Suspension bushing, power assembly mounting framework and vehicle

Abstract

The utility model provides a suspension bushing, a power assembly mounting structure and a vehicle, which belong to the technical field of suspension systems and comprise a first inner pipe, an elastic body, an outer pipe and a second inner pipe which are coaxially nested in sequence from inside to outside. According to the suspension system, the suspension lining is flattened, meanwhile, the number of the mounting holes is increased, the suspension lining has better impact vibration resistance, then the suspension system can be arranged in a three-point distribution mode, the arrangement number of the lining is reduced, and the space occupied by arrangement of the lining is reduced. The peripheral contour of the elastic body is arranged to be quadrilateral or long circular, so that the suspension bush has high structural strength and rigidity, the rigidity superposition effect is enhanced, and the attenuation effect on excitation energy is effectively improved. By arranging the second inner pipe, the superposition rigidity is increased under the same external force, the attenuation effect of excitation energy is enhanced, a three-elastomer main rib structure can be formed, and the stability and fatigue durability of the elastomer under the complex stress condition are 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] The electric motor drive system is the core power unit of new energy vehicles. Due to the large instantaneous torque of the electric motor during operation, the motor assembly experiences significant impacts. Furthermore, the excitation energy generated during driving is transmitted to the motor assembly. Therefore, a mounting system is often required between the motor drive assembly and the vehicle body. A properly designed mounting system can reduce vibration transmission, protect the motor and other components on the vehicle body, reduce noise, improve vehicle handling and stability, and further reduce the transmission of excitation energy to the motor, minimizing the impact and vibration on the motor, reducing the risk of wear on motor components, and extending the motor's lifespan.

[0003] In the transmission architecture of a hybrid rear axle motor or dual-motor electric axle, the suspension system typically includes four sets of bushing structures. These four sets of bushing structures are respectively arranged on the left and right sides of the front and rear of the motor drive assembly, forming four suspension mounting points between the motor drive assembly and the vehicle body. This arrangement is called a four-point mounting arrangement. Figure 1 As shown, the four-point suspension arrangement results in a larger number of bushing structures in the suspension system, which is not conducive to weight reduction design. In addition, the overall suspension system occupies a large amount of space in the engine compartment, 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] A first inner tube, an elastomer, an outer tube, and a plurality of second inner tubes are sequentially and coaxially nested from the inside to the outside, and the outer periphery of the outer tube is the same as the outer periphery of the elastomer. The first inner tube forms a first mounting hole.

[0008] The elastic body extends along a first direction and a second direction respectively, and the extension length of the elastic body in the first direction is greater than the extension length in the second direction, wherein the first direction and the second direction are both perpendicular to the axial direction of the elastic body.

[0009] The second inner tube is embedded in the elastic body and is arranged parallel to the first inner tube, forming a second mounting hole.

[0010] Existing bushing structures often have only one mounting hole in the inner tube. The overall outer circumference of the bushing structure is cylindrical, and the mounting hole is located at the center of the cylindrical bushing structure. In a four-point distribution method, the axial direction of the mounting holes of each bushing structure is generally parallel to the front-to-back direction. The cylindrical configuration of existing bushing structures makes the force distribution in the circumferential direction relatively uniform, but it is difficult to further improve the impact resistance (especially the impact resistance in the vertical direction). Therefore, a four-point distribution method is needed to compensate for the shortcomings of the bushing structure itself by setting more bushing structures. This makes it difficult to reduce the number of bushing structures, which has a negative impact on weight reduction design and space optimization.

[0011] To address this issue, this application discloses an embodiment of a suspension bushing. After the suspension bushing is assembled with the vehicle body, the opening directions of both the first and second mounting holes are perpendicular to the vertical direction. Compared to existing technologies, the solution shown in this application, due to the elastomer's greater extension length in the first direction than in the second direction, results in a flatter cross-sectional profile for the suspension bushing. During installation, the narrow side of the suspension bushing is parallel to the vertical direction (even if the second direction is parallel to the vertical direction), giving the suspension bushing a larger load-bearing area in the vertical direction. When subjected to impact forces in the vertical direction (e.g., vertical vibration forces generated under bumpy road conditions), the impact force can be evenly distributed, making the suspension bushing less prone to deformation and more stable. This allows the suspension bushing to withstand greater vertical loads while maintaining good elasticity, thereby further improving the attenuation effect on vertical vibration energy.

[0012] Furthermore, the axial direction of the suspension bushing is perpendicular to the vertical direction after installation. The outer tube of the suspension bushing is integrally connected to one of the vehicle body and the powertrain, while the first inner tube of the suspension bushing is fixed to the other of the vehicle body and the powertrain via fasteners. Taking the case where the first and second inner tubes of the suspension bushing are connected to the vehicle body via fasteners as an example, by setting the first and second inner tubes, more connection points are provided between the suspension bushing and the vehicle body, increasing the bonding strength between the suspension bushing and the vehicle body. This results in an increase in the natural frequency of the connection area between the first and second inner tubes and the vehicle body 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 displacement generated by the elastic body... 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 thus reduce the accumulation of vibration energy.

[0013] As can be seen, this application flattens the suspension bushing and increases the number of mounting holes, giving the suspension bushing a better ability to resist impact vibration (especially vertical impact vibration), thus better attenuating excitation vibration energy. Therefore, under the premise of meeting the vibration isolation requirements of the powertrain, when using the suspension bushing of this application, one set of the suspension bushing of this application can be set on one side of the powertrain, and two sets of auxiliary bushings can be set on the other side, so that the suspension bushing and auxiliary bushings form a three-point distribution, thereby reducing the number of bushings required, which 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 engine compartment.

[0014] In conjunction with the first aspect, in one possible implementation, the outer periphery of the elastomer has four planar portions arranged sequentially along its circumference. The four planar portions cooperate to make the outer periphery of the elastomer form a parallelogram. Two opposite corners of the parallelogram are distributed along a first direction, and the other two opposite corners of the parallelogram are distributed along a second direction.

[0015] When subjected to axial impact loads, the parallelogram configuration effectively disperses the axial impact load, enhancing the bushing's ability to withstand tensile or compressive forces. When subjected to radial impact loads (especially vertical ones), the parallelogram design of the suspension bushing creates a triangular-like structure in the radial direction, further improving the dispersion of radial impact loads. The outer tube and elastomer are less prone to deformation, resulting in better structural stability and enhanced radial tensile or compressive force resistance. Furthermore, the high structural strength and stiffness of the suspension bushing enhance the effect of stiffness superposition, effectively improving the attenuation of excitation energy.

[0016] In conjunction with the first aspect, in one possible implementation, the outer periphery of the elastomer has two planar portions distributed along a second direction and two arcuate portions distributed along a first direction, wherein the two planar portions and the two arcuate portions cooperate to make the outer periphery of the elastomer elongated.

[0017] When subjected to axial impact, the bushing exhibits good dispersion of axial impact loads, enhancing its ability to withstand axial tension or compression. When subjected to radial impact loads (especially vertical impact loads), the planar design provides the suspension bushing with a larger load-bearing area, improving the dispersion of radial impact loads. The outer tube and elastomer are less prone to deformation, resulting in better structural stability of the suspension bushing and enhancing its ability to withstand radial tension or compression. The increased structural strength of the suspension bushing enhances the effect of stiffness superposition, effectively improving the attenuation of excitation energy.

[0018] In conjunction with the first aspect, in one possible implementation, the two axial ends of the first inner tube protrude from the corresponding axial end faces of the elastic body, and the two protruding ends of the first inner tube extend outward to form a first convex ring, which abuts against the corresponding axial end faces of the elastic body. Due to the presence of the first convex ring, the first inner tube has an "I"-shaped structure; the dumbbell-shaped structure, thicker at both ends and thinner in the middle, gives the first inner tube high resistance to bending, torsion, and shear, enabling it to withstand greater pressure and shear force. The first inner tube possesses high structural strength and stability, and its structural design can reduce material usage while meeting load-bearing capacity requirements.

[0019] In conjunction with the first aspect, in one possible implementation, multiple second inner tubes are symmetrically distributed on both sides of the first inner tube along a first direction. When the outer periphery of the elastomer and the outer tube is rhomboid, the first inner tube forms the main elastomer rib, and the symmetrically distributed second inner tubes on both sides respectively form the secondary elastomer ribs, making the suspension bushing a three-rib structure of elastic bodies. This structure can better resist impact loads in the vertical direction and improve the stability and fatigue durability of the elastomer under complex stress conditions. A similar three-rib structure is also formed when the outer periphery of the elastomer and the outer tube is oblong. This structure can also withstand higher-strength vertical impact loads, more effectively disperse and resist vertical impact loads, and further improve the stability and fatigue durability of the suspension bushing under complex stress conditions.

[0020] In conjunction with the first aspect, in one possible implementation, the elastomer has an outer wall protrusion on its outer periphery, and the inner wall of the outer tube has an inner wall groove corresponding to the outer wall protrusion. The outer wall protrusion is fitted into the inner wall groove. The fitting and adaptation of the outer wall protrusion and the inner wall groove enhances the axial bonding strength between the outer tube and the elastomer, ensuring the structural stability of the suspension bushing, preventing interference between the suspension bushing and surrounding mating components, and simultaneously accommodating stiffness ratio adjustments in various directions, improving the absorption effect of impact loads from the powertrain, and reasonably controlling the displacement of the elastomer.

[0021] In conjunction with the first aspect, in one possible implementation, the elastomer is provided with a plurality of first damping holes, which are uniformly arranged around the first inner tube, and the width of the first damping holes gradually increases in the direction away from the first inner tube. Utilizing the strong structural stability of triangular or trapezoidal holes enhances 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.

[0022] In some embodiments, the elastomer is provided with a plurality of second damping holes, which are uniformly arranged around the second inner tube, and the width of the second damping holes gradually increases in the direction away from the second inner tube. Utilizing the strong structural stability of triangular or trapezoidal holes enhances the radial load-bearing capacity of the elastomer, which is beneficial for improving the overall stiffness of the suspension bushing, thereby further improving the attenuation effect on vibration energy.

[0023] 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. The two sets of auxiliary bushings and the set of suspension bushings are arranged in a triangle. In the suspension bushings, the second direction is parallel to the vertical direction.

[0024] Compared with the prior art, the solution shown in this application, by adopting the aforementioned suspension bushing, replaces the traditional four-point arrangement of the suspension system with a three-point arrangement, reducing the number of bushings required and better meeting the design requirements for lightweighting. It also reduces the space occupied by the bushings, simplifying the arrangement of various components within the engine compartment. Furthermore, the three-point design alters the axial modes of the suspension system (including the drive bridge), enhancing the attenuation of excitation vibration energy and improving ride comfort.

[0025] Thirdly, this utility model embodiment also provides a vehicle including the powertrain mounting structure described above.

[0026] Compared with the prior art, the solution shown in this application embodiment reduces the number of 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, improve driving comfort, and thus enhance the market competitiveness of the vehicle. Attached Figure Description

[0027] Figure 1 A schematic diagram of the four-point distribution of the bushing structure in an existing suspension system;

[0028] Figure 2 A front view of a suspension bushing provided in an embodiment of this utility model;

[0029] Figure 3 for Figure 2 AA section view;

[0030] Figure 4 for Figure 2 BB section view;

[0031] Figure 5 for Figure 2 An assembly perspective view of the elastomer, the first inner tube, and the second inner tube in the illustrated embodiment.

[0032] Figure 6 for Figure 2 A perspective view of the outer tube in the illustrated embodiment;

[0033] Figure 7 for Figure 2 The distribution diagram of the first inner tube and the second inner tube in the embodiment shown;

[0034] Figure 8 This is a cross-sectional schematic diagram of the elastomer, the first inner tube, and the second inner tube used in another embodiment of the present invention.

[0035] Figure 9 This is a cross-sectional schematic diagram of the elastomer, the first inner tube, and the second inner tube used in another embodiment of the present invention.

[0036] Figure 10 A schematic diagram of the three-point distribution of the suspension bushing and auxiliary bushing in the powertrain mounting architecture provided in another embodiment of the present utility model;

[0037] Explanation of reference numerals in the attached figures:

[0038] 010, Bushing structure; 020, Suspension bushing; 030, Auxiliary bushing; 1, First inner tube; 110, First convex ring; 2, Elastomer; 210, Flat part; 220, Arc transition part; 230, Arc part; 240, Outer wall protrusion; 250, Anti-collision convex ring; 3, Outer tube; 310, Inner wall groove; 4, First mounting hole; 5, Second inner tube; 510, Second convex ring; 6, Second mounting hole; 7, First damping hole; 710, First arched part; 8, Second damping hole. Detailed Implementation

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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".

[0044] Please refer to the following: Figure 1 , Figure 5 and Figure 10 The suspension bushing 020 provided by this utility model will now be described. The suspension bushing 020 includes a first inner tube 1, an elastic body 2, an outer tube 3, and a plurality of second inner tubes 5, which are coaxially nested from the inside out. The outer periphery of the outer tube 3 is the same as the outer periphery of the elastic body 2. The first inner tube 1 forms a first mounting hole 4. The elastic body 2 extends along a first direction and a second direction, with the extension length of the elastic body 2 in the first direction being greater than its extension length in the second direction. Both the first and second directions are perpendicular to the axial direction of the elastic body 2. The second inner tubes 5 are embedded in the elastic body 2 and are arranged parallel to the first inner tube 1, forming a second mounting hole 6. Furthermore, since the outer periphery of the outer tube 3 is the same as the outer periphery of the elastic body 2, the extension length of the outer tube 3 in the first direction is greater than its extension length in the second direction, making the overall extension length of the suspension bushing 020 in the first direction greater than its extension length in the second direction.

[0045] In this embodiment, the material of the first 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 first inner tube 1 includes, but is not limited to, casting. Casting can achieve an integrated design of the first inner tube 1, avoiding seams that could affect its structural strength. The material of the elastomer 2 includes, but is not limited to, rubber. A balance needs to be struck 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 it 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, helping to improve the vibration isolation capability of the suspension bushing 020. Moreover, the outer tube 3 has a low density, is easy to injection mold, has high production efficiency, and low production cost.

[0046] The first 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 first 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 020 and extending its service life.

[0047] In this embodiment, the outer tube 3 is connected to the powertrain (e.g., the motor drive assembly) or the vehicle body. To achieve the connection with the outer tube 3, a connecting sleeve is provided on the vehicle body or the powertrain, and the connection is achieved by tightening the sleeve. Alternatively, a connecting platform is provided on the vehicle body or the powertrain, and a connecting lug is provided on the outer tube 3. The outer tube 3 is then connected to the powertrain or the vehicle body by threaded fasteners.

[0048] Existing bushing structures 010 typically have only one mounting hole in the inner tube. The overall outer periphery of the bushing structure 010 is cylindrical, and the mounting hole is located at the center of the cylindrical bushing structure 010. In a four-point distribution configuration, the axial direction of the mounting holes of each bushing structure 010 is generally parallel to the front-to-back direction. The cylindrical configuration of the existing bushing structure 010 makes it relatively uniform in circumferential stress, but it is difficult to further improve its impact resistance (especially its impact resistance in the vertical direction). Therefore, a four-point distribution configuration is needed to compensate for the shortcomings of the bushing structure 010 by setting more bushing structures 010. This makes it difficult to reduce the number of bushing structures 010, which has a negative impact on weight reduction design and space optimization. Furthermore, the design with only one mounting hole means that each bushing structure 010 can only correspond to one mounting position between the powertrain and the body. This makes it difficult to further improve the bonding strength between the powertrain and the body, and it is also difficult to further optimize the vibration isolation capability of the bushing structure. This defect will also affect the number of bushing structures 010 in the existing suspension system. It is difficult to reduce the number of bushing structures 010, and it is also difficult to further optimize the weight reduction design and space utilization.

[0049] To address this issue, the suspension bushing 020 provided in this embodiment, compared to the prior art, has a flat cross-sectional profile because the extension length of the elastic body 2 in the first direction is greater than its extension length in the second direction. During installation, the narrow side of the suspension bushing 020 is parallel to the vertical direction (even if the second direction is parallel to the vertical direction), giving the suspension bushing 020 a larger load-bearing area in the vertical direction. When subjected to impact forces in the vertical direction (such as the vertical vibration forces generated under conditions like bumpy roads), the impact force can be evenly distributed. The suspension bushing 020 is less prone to deformation, resulting in a more stable structure. This allows the suspension bushing 020 to withstand greater vertical loads while maintaining good elasticity, thereby further enhancing the attenuation effect on vertical vibration energy. Furthermore, the overall structure of the suspension bushing 020 is simple, with lower manufacturing and usage costs, making it more practical.

[0050] Furthermore, the principle behind the vibration isolation capability of the suspension bushing 020 is as follows: when the suspension bushing 020 is axially assembled with the powertrain, the bolt tightening torque is... The elastic body compression (i.e., initial displacement) is The initial stiffness of the suspension bushing 020 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 020, compressing the elastomer along the axial direction of the suspension bushing 020 and causing displacement. Stiffness is superimposed based on the initial stiffness, and the superimposed stiffness is achieved. This achieves the purpose of attenuating vibration energy, and the superimposed stiffness is positively correlated with the attenuation effect. The axial direction of the suspension bushing 020 (i.e., the axial direction of the first mounting hole 4) is perpendicular to the vertical direction (e.g., the front-to-back direction) after installation. The outer tube 3 of the suspension bushing 020 is integrally connected to one of the vehicle body or the powertrain. The first inner tube 1 of the suspension bushing 020 is fixed to the other of the vehicle body or the powertrain via fasteners (e.g., threaded fasteners). Based on the aforementioned description of the principle by which the suspension bushing 020 can isolate vibration, taking the case where the first inner tube 1 and the second inner tube 5 of the suspension bushing 020 are connected to the vehicle body via fasteners as an example, by setting the first inner tube 1 and the second inner tube 5, more connection points are created between the suspension bushing 020 and the vehicle body, increasing the bonding strength between the suspension bushing 020 and the vehicle body. This causes the natural frequency of the area where the first inner tube 1 and the second inner tube 5 are connected to the vehicle body to increase during the transmission of road excitation to the suspension bushing 020, thereby transferring vibration energy to a higher frequency band. Under the same external force, the displacement generated by the elastic body 2... 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 thus reduce the accumulation of vibration energy.

[0051] As can be seen, this embodiment flattens the suspension bushing 020 and increases the number of mounting holes, giving the suspension bushing 020 better resistance to impact vibration (especially vertical impact vibration), thus better attenuating excitation vibration energy. Therefore, under the premise of meeting the vibration isolation requirements of the powertrain, when using the suspension bushing 020 of this embodiment, a set of the suspension bushing 020 of this application can be set at the front of the powertrain, and a set of auxiliary bushings 030 can be set on the left and right sides of the rear (or a set of the suspension bushing 020 of this application can be set at the rear of the powertrain, and a set of auxiliary bushings 030 can be set on the left and right sides of the front), so that the suspension bushing 020 and the auxiliary bushings 030 form a three-point distribution (e.g., Figure 10 As shown, a set of suspension bushings 020 and two sets of auxiliary bushings 030 are located at the three vertices of the triangular distribution structure, thereby reducing the number of bushings required, which is more in line with the lightweight design requirements. At the same time, it can also reduce the space occupied by the bushings and reduce the difficulty of arranging various components inside the cabin.

[0052] In some specific embodiments of the suspension bushing 020 configuration, see [link to relevant documentation]. Figure 2 , Figure 5 , Figure 6 and Figure 8The outer periphery of the elastic body 2 has four planar portions 210 arranged sequentially along its circumference. The four planar portions 210 cooperate to make the outer periphery of the elastic body 2 a parallelogram. Two oppositely arranged corners of the parallelogram are distributed along a first direction, and the other two oppositely arranged corners of the parallelogram are distributed along a second direction. It should be understood that the distribution of two oppositely arranged corners along the first direction means that the two corners are distributed along a path completely parallel to the first direction, or that the distribution path of the two corners maintains a small angle (e.g., less than 10°) with the first direction. The distribution of two oppositely arranged corners along the second direction is arranged in a similar manner, and will not be described in detail here.

[0053] In this embodiment, when vibration is generated by axial load impact, the four planar portions 210 of the parallelogram can respectively form force transmission paths, which has a good dispersion effect on axial impact load and improves the ability to withstand axial tensile or compressive forces. When vibration is generated by radial impact load (especially impact loads in the vertical direction), the parallelogram design of the suspension bushing 020 forms a triangular-like structure in the radial direction, which can improve the dispersion effect on radial impact load. The outer tube 3 and the elastic body 2 are not easily deformed, so the suspension bushing 020 has better structural stability and improves the ability to withstand radial tensile or compressive forces. Based on the above description of the principle that the suspension bushing 020 can isolate vibration, since the suspension bushing 020 has high structural strength and stiffness, the effect of stiffness superposition is enhanced, and the attenuation effect of excitation energy is effectively improved.

[0054] Based on the above embodiments, see Figure 5 and Figure 8 The outer periphery of the elastomer 2 also has an arc transition portion 220. Each pair of adjacent planar portions 210 are smoothly transitioned by the arc transition portion 220, and an arc transition is achieved between the two planar portions 210 to avoid local stress concentration at the corners and improve the uniformity of impact load distribution.

[0055] For more details, see Figure 2 The outer periphery of the elastic body 2 is rhomboid, making the elastic body 2 an axisymmetric structure, which can make the impact load distribution more uniform.

[0056] In other specific embodiments of the suspension bushing 020 configuration, see Figure 9The outer periphery of the elastomer 2 has two planar portions 210 distributed along a second direction and two arcuate portions 230 distributed along a first direction. The two planar portions 210 and the two arcuate portions 230 cooperate to make the outer periphery of the elastomer 2 elongated. When vibrating due to axial load impact, the two planar portions 210 and the two arcuate portions 230 can respectively form force transmission paths, which have a good dispersion effect on axial impact loads and improve the ability to withstand axial tensile or compressive forces. When vibrating due to radial impact loads (especially impact loads in the vertical direction), the design of the planar portions 210 gives the suspension bushing 020 a larger load-bearing area, which can improve the dispersion effect on radial impact loads. The outer tube 3 and the elastomer 2 are not easily deformed, which makes the suspension bushing 020 have better structural stability and improves the ability to withstand radial tensile or compressive forces. The increase in the strength of the suspension bushing 020 enhances the effect of stiffness superposition and effectively improves the attenuation effect of excitation energy.

[0057] In some embodiments, see Figure 3 , Figure 4 and Figure 7 The two axial ends of the first inner tube 1 protrude from the corresponding axial end faces of the elastic body 2, and the two protruding ends of the first inner tube 1 extend outward to form a first convex ring 110, which abuts against the corresponding axial end faces of the elastic body 2. In this embodiment, the term "inner" refers to the direction towards the central axis of the first inner tube 1, and vice versa. Taking the case where the outer tube 3 is connected to the powertrain as an example, after the powertrain is assembled with the body, the axial end face of the first inner tube 1 contacts the body, leaving a certain clearance space for the deformation of the elastic body 2, avoiding interference between the elastic body 2 or the outer tube 3 and the body, and affecting the attenuation effect of the suspension bushing 020 on the excitation vibration energy. Meanwhile, due to the presence of the first convex ring 110, the first inner tube 1 has an "I" shaped structure. The dumbbell-shaped structure, which is thick at both ends and thin in the middle, gives the first inner tube 1 high resistance to bending, torsion, and shear, and can withstand greater pressure and shear force. The first inner tube 1 has high structural strength and structural stability. Under the premise of meeting the load-bearing capacity requirements, the structural design of the first inner tube 1 can reduce the amount of material used. Compared with the conventional straight cylindrical inner tube structure, the weight of the first inner tube 1 in this embodiment can be reduced by 15% to 20%, which is more in line with the design requirements of lightweight and low cost.

[0058] See Figures 2 to 9 In some embodiments, a plurality of second inner tubes 5 are symmetrically distributed on both sides of the first inner tube 1 along a first direction.

[0059] When the outer periphery of the elastic body 2 and the outer tube 3 is rhomboid, the first inner tube 1 forms the main rib of the primary elastic body 2, and the second inner tubes 5, symmetrically distributed on both sides, respectively form the main ribs of the secondary elastic body 2, as shown below. Figure 2As shown in the three rectangular dashed boxes, the suspension bushing 020 has a three-elastic-body 2 main rib structure, which can better resist impact loads in the vertical direction and improve the stability and fatigue durability of the elastic body 2 under complex stress conditions. A similar three-elastic-body 2 main rib structure is also formed when the outer periphery of the elastic body 2 and the outer tube 3 is oblong, as shown in the example. Figure 9 As shown in the three rectangular dashed boxes, the area can also withstand stronger vertical impact loads, more effectively disperse and resist vertical impact loads, and further improve the stability and fatigue durability of the suspension bushing 020 under complex stress conditions.

[0060] Optionally, based on the elastomer 2 and the outer tube 3 having an elongated oval outer periphery, the second inner tube 5 is coaxially arranged with the outer arc surface in the corresponding side arc surface 230, thereby reducing the difference in vertical distance between the outer periphery of the second inner tube and the outer periphery of the elastomer 2 and further improving the uniformity of force distribution.

[0061] In some more specific embodiments, only one second inner tube 5 may be provided on the same side of the first inner tube 1 (i.e., only two second inner tubes 5 are provided in one suspension bushing 020). In this case, the centers of the two second inner tubes 5 are on the same straight line as the center of the first inner tube 1, such as... Figure 2 As shown; two or more second inner tubes 5 can be set on the same side of the first inner tube 1 (that is, at least four second inner tubes 5 are set in one suspension bushing 020). The multiple second inner tubes 5 on the same side of the first inner tube 1 are symmetrically arranged about a reference line, which is parallel to the first direction and passes through the center line of the first inner tube 1.

[0062] In some embodiments, see Figure 3 and Figure 7The two axial ends of the second inner tube 5 protrude from the corresponding axial end faces of the elastic body 2, and the two protruding ends of the second inner tube 5 extend outward to form a second convex ring 510, which abuts against the corresponding axial end faces of the elastic body 2. In this embodiment, the term "inner" refers to the direction towards the central axis of the second inner tube 5, and vice versa. Taking the case where the outer tube 3 is connected to the powertrain as an example, after the powertrain is assembled with the body, the axial end face of the second inner tube 5 contacts the body, leaving a certain clearance space for the deformation of the elastic body 2, avoiding interference between the elastic body 2 or the outer tube 3 and the body, and affecting the attenuation effect of the suspension bushing 020 on the excitation vibration energy. Meanwhile, due to the addition of the second convex ring 510, the second inner tube 5 has an "I"-shaped structure. The dumbbell-shaped structure, which is thicker at both ends and thinner in the middle, gives the second inner tube 5 high resistance to bending, torsion, and shear, and can withstand greater pressure and shear force. The second inner tube 5 has high structural strength and stability. Under the premise of meeting the load-bearing capacity requirements, the structural design of the second inner tube 5 can reduce the amount of material used. Compared with the conventional straight cylindrical inner tube structure, the weight of the second inner tube 5 in this embodiment can be reduced by 15% to 20%, which is more in line with the design requirements of lightweight and low cost.

[0063] Optionally, the shaft end face of the first inner tube 1 is flush with the shaft end face of the second inner tube 5 to facilitate assembly with the vehicle body or powertrain.

[0064] In some embodiments, see Figures 3 to 5 The two axial ends of the elastic body 2 protrude from the corresponding axial end faces of the outer tube 3, and the two protruding ends of the elastic body 2 extend outward to form anti-collision convex rings 250, which abut against the corresponding axial end faces of the outer tube 3. In this embodiment, the term "inner" refers to the direction towards the central axis of the elastic body 2, and vice versa. The anti-collision convex rings 250 can effectively ensure the assembly posture of the suspension bushing 020, prevent the suspension bushing 020 from interfering with the surrounding mating parts, and thus ensure that the function of the suspension bushing 020 is effectively performed. While taking into account the adjustment of the stiffness ratio in all directions, the anti-collision convex rings 250 can effectively absorb the large impact load caused by the powertrain and reasonably control the displacement of the elastic body 2.

[0065] In some embodiments, see Figures 3 to 6 The outer periphery of the elastomer 2 is provided with an outer wall protrusion 240, and the inner wall of the outer tube 3 has an inner wall groove 310 corresponding to the outer wall protrusion 240. The outer wall protrusion 240 is embedded in the inner wall groove 310. The fitting and adaptation of the outer wall protrusion 240 and the inner wall groove 310 enhances the axial bonding strength between the outer tube 3 and the elastomer 2, ensures the structural stability of the suspension bushing 020, prevents interference between the suspension bushing 020 and surrounding mating parts, and at the same time, can also take into account the stiffness ratio adjustment in various directions, improve the absorption effect of impact loads from the powertrain, and can also reasonably control the displacement of the elastomer 2.

[0066] In some embodiments, see Figure 1 , Figure 5 , Figure 8 and Figure 9 The elastomer 2 is provided with multiple first damping holes 7 that are axially connected along the first mounting hole 4. These first damping holes 7 are evenly arranged around the first inner tube 1, and the width of each first damping hole 7 gradually increases in the direction away from the first inner tube 1, making each first damping hole 7 a triangular or trapezoidal hole that is wider at the outer edge and narrower at the inner edge. This embodiment utilizes the strong structural stability of triangular or trapezoidal holes to enhance the radial load-bearing capacity of the elastomer 2, which is beneficial for improving the overall stiffness of the suspension bushing 020, thereby further enhancing the attenuation effect on vibration energy.

[0067] Optional, see Figure 1 , Figure 5 , Figure 8 and Figure 9 The first damping hole 7 is provided in four sets. Two sets of the first damping hole 7 are respectively arranged on opposite sides of the first inner tube 1 along the first direction, and the other two sets of the first damping hole 7 are respectively arranged on opposite sides of the first inner tube 1 along the second direction. This maximizes the reinforcement coverage of the first damping hole 7 in the circumferential direction of the elastic body 2 and further optimizes the radial bearing capacity of the elastic body 2.

[0068] In some embodiments, see Figure 1 , Figure 5 , Figure 8 and Figure 9 The elastomer 2 has multiple second damping holes 8 that extend axially along the second mounting hole 6. These holes are evenly arranged around the second inner tube 5, and their width gradually increases in the direction away from the second inner tube 5, making them triangular or trapezoidal holes with a wider outer edge and a narrower inner edge. This embodiment utilizes the strong structural stability of triangular or trapezoidal holes to enhance the radial load-bearing capacity of the elastomer 2, which is beneficial for improving the overall stiffness of the suspension bushing 020, thereby further enhancing the attenuation effect on vibration energy.

[0069] It should be noted that the scheme of setting the first damping hole 7 and the scheme of setting the second damping hole 8 can be used individually or in combination, as long as they meet the structural performance requirements of the suspension bushing 020. The attached figure exemplarily illustrates a scheme that simultaneously sets the first damping hole 7 and the second damping hole 8.

[0070] In some embodiments, see Figure 2To prevent the distance between the first damping hole 7 and the adjacent second damping hole 8 from being too close, which would affect the structural strength of the elastic body 2 between the first damping hole 7 and the second damping hole 8, a reinforcing structure is provided between the first damping hole 7 and the adjacent second damping hole 8. Specifically, with the first damping hole 7 having a larger opening area, the side wall of the first damping hole 7 facing the second damping hole 8 is arched, and the arching direction is towards the first inner tube 1. The arched area forms a first arched part 710, which is the aforementioned reinforcing structure. This further enhances the radial load-bearing capacity of this area, which is beneficial to improving the overall stiffness of the suspension bushing 020, thereby further improving the attenuation effect on vibration energy. Of course, if the second damping hole 8 has a larger opening area, the side wall of the second damping hole 8 facing the first damping hole 7 will arch, and the arching direction will be towards the second inner tube 5. The arched area forms the second arched part, which is the aforementioned reinforcing structure. This further strengthens the radial bearing capacity of the area, which is conducive to improving the overall stiffness of the suspension bushing 020, thereby further improving the attenuation effect on vibration energy.

[0071] It is important to understand that the relative sizes of the first damping hole 7 and the second damping hole 8 are related to the outer peripheral contour shape of the elastic body 2. It is necessary to avoid the edges of either the first damping hole 7 or the second damping hole 8 being too close to the edge of the elastic body 2, ensuring that the openings do not affect the stiffness of the elastic body 2. Taking the elastic body 2 with a rhomboid contour in the figure as an example, since the second inner tube 5 is closer to the corners of the elastic body 2, the size of the second damping hole 8 is smaller than that of the first damping hole 7, which is located in the middle.

[0072] Optionally, to improve the uniformity of force distribution on the elastic body 2, the first damping hole 7 is an isosceles triangle or an isosceles trapezoid, and the second damping hole 8 is an isosceles triangle or an isosceles trapezoid. The specific shapes of the first damping hole 7 and the second damping hole 8 are selectively set according to the trajectory of the elastic body 2 around the first inner tube 1 or the second inner tube 5, avoiding excessively large opening areas that could affect the stiffness of the elastic body 2. This embodiment exemplifies an implementation where both the first damping hole 7 and the second damping hole 8 are isosceles triangles. In addition, embodiments where the first damping hole 7 is a triangle and the second damping hole 8 is a trapezoid, or embodiments where both the first damping hole 7 and the second damping hole 8 are trapezoids, etc., can also be used. Other examples are not listed here.

[0073] Based on the same inventive concept, this application also provides a powertrain mounting architecture, see reference. Figure 10The powertrain mounting structure includes a powertrain, two sets of auxiliary bushings 030, and one set of the aforementioned suspension bushings 020. The two sets of auxiliary bushings 030 and the one set of suspension bushings 020 are arranged in a triangle. In the suspension bushings 020, the second direction is parallel to the vertical direction. The axial directions of both the suspension bushings 020 and the auxiliary bushings 030 are parallel to a preset direction, which can be the front-rear direction. Alternatively, the axial directions of the suspension bushings 020 and the auxiliary bushings 030 are parallel to each other, 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-rear direction or the left-right direction, or the preset direction is set at an angle to both the front-rear direction and the left-right direction. Figure 10 The embodiments given exemplify how the second direction is parallel to the vertical direction and the first direction is parallel to the horizontal direction.

[0074] The distribution of the suspension bushing 020 and the suspension bushing 020 in this embodiment is illustrated as follows: 1) Two sets of auxiliary bushings 030 are provided on the front side of the powertrain and correspond to the left and right sides of the powertrain respectively, and one set of suspension bushings 020 is provided on the rear side of the powertrain and corresponds to the middle of the powertrain, forming a triangular distribution structure that is wider in the front and narrower in the back. 2) Referring to 10, two sets of auxiliary bushings 030 are located on the rear side of the powertrain, corresponding to the left and right sides of the powertrain respectively, and one set of suspension bushings 020 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; 3) Two sets of auxiliary bushings 030 are located on the left side of the powertrain, corresponding to the front and rear sides of the powertrain respectively, and one set of suspension bushings 020 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; 4) Two sets of auxiliary bushings 030 are located on the right side of the powertrain, corresponding to the front and rear sides of the powertrain respectively, and one set of suspension bushings 020 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.

[0075] 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 10 2-2) The structure of the auxiliary bushing 030 is different from that of the suspension bushing 020 in this embodiment (i.e., it adopts the existing bushing structure 010); 2-3) One of the two sets of auxiliary bushings 030 adopts the same structure as the suspension bushing 020 in this embodiment, and the remaining set of auxiliary bushings 030 adopts the existing bushing structure 010, which is not shown in the figure; 2-4) Both sets of auxiliary bushings 030 adopt the same structure as the suspension bushing 020 in this embodiment, which is not shown in the figure.

[0076] Preferably, a set of auxiliary bushings 030 includes one auxiliary bushing 030, and a set of suspension bushings 020 includes one suspension bushing 020. Of course, a set of auxiliary bushings 030 may also include more auxiliary bushings 030, and the suspension bushings 020 are configured similarly. The configuration is selective according to actual installation requirements and is not limited to a single option.

[0077] Compared with the prior art, the powertrain mounting architecture provided in this embodiment replaces the traditional four-point arrangement of the suspension system with a three-point arrangement (i.e., a triangular distribution, with one set of suspension bushings 020 and two sets of auxiliary bushings 030 located at the three vertices of the triangular distribution architecture) by adopting the aforementioned suspension bushing 020. This reduces the number of bushings required, better meeting the design requirements for lightweighting, and also reduces the space occupied by the bushings, simplifying the arrangement of various components inside the engine compartment. In addition, the three-point design can change the axial mode of the suspension system (including the drive axle). The suspension system composed of suspension bushings 020 and auxiliary bushings 030 has higher axial stiffness, resulting in better attenuation of excitation vibration energy and improved ride comfort.

[0078] Based on the same inventive concept, embodiments of this application also provide a vehicle including the powertrain mounting structure described above.

[0079] Compared with the prior art, the vehicle provided in this embodiment, by adopting the powertrain mounting architecture described above, reduces the number of 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, improve driving comfort, and thus enhance the market competitiveness of the vehicle.

[0080] 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: A first inner tube (1), an elastic body (2), an outer tube (3), and a plurality of second inner tubes (5) are arranged in a coaxial nested manner from the inside to the outside, and the outer periphery contour of the outer tube (3) is the same as the outer periphery contour of the elastic body (2). The first inner tube (1) forms a first mounting hole (4). The elastic body (2) extends along a first direction and a second direction respectively, and the extension length of the elastic body (2) in the first direction is greater than the extension length in the second direction, wherein the first direction and the second direction are both perpendicular to the axial direction of the elastic body (2). The second inner tube (5) is embedded in the elastic body (2) and is arranged parallel to the first inner tube (1). The second inner tube (5) forms a second mounting hole (6).

2. The suspension bushing as described in claim 1, characterized in that, The outer periphery of the elastic body (2) has four planar portions (210) arranged sequentially along its circumference. The four planar portions (210) cooperate to make the outer periphery of the elastic body (2) form a parallelogram. Two opposite edges of the parallelogram are distributed along a first direction, and the other two opposite edges of the parallelogram are distributed along a second direction.

3. The suspension bushing as described in claim 1, characterized in that, The outer periphery of the elastomer (2) has two planar portions (210) distributed along a second direction and two arcuate portions (230) distributed along a first direction. The two planar portions (210) and the two arcuate portions (230) cooperate to make the outer periphery of the elastomer (2) elongated.

4. The suspension bushing as described in claim 1, characterized in that, The two axial ends of the first inner tube (1) protrude from the corresponding axial end faces of the elastic body (2), and the two protruding ends of the first inner tube (1) extend outward to form a first convex ring (110), which abuts against the corresponding axial end face of the elastic body (2).

5. The suspension bushing as described in any one of claims 1-3, characterized in that, Multiple second inner tubes (5) are symmetrically distributed on both sides of the first inner tube (1) along the first direction.

6. The suspension bushing as described in claim 1, characterized in that, The outer periphery of the elastomer (2) is provided with an outer wall protrusion (240), and the inner wall of the outer tube (3) has an inner wall groove (310) corresponding to the outer wall protrusion (240), and the outer wall protrusion (240) is embedded in the inner wall groove (310).

7. The suspension bushing as described in claim 1, characterized in that, The elastic body (2) is provided with a plurality of first damping holes (7), which are evenly arranged around the first inner tube (1), and the width of the first damping holes (7) gradually increases in the direction away from the first inner tube (1).

8. The suspension bushing as described in claim 5, characterized in that, The elastic body (2) is provided with a plurality of second damping holes (8), which are evenly arranged around the second inner tube (5), and the width of the second damping holes (8) gradually increases in the direction away from the second inner tube (5).

9. A powertrain mounting structure, characterized in that, It includes a powertrain, two sets of auxiliary bushings (030), and a set of suspension bushings as described in any one of claims 1-8. The two sets of auxiliary bushings (030) and the set of suspension bushings are arranged in a triangular pattern, and the second direction of the suspension bushings is parallel to the vertical direction.

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

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