in all directions, the protrusion 240 can effectively absorb the large impact load caused by the powertrain and reasonably control the displacement of the elastic body 2.

[0077] Based on the same inventive concept, this application also provides a powertrain mounting architecture, see reference. Figure 8The powertrain mounting structure includes a powertrain, two sets of auxiliary bushings 020, and one set of suspension bushings 010. The two sets of auxiliary bushings 020 and the one set of suspension bushings 010 are arranged in a triangle (i.e., a three-point distribution, with the two sets of auxiliary bushings 020 and the one set of suspension bushings 010 located at the three vertices of the triangular structure). The axial direction of the suspension bushing 010 is parallel to the axial direction of the auxiliary bushing 020, and the preset direction is perpendicular to the vertical direction. Furthermore, on a plane perpendicular to the vertical direction, the preset direction is also parallel to the front-back direction or the left-right direction, or the preset direction is set at an angle to both the front-back direction and the left-right direction.

[0078] The distribution of the suspension bushing 010 and auxiliary bushing 020 in this embodiment is illustrated below: 1) Two sets of auxiliary bushings 020 are located on the front side of the powertrain, corresponding to the left and right sides of the powertrain respectively, and one set of suspension bushings 010 is located on the rear side of the powertrain, corresponding to the middle of the powertrain, forming a triangular distribution structure that is wider at the front and narrower at the rear. 2) See [reference] Figure 8 1) Two sets of auxiliary bushings 020 are located on the rear side of the powertrain, corresponding to the left and right sides of the powertrain respectively; one set of suspension bushings 010 is located on the front side of the powertrain, corresponding to the middle of the powertrain, forming a triangular distribution structure that is narrow at the front and wide at the rear; 2) Two sets of auxiliary bushings 020 are located on the left side of the powertrain, corresponding to the front and rear sides of the powertrain respectively; one set of suspension bushings 010 is located on the right side of the powertrain, corresponding to the middle of the powertrain, forming a triangular distribution structure that is narrow on the right and wide on the left; 3) Two sets of auxiliary bushings 020 are located on the right side of the powertrain, corresponding to the front and rear sides of the powertrain respectively; one set of suspension bushings 010 is located on the left side of the powertrain, corresponding to the middle of the powertrain, forming a triangular distribution structure that is narrow on the left and wide on the right.

[0079] In practice, the above four distribution methods can be further subdivided. Taking distribution method 2) as an example, the specific subdivisions are as follows: 2-1) See Figure 8 2-2) The structure of the auxiliary bushing 020 is different from that of the suspension bushing 010 in this embodiment (i.e., it adopts the existing bushing structure); 2-3) One of the two sets of auxiliary bushings 020 adopts the same structure as the suspension bushing 010 in this embodiment, and the remaining set of auxiliary bushings 020 adopts the existing bushing structure, which is not shown in the figure; 2-4) Both sets of auxiliary bushings 020 adopt the same structure as the suspension bushing 010 in this embodiment, which is not shown in the figure.

[0080] Preferably, a set of auxiliary bushings 020 includes a single auxiliary bushing 020, and a set of suspension bushings 010 includes a single suspension bushing 010. Of course, a set of auxiliary bushings 020 may also include a larger number of auxiliary bushings 020, and the suspension bushings 010 are configured similarly. The configuration is selective according to actual installation requirements and is not limited to a single option.

[0081] Compared with the prior art, the powertrain mounting architecture provided in this embodiment, by adopting the aforementioned suspension bushing 010, can replace the four-point distribution of the suspension bushing 010 with a three-point distribution while meeting the vibration isolation requirements of the powertrain. This reduces the number of suspension bushings 010, better meeting the requirements of lightweight design, and also reducing the space occupied by the suspension bushings 010, thus reducing the difficulty of arranging various components inside the engine compartment. Simultaneously, the two sets of auxiliary bushings 020 and one set of the aforementioned suspension bushing 010 constitute the suspension system. The three-point design can change the axial mode of the suspension system (including the drive bridge), improving the axial (forward and backward) stiffness of the suspension system. The suspension system composed of the suspension bushing 010 and auxiliary bushing 020 has higher axial stiffness, resulting in better attenuation of excitation vibration energy and improved ride comfort.

[0082] Based on the same inventive concept, embodiments of this application also provide a vehicle including the powertrain mounting structure described above.

[0083] Compared with the prior art, the vehicle provided in this embodiment, by adopting the above-mentioned powertrain mounting architecture, reduces the number of suspension bushings 010 while meeting the vibration isolation requirements of the powertrain. This is beneficial for reducing the weight of the vehicle and reducing driving energy consumption. At the same time, it can also reduce the difficulty of arranging various components inside the engine compartment, reduce the design and development cost of the whole vehicle, and enhance market competitiveness.

[0084] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A suspension bushing, characterized in that, include: The inner tube (1), the elastic body (2), and the outer tube (3) are fitted into the elastic body (2) and the outer tube (3) is sleeved on the outer periphery of the elastic body (2). The inner tube (1) has an inner mounting portion (310) and an inner connecting portion (320) arranged alternately along a first direction. In a second direction, the width of the inner connecting portion (320) is smaller than the width of the inner mounting portion (310). The inner connecting portion (320) is located between two adjacent inner mounting portions (310). An axially penetrating mounting hole (330) is provided on the inner mounting portion (310). The first direction is perpendicular to the second direction, and both are perpendicular to the axial direction of the inner tube (1).

2. The suspension bushing as described in claim 1, characterized in that, The inner mounting portion (310) includes a plurality of first mounting sections (311) arranged sequentially along its own axial direction. Two adjacent first mounting sections (311) are connected by a second mounting section (312). The outer diameter of the second mounting section (312) is smaller than the outer diameter of the first mounting section (311) to form a shrinkage groove (313) between two adjacent first mounting sections (311). The inner cavity in the elastic body (2) corresponding to the inner mounting part (310) is called the mounting inner cavity (210), and the mounting inner cavity (210) is provided with a plurality of protrusions (211) that are fitted and adapted to the shrinkage groove (313).

3. The suspension bushing as described in claim 2, characterized in that, The inner connecting part (320) includes a plurality of connecting segments (321) spaced apart, and the corresponding first mounting segments (311) of two adjacent inner mounting parts (310) are integrally connected through the connecting segments (321).

4. The suspension bushing as described in claim 1, characterized in that, The inner mounting part (310) is also provided with an axially penetrating weight reduction hole (340), which is arranged around the mounting hole (330).

5. The suspension bushing as described in claim 1, characterized in that, The outer peripheral surface of the inner mounting part (310) is an arc surface coaxial with the mounting hole (330).

6. The suspension bushing as described in claim 1, characterized in that, The cross-section of the elastomer (2) is oblong, and the long axis of the cross-section of the elastomer (2) is parallel to the first direction. The outer tube (3) and the outer periphery of the elastomer (2) are arranged to follow the shape.

7. The suspension bushing as described in claim 1 or 6, characterized in that, The elastic body (2) is provided with a plurality of damping holes (220) that extend along its own axial direction. The plurality of damping holes (220) are distributed circumferentially along the inner tube (1). On a plane perpendicular to the axial direction of the elastic body (2), the width of the damping holes (220) gradually decreases in the direction away from the inner tube (1).

8. The suspension bushing as described in claim 7, characterized in that, The outer peripheral surface of the inner mounting part (310) has a flat cut surface (314) parallel to its own axis, and the flat cut surface (314) is provided on the inner mounting part (310) on the side opposite to the inner connecting part (320); The inner wall surface (221) of the damping hole (220) facing the inner tube (1) is used as the inner wall surface (221). At least one damping hole (220) is set facing the flat section (314). The inner wall surface (221) of the damping hole (220) corresponding to the flat section (314) is a plane parallel to the flat section (314).

9. A powertrain mounting structure, characterized in that, It includes a powertrain, two sets of auxiliary bushings (020), and a set of suspension bushings as described in any one of claims 1-8, wherein the two sets of auxiliary bushings (020) and the set of suspension bushings are arranged in a triangular pattern.

10. A vehicle, characterized in that, Including the powertrain mounting architecture as described in claim 9.

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