Auxiliary frame and vehicle

Abstract

The embodiment of the utility model provides an auxiliary frame and a vehicle, and belongs to the technical field of vehicles. The auxiliary frame comprises an auxiliary frame body which is provided with a first installation structure and a second installation structure. The motor suspension and the auxiliary lining are installed on the first installation structure and the second installation structure respectively and each comprise a vibration reduction sleeve and a threaded connection assembly, the vibration reduction sleeves are installed on the first installation structure or the second installation structure, and the threaded connection assemblies are installed on the vibration reduction sleeves and used for being connected with a motor or a vehicle body. The threaded connection assembly of at least one of the motor suspension and the auxiliary lining is provided with a first cavity, and a plurality of movable damping particles are arranged in the first cavity. The threaded connection assembly is provided with the first cavity, the multiple movable damping particles are arranged in the first cavity, the vibration and noise reduction effect of the threaded connection assembly can be effectively improved, in addition, the threaded connection assembly is integrated to the auxiliary frame, and vibration of the auxiliary frame and the threaded connection assembly can be reduced at the same time.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a subframe and a vehicle. Background Technology

[0002] In related technologies, particle dampers are installed at locations where vibration is significant on the subframe of electric vehicles. These particle dampers are mostly installed by bolts, but bolts can cause noise radiation and large structural force transmission problems during long-term use, leaving room for improvement. Utility Model Content

[0003] This application provides a subframe and a vehicle that can effectively improve the vibration reduction and noise reduction capabilities of the subframe.

[0004] In a first aspect, embodiments of this application provide a subframe, including:

[0005] The subframe body is provided with a first mounting structure and a second mounting structure;

[0006] The motor mount and the auxiliary bushing are respectively installed on the first mounting structure and the second mounting structure, and each includes a damping sleeve and a threaded connection assembly. The damping sleeve is installed on the first mounting structure or the second mounting structure, and the threaded connection assembly is installed on the damping sleeve and is used to connect the motor or the vehicle body. The threaded connection assembly of at least one of the motor mount and the auxiliary bushing is provided with a first cavity, and a plurality of movable damping particles are provided in the first cavity.

[0007] In the above technical solution, the threaded connection assembly is provided with the first cavity and a plurality of movable damping particles are provided in the first cavity, which can effectively improve the vibration reduction and noise reduction effect of the threaded connection assembly. In addition, integrating the threaded connection assembly into the subframe can simultaneously reduce the vibration of the subframe and the threaded connection assembly.

[0008] In some embodiments, the threaded connection assembly includes:

[0009] Bolts are installed on the vibration damping sleeve;

[0010] The housing forms the first cavity and is mounted on the bolt.

[0011] In the above technical solution, the threaded connection assembly utilizes the movable damping particles to absorb and reduce vibration energy, which can effectively improve the vibration reduction performance of the system.

[0012] In some embodiments, the housing includes two sub-housing bodies disposed opposite each other, each of the two sub-housing bodies forming the cavity and being connected by abutment, and the two sub-housing bodies forming a through hole at the abutment for mounting the housing.

[0013] In the above technical solution, the combined structure of the two sub-boxes can withstand greater loads, which helps to reduce deformation or loosening caused by external impacts or long-term use.

[0014] In some embodiments, the sub-box body forms a plurality of fan-shaped cavities, and partitions are provided in adjacent cavities.

[0015] In the above technical solution, multiple fan-shaped cavities are formed inside the sub-box, which can improve the shock absorption capacity and space utilization of the box structure.

[0016] In some embodiments, the sub-box body is provided with connecting lugs, and the lugs of the two sub-box bodies are arranged opposite to each other and connected.

[0017] In the above technical solution, by providing the lugs for connection on the sub-boxes, the two sub-boxes can be efficiently connected and jointly absorb and reduce vibration energy, thereby enhancing the structural stability and vibration reduction effect of the damping system.

[0018] In some embodiments, the housing is clamped between the head of the bolt and the subframe body.

[0019] In the above technical solution, the box body, as a component sandwiched between the bolt head and the subframe body, mainly functions to reduce the vibration between the bolt and the subframe body through the damping particles filled inside.

[0020] In some embodiments, the bolt includes a connecting section, a head section, and a threaded section connected in sequence, the housing is connected to the connecting section, and the threaded section extends into the vibration damping sleeve.

[0021] In the above technical solution, by connecting the box body with the connecting section and extending the screw section into the vibration damping sleeve, vibration isolation and vibration reduction can be effectively achieved.

[0022] In some embodiments, the subframe body is provided with a weight reduction hole, and a plug is installed at at least one of the weight reduction holes to form a second cavity, wherein a plurality of movable damping particles are disposed in the second cavity.

[0023] In the above technical solution, the weight reduction hole of the subframe body forms the second cavity, and the second cavity is provided with a plurality of movable damping particles, which can effectively improve the vibration reduction and noise reduction capability of the subframe body.

[0024] In some embodiments, the filling rate of the damping particles in each of the cavities is ε, satisfying: 20% ≤ ε < 100%.

[0025] In the above technical solution, the filling rate is within a certain range, and the density of the damping particles can be adjusted according to actual needs to optimize vibration control.

[0026] In some embodiments, the damping particles account for a percentage of the mass of the subframe, which satisfies the following condition: 2% ≤ a ≤ 10%.

[0027] In the above technical solution, the percentage of the mass of the damping particles in the subframe is within a certain range, which can maintain the stability of the subframe while satisfying the vibration reduction and noise reduction effects.

[0028] In some embodiments, the damping particles are spherical particles.

[0029] In the above technical solution, the excellent rolling friction characteristics of the spherical damping particles can effectively improve the vibration reduction performance of the system and reduce friction and heat loss.

[0030] In some embodiments, the diameter D of the damping particle satisfies: 0.001mm ≤ D ≤ 100mm.

[0031] In the above technical solution, the diameter range of the damping particles has a certain impact on the vibration reduction effect. In practical applications, by reasonably selecting the diameter range of the damping particles, the vibration reduction effect can be optimized according to the required vibration reduction performance.

[0032] Secondly, embodiments of this application provide a vehicle, including:

[0033] The subframe, as described in any of the above statements, is used to provide power.

[0034] In the above technical solution, the subframe provides power to the vehicle, which can improve transmission efficiency and enhance the overall stability of the vehicle. Attached Figure Description

[0035] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is one of the structural schematic diagrams of the subframe provided in some embodiments of this application;

[0037] Figure 2 for Figure 1 A magnified view of a section at point A in the middle;

[0038] Figure 3 for Figure 1 A magnified view of a section at point B in the middle;

[0039] Figure 4 This is the second schematic diagram of the subframe structure provided in some embodiments of this application;

[0040] Figure 5 for Figure 4 Sectional view at CC;

[0041] Figure 6 for Figure 5 A magnified view of a section at point D;

[0042] Figure 7 This is one of the structural schematic diagrams of the box provided in some embodiments of this application;

[0043] Figure 8 This is the second schematic diagram of the structure of the box provided in some embodiments of this application;

[0044] Figure 9 This is one of the structural schematic diagrams of a threaded connection assembly provided in some embodiments of this application;

[0045] Figure 10 This is the third schematic diagram of the structure of the box provided in some embodiments of this application;

[0046] Figure 11 This is a second schematic diagram of the structure of a threaded connection assembly provided in some embodiments of this application;

[0047] Figure 12 This is a schematic diagram of the weight reduction holes in the subframe body provided in some embodiments of this application.

[0048] Figure label:

[0049] Subframe 1;

[0050] Subframe body 10, first mounting structure 110, second mounting structure 120;

[0051] Weight reduction hole 130, second cavity 131;

[0052] Motor suspension 20;

[0053] Secondary bushing 30;

[0054] Vibration damping sleeve 40;

[0055] Threaded connection assembly 50;

[0056] Bolt 510, connecting section 511, head section 512, threaded section 513;

[0057] Box body 520, sub-box body 521, through hole 522, partition 523, lug 524, first cavity 525;

[0058] Damping particles 60. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0060] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0061] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0062] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "attachment" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0063] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0064] In this application, "multiple" refers to two or more (including two), and similarly, "multiple groups" refers to two or more (including two), and "multiple pieces" refers to two or more (including two).

[0065] The inventors discovered that in related technologies, particle dampers are installed at locations where the subframe of electric vehicles experiences significant vibration. These particle dampers are mostly installed using bolts, but during long-term use, bolts can cause noise radiation and large structural force transmission problems, indicating room for improvement.

[0066] Based on the above considerations, in order to solve the problems of noise radiation and large structural force transmission caused by bolts, the inventors, after in-depth research, designed a subframe. In this subframe structure, the vibration damping device is integrated into the bolt, which can increase the connection strength between the bolt and the carrier, reduce the vibration of the carrier and the bolt, and alleviate the noise radiation and impact caused by bolt vibration, thereby improving the service life of the carrier.

[0067] For ease of explanation, the following embodiments use a subframe according to an embodiment of this application as an example.

[0068] like Figures 1-3 The image shown is one of the structural schematic diagrams of the subframe 1 provided in some embodiments of this application. Figure 2 for Figure 1 A magnified view of a portion of point A in the middle. Figure 3 for Figure 1 A magnified view of a portion at point B. The subframe 1 includes the subframe body 10, the motor mount 20, and the sub bushing 30.

[0069] The subframe 1 is a secondary frame connected to the main frame, typically used to support certain specific components. Specifically, the subframe 1 includes a subframe body 10, a motor mount 20, and a sub-bulb 30. The subframe body 10 serves as a support frame, primarily responsible for load-bearing and support. The subframe body 10 is equipped with a first mounting structure 110 and a second mounting structure 120. The motor mount 20 is mounted on the first mounting structure 110, and the sub-bulb 30 is mounted on the second mounting structure 120. The subframe body 10 can fix the motor mount 20 and the sub-bulb 30 to the vehicle body, thus acting as a connecting component between the vehicle body and the motor mount 20 and the sub-bulb 30. This concentrates the weight and vibration of components such as the motor mount 20 and the sub-bulb 30 in a specific area, reducing the impact on the vehicle body and improving vehicle stability.

[0070] For example, the subframe 1 is typically made of a lightweight and moderately strong material, such as steel or aluminum alloy.

[0071] like Figures 3-6 As shown, Figure 4This is the second schematic diagram of the subframe 1 provided in some embodiments of this application. Figure 5 for Figure 4 Sectional view at CC, Figure 6 for Figure 5 A partial enlarged view at point D. Both the motor mount 20 and the auxiliary bushing 30 include a damping sleeve 40 and a threaded connection assembly 50. The damping sleeve 40 is mounted on the first mounting structure 110 or the second mounting structure 120, and the threaded connection assembly 50 is mounted on the damping sleeve 40 and is used to connect the motor or the vehicle body.

[0072] Specifically, the motor mount 20 is a component specifically designed to fix and support the motor. It is installed on the first mounting structure 110 of the subframe body 10. It mainly fixes the motor stably to the subframe body 10 by means of suspension, shock absorption or vibration isolation. It can protect the motor from external impacts, thereby reducing the displacement generated by the motor during operation. At the same time, it can reduce the reaction force when the motor is working and reduce the motor vibration directly transmitted to the vehicle body.

[0073] like Figure 6 As shown, the motor mount 20 includes a damping sleeve 40 and a threaded connection assembly 50. The damping sleeve 40 is mounted on a first mounting structure 110 on the subframe body 10. The threaded connection assembly 50 is mounted on the damping sleeve 40 and is used to connect the motor, thereby reducing vibration and noise transmitted from the motor to the subframe body 10.

[0074] The secondary bushing 30 is a padding element installed on the second mounting structure 120 of the subframe body 10. It is typically used to absorb and reduce vibrations transmitted from the subframe 1 to the vehicle body, while also serving as a buffer and fixing element to strengthen the connection between the vehicle body and the subframe 1. The secondary bushing 30 can be made of elastic materials such as rubber.

[0075] like Figure 3 As shown, the sub-shoulder bushing 30 includes a damping sleeve 40 and a threaded connection assembly 50. The damping sleeve 40 is mounted on a second mounting structure 120 on the subframe body 10. The threaded connection assembly 50 is mounted on the damping sleeve 40 and is used to connect the vehicle body, thereby reducing vibration and noise transmitted from the subframe body 10 to the vehicle body. The damping sleeve 40 can also reduce the impact force from the road surface and improve the stability of the vehicle.

[0076] For example, the vibration damping sleeve 40 is typically made of rubber, polymer or other highly elastic materials and has a certain buffering capacity. The vibration damping sleeve 40 installed on the first mounting structure 110 can absorb vibrations from the motor, and the vibration damping sleeve 40 installed on the second mounting structure 120 can absorb vibrations from the road surface.

[0077] Among them, such as Figures 4-8 As shown, Figure 4This is the second schematic diagram of the subframe 1 provided in some embodiments of this application. Figure 5 for Figure 4 Sectional view at CC, Figure 6 for Figure 5 A magnified view of a section at point D. Figure 7 This is one of the structural schematic diagrams of the housing 520 provided in some embodiments of this application. Figure 8 This is a second schematic diagram of the structure of the housing 520 provided in some embodiments of this application. The threaded connection assembly 50 of at least one of the motor suspension 20 and the secondary bushing 30 is provided with a first cavity 525, and a plurality of movable damping particles 60 are disposed in the first cavity 525.

[0078] The first cavity 525 is a spatial structure formed inside the threaded connection assembly 50. The first cavity 525 can provide space for the damping particles 60 to move freely within the first cavity 525, thereby absorbing and mitigating vibration.

[0079] Specifically, the first cavity 525 equipped with damping particles 60 can absorb vibration energy through resonance, gas expansion and compression, thereby reducing the vibration transmitted from the motor to the subframe body 10 and from the subframe body 10 to the vehicle body. It can also absorb or disperse noise in mechanical transmission.

[0080] For example, the damping particles 60 are typically made of durable materials, such as rubber, polymers, or metal particles. The damping particles 60 absorb and consume some of the vibration energy by moving freely within the first cavity 525. When vibration is transmitted to the first cavity 525, the damping particles 60 within the first cavity 525 move, collide, and rub within the cavity according to the frequency and intensity of the vibration, thereby converting into heat energy and consuming the vibration energy, reducing the impact of vibration on the subframe body 10 or the vehicle body.

[0081] In the above description, the threaded connection assembly 50 is provided with a first cavity 525 and a plurality of movable damping particles 60 are provided in the first cavity 525, which can effectively improve the vibration reduction and noise reduction effect of the threaded connection assembly 50. In addition, integrating the threaded connection assembly 50 into the subframe 1 can simultaneously reduce the vibration of the subframe 1 and the threaded connection assembly 50.

[0082] According to some embodiments of this application, such as Figures 7-9 As shown, Figure 9 This is one of the structural schematic diagrams of a threaded connection assembly 50 provided in some embodiments of this application. The threaded connection assembly 50 includes a bolt 510 and a housing 520, wherein the bolt 510 is mounted on the vibration damping sleeve 40, and the housing 520 forms a first cavity 525 and is mounted on the bolt 510.

[0083] Bolt 510, as the core component of threaded connection assembly 50, is responsible for firmly connecting the various components together. The housing 520 is installed on bolt 510 and integrated with bolt 510 to form threaded connection assembly 50. At the same time, bolt 510 is installed on vibration damping sleeve 40, which can connect housing 520 and vibration damping sleeve 40. Vibration damping sleeve 40 can play a certain flexible role and reduce vibration caused by direct hard contact between metals.

[0084] For example, the damping sleeve 40 is typically made of rubber, polymer or other highly elastic materials, and has a certain buffering capacity, which can effectively isolate vibration transmission.

[0085] The box 520 is an outer shell structure containing a cavity. A first cavity 525 is formed inside the box 520 and filled with multiple movable damping particles 60. The damping particles 60 can move freely in the cavity to absorb and dissipate vibration energy, thereby playing a role in vibration reduction and noise reduction. When the box 520 is installed on the bolt 510, the vibration and noise of the bolt 510 can be reduced, and the vibration reduction and noise reduction effect of the threaded connection assembly 50 can be improved.

[0086] In the above description, the threaded connection assembly 50 utilizes movable damping particles 60 to absorb and reduce vibration energy, which can effectively improve the vibration reduction performance of the system.

[0087] According to some embodiments of this application, refer to Figure 10 , Figure 10 This is the third structural schematic diagram of the housing 520 provided in some embodiments of this application. The housing 520 includes two sub-housing bodies 521 disposed opposite to each other. Each of the two sub-housing bodies 521 forms a first cavity 525 and is connected to each other. The two sub-housing bodies 521 form a through hole 522 at the joint for mounting the housing 520.

[0088] The two sub-boxes 521 each form an independent first cavity 525. Multiple movable damping particles 60 are provided in the first cavity 525 to absorb vibration. When the system is working, the generated vibration will be transmitted to the box 520. The damping particles 60 in the first cavity 525 help to disperse and absorb some of the vibration energy and reduce the impact on other components.

[0089] Two sub-boxes 521 can be connected by specific snaps, screws or welding. The two sub-boxes 521 form a through hole 522 at the joint. The through hole 522 is used to allow other components to pass through and to fix the box 520 to other components. For example, when the box 520 is installed on the bolt 510, the bolt 510 passes through the through hole 522.

[0090] In the above description, the combined structure of the two sub-boxes 521 can withstand greater loads, which helps to reduce deformation or loosening caused by external impacts or long-term use.

[0091] According to some embodiments of this application, refer to Figure 10 The sub-box 521 forms multiple fan-shaped first cavities 525, and adjacent first cavities 525 are provided with partitions 523.

[0092] Two sub-boxes 521 are connected by lugs 524. The cross-section of the sub-boxes 521 excluding the lugs 524 is semi-circular. Multiple partitions 523 are distributed around the inside of the sub-boxes 521, thereby forming multiple fan-shaped first cavities 525. This can effectively utilize space and enhance the stability and load-bearing capacity of the sub-boxes 521 structure.

[0093] Damping particles 60 are provided in multiple fan-shaped first cavities 525 for vibration reduction and noise reduction. The cavity in the sub-box 521 is divided into multiple fan-shaped small areas by partitions 523. The fan-shaped first cavity 525 structure can optimize the stress distribution and reduce the risk of excessive stress in a single area, thereby reducing local deformation or damage. In addition, the partitions 523 between adjacent first cavities 525 can also block the vibration propagation of different areas, thereby reducing noise and unnecessary energy loss.

[0094] In the above description, multiple fan-shaped first cavities 525 are formed inside the sub-box 521, which can improve the shock absorption capacity and space utilization of the box 520 structure.

[0095] According to some embodiments of this application, such as Figure 10 As shown, the sub-box 521 is provided with connecting lugs 524, and the lugs 524 of the two sub-boxes 521 are arranged opposite to each other and connected.

[0096] The lugs 524 of two identical sub-boxes 521 are arranged opposite each other and can be connected by specific snaps, screws or welding. When installing the box 520, the two sub-boxes 521 can be matched with the positions to be installed, the lugs 524 of the two sub-boxes 521 are arranged opposite each other and in contact, and then the lugs 524 of the two sub-boxes 521 are connected together, thereby integrating the two sub-boxes 521 into a whole and completing the installation of the box 520.

[0097] The robust structural connection between the two sub-boxes 521 enhances the stability and vibration reduction of the box 520. The connecting lugs 524 allow the two sub-boxes 521 to share the vibration load, thereby distributing the pressure more evenly, reducing the risk of local overload, and improving the durability of the system.

[0098] Furthermore, when the lugs 524 of the two sub-boxes 521 are arranged opposite each other, good structural symmetry can be maintained, effectively reducing structural stress and vibration problems caused by asymmetrical loads, and making the damping effect more balanced.

[0099] In the above description, by providing lugs 524 for connection on the sub-box 521, the two sub-boxes 521 can be efficiently connected and jointly achieve the absorption and reduction of vibration energy, thereby enhancing the structural stability and vibration reduction effect of the damping system.

[0100] According to some embodiments of this application, such as Figure 9 As shown, the box 520 is clamped between the head of the bolt 510 and the subframe body 10.

[0101] The head of bolt 510 usually has a specific shape and is mainly used for fixing. The size of the head of bolt 510 is larger than that of the screw to better transmit torque. At the same time, the head of bolt 510 also plays a clamping role, which can firmly clamp the housing 520 installed on the screw between the subframe body 10 and bolt 510. At this time, the screw passes through the through hole 522 of housing 520, and housing 520 is clamped between the head of bolt 510 and subframe body 10.

[0102] Meanwhile, a first cavity 525 is formed inside the box 520. The first cavity 525 is filled with multiple movable damping particles 60. When the box 520 is clamped between the head of the bolt 510 and the subframe body 10, the vibration between the bolt 510 and the subframe body 10 can be transmitted to the box 520 through the damping material, thereby reducing vibration and noise.

[0103] In the above description, the housing 520, as a component clamped between the head of the bolt 510 and the subframe body 10, mainly functions to reduce the vibration between the bolt 510 and the subframe body 10 through the damping particles 60 filled inside.

[0104] According to some embodiments of this application, such as Figure 11 As shown, Figure 11 This is a second schematic diagram of the structure of the threaded connection assembly 50 provided in some embodiments of this application. The bolt 510 includes a connecting section 511, a head section 512, and a threaded section 513 connected in sequence. The housing 520 is connected to the connecting section 511, and the threaded section 513 extends into the vibration damping sleeve 40.

[0105] The connecting section 511 is the end of the bolt 510, and its size is between the head section 512 and the screw section 513. The connecting section 511 is used to install the housing 520 and can provide a certain contact area for locking and bearing load. The housing 520 is connected to the connecting section 511, and the connecting section 511 passes through the through hole 522 of the housing 520. Meanwhile, the head section 512 is the middle part between the connecting section 511 and the screw section 513, and its size gradually increases from the connecting section 511 to the screw section 513.

[0106] The screw section 513 is the main part of the bolt 510. It is smaller than the connecting section 511 and has threads for engaging with nuts or other fastening components to achieve fastening and connection. The screw section 513 passes through the through hole 522 of the housing 520, and the part of the screw section 513 that passes through the through hole 522 extends into the vibration damping sleeve 40. That is, one side of the head section 512 abuts against the housing 520, and the other side abuts against the vibration damping sleeve 40.

[0107] The box 520 forms a first cavity 525 inside, which is filled with multiple movable damping particles 60. When the box 520 is installed on the connecting section 511, the vibration of the bolt 510 can be transmitted to the box 520 through the damping material, thereby reducing vibration and noise. In addition, the screw section 513 extends into the damping sleeve 40, which can further reduce the vibration of the bolt 510 and the fatigue damage caused by vibration and impact. At the same time, the damping sleeve 40 is made of flexible material and the bolt 510 is made of rigid material. The contact between the two can reduce the vibration caused by the interaction between the rigid materials.

[0108] The damping sleeve 40 mainly serves to isolate vibration, reducing the vibration generated when the screw section 513 is under stress, and also reducing the vibration transmitted to the subframe body 10, thereby improving the stability of the system.

[0109] In the above description, by connecting the housing 520 to the connecting section 511 and extending the screw section 513 into the damping sleeve 40, vibration isolation and damping can be effectively achieved.

[0110] According to some embodiments of this application, such as Figure 12 As shown, Figure 12 This is a schematic diagram of the weight reduction hole 130 of the subframe body 10 provided in some embodiments of this application. The subframe body 10 is provided with a weight reduction hole 130, and a plug is installed at at least one weight reduction hole 130 to form a second cavity 131. A plurality of movable damping particles 60 are disposed in the second cavity 131.

[0111] By setting weight reduction holes 130 on the subframe body 10, sufficient strength and rigidity can be maintained while effectively reducing unnecessary structural weight, thereby reducing the overall weight. By installing plugs at some of the weight reduction holes 130, a closed second cavity 131 can be formed. Multiple movable damping particles 60 are set in the second cavity 131, which can form a vibration damping part in the subframe body 10, thereby enhancing the vibration damping effect of the subframe body 10.

[0112] Specifically, the second cavity 131 equipped with damping particles 60 can absorb vibration energy through resonance, gas expansion and compression, reducing the vibration transmitted to the subframe body 10, and can also absorb or disperse noise in mechanical transmission.

[0113] For example, the damping particles 60 are typically made of durable materials, such as rubber, polymers, or metal particles. The damping particles 60 absorb and consume some of the vibration energy by moving freely within the second cavity 131. When vibration is transmitted to the second cavity 131, the damping particles 60 within the second cavity 131 move, collide, and rub within the cavity according to the frequency and intensity of the vibration, thereby converting into heat energy and consuming the vibration energy, reducing the impact of vibration on the subframe body 10.

[0114] In the above description, the weight reduction hole 130 of the subframe body 10 forms a second cavity 131, and the second cavity 131 is provided with a plurality of movable damping particles 60, which can effectively improve the vibration reduction and noise reduction capability of the subframe body 10.

[0115] According to some embodiments of this application, refer to Figure 7 and Figure 8 The filling rate of damping particles 60 in each cavity is ε, which satisfies: 20% ≤ ε < 100%.

[0116] The filling rate of damping particles 60 in each cavity is the distribution density of damping particles 60 in the cavity. Specifically, when the filling rate is low, such as 20%≤ε<50%, the interaction force between damping particles 60 is small, the space in the cavity is large, and the vibration will have a large propagation space. However, when the vibration is large, the distribution density of damping particles 60 is insufficient to fully absorb and disperse the vibration, and the vibration suppression effect may be poor.

[0117] When the filling rate is moderate, such as 50%≤ε<90%, the number of damping particles 60 is sufficient to effectively absorb and reduce the transmission of vibration. At the same time, this density helps to increase the collision and friction between the damping particles 60, thereby enhancing energy consumption and improving the vibration reduction effect.

[0118] When the filling rate is high, such as 90%≤ε<100%, the damping particles 60 almost completely fill the cavity, which can greatly reduce vibration and has the strongest damping effect. However, the high filling rate may also affect the free movement of the damping particles 60. At the same time, the high particle density may increase the heat conduction effect, causing the temperature inside the cavity to rise.

[0119] Furthermore, with a higher filling rate, the density and friction of the damping particles 60 are enhanced, which can better stabilize the vibration of the vehicle at high speeds, thereby improving the vehicle's handling stability.

[0120] In the above description, the filling rate ε is between 20% and 100%, and the density of the filling damping particles 60 can be adjusted according to actual needs to optimize vibration control.

[0121] According to some embodiments of this application, the damping particles 60 account for a percentage of the mass of the subframe 1, which satisfies the condition: 2% ≤ a ≤ 10%.

[0122] The percentage of the mass of the damping particles 60 in the subframe 1 has a certain impact on the weight distribution of the subframe 1. Specifically, the role of the damping particles 60 is mainly to reduce the vibration and impact transmitted to the subframe 1, and also to help reduce the noise caused by vibration. A reasonable mass ratio of the damping particles 60 can effectively absorb the impact and vibration in the subframe 1, and also help improve the vehicle's quietness performance.

[0123] When the mass percentage of damping particles 60 is low, such as a < 2%, the vibration reduction and noise reduction effect of damping particles 60 on subframe 1 will be weakened. When the mass percentage of damping particles 60 is high, such as a > 2%, the vibration reduction and noise reduction effect of damping particles 60 on subframe 1 will be enhanced. However, an excessively high mass percentage will increase the total mass of subframe 1, increase the output power of the motor, and have an adverse effect on the vehicle's power performance and fuel efficiency.

[0124] Furthermore, as the mass proportion of the damping particles 60 increases, the total mass of the subframe 1 increases, which may lead to increased inertia, thereby affecting acceleration performance and response speed.

[0125] In the above description, the mass percentage 'a' of the damping particles 60 in the subframe 1 is within the range of 2% ≤ a ≤ 10%, which can maintain the vehicle's efficiency and flexibility while satisfying the vibration reduction and noise reduction effects.

[0126] According to some embodiments of this application, refer to Figure 7 and Figure 8 The damping particles 60 are spherical particles.

[0127] Compared to particles of other shapes, spherical particles mainly exhibit rolling friction rather than sliding friction during motion. Rolling friction results in less energy loss than sliding friction, allowing spherical particles to transmit vibrational energy more effectively, thereby improving vibration reduction efficiency. At the same time, the lower frictional loss helps reduce the system's energy consumption.

[0128] The smooth surface of spherical particles not only reduces direct friction and wear with other surfaces due to their rolling characteristics, but also effectively reduces noise generated by contact with the surface of the spherical particles, thereby improving the overall quietness and extending the service life of the particles.

[0129] In addition, spherical particles can be distributed more evenly in the system under dynamic load, which helps the stability of the damping particles 60 and makes them less susceptible to the risk of accumulation or uneven distribution due to external forces, thus maintaining the stable vibration reduction effect of the system during long-term use.

[0130] For example, common damping particle 60 materials typically have good wear resistance and corrosion resistance, including metals, polytetrafluoroethylene, rubber composites and ceramic particles.

[0131] In the above description, the excellent rolling friction characteristics of the spherical damping particles 60 can effectively improve the vibration reduction performance of the system and reduce friction and heat loss.

[0132] According to some embodiments of this application, the diameter D of the damping particle 60 satisfies: 0.001mm ≤ D ≤ 100mm.

[0133] The working process of damping particles 60 usually involves interaction with fluids or gases. Particles of different diameters will exhibit different damping characteristics during collisions. The diameter of damping particles 60 directly affects the speed of response during vibration, thus affecting the vibration reduction effect.

[0134] During vibration reduction, the damping particles 60 collide and rub against each other or against the container wall, resulting in energy conversion and dissipation. The smaller diameter damping particles 60 usually experience more collisions and friction, and can carry out more efficient energy conversion through higher frequency collisions and friction, exhibiting a stronger damping effect. The larger diameter damping particles 60 have a larger mass, slower response, and lower collision frequency, resulting in a slower energy conversion rate.

[0135] Specifically, the smaller diameter damping particles 60 can provide a higher surface area and a stronger collision frequency, making them suitable for high-frequency vibration reduction, while the larger diameter damping particles 60 can withstand greater vibration energy and are suitable for low-frequency vibration. By using damping particles 60 of different diameters according to the actual situation, a more stable and balanced vibration reduction effect can be obtained in different vibration frequency ranges.

[0136] In the above description, the diameter range of the damping particles 60 has a certain impact on the vibration reduction effect. In practical applications, by reasonably selecting the diameter range of the damping particles 60, the vibration reduction effect can be optimized according to the required vibration reduction performance.

[0137] According to some embodiments of this application, this application also provides a vehicle including a subframe 1 of any of the above schemes for providing power.

[0138] The main function of the subframe 1 is to provide support and connect the power system to the body or main frame, while reducing vibrations and shocks from the road or vehicle movement. The subframe 1 is usually equipped with rubber or other material pads to reduce vibrations transmitted to the body when the power system such as the engine is operating, thereby improving the stability of the vehicle.

[0139] Common types of subframes 1 include front subframes, rear subframes, and integrated subframes. The technical solutions described in the embodiments of this application are all applicable to vehicles using various types of subframes.

[0140] Specifically, the front subframe is typically used to support the front powertrain and front suspension system, while the rear subframe is generally used to support the rear powertrain and rear suspension system and connect these components to the vehicle body to maintain the vehicle's structural stability. The integrated subframe is more compact, integrating the support functions of the powertrain and suspension systems together, while reducing the number of components and improving the overall rigidity of the vehicle.

[0141] The subframe 1 mentioned in the embodiments of this application may include a subframe body 10, a motor mount 20 and a sub bushing 30. The motor mount 20 and the sub bushing 30 are both mounted on the subframe body 10, and each includes a vibration damping sleeve 40 and a threaded connection assembly 50 for vibration damping and noise reduction.

[0142] The subframe body 10 is a support frame, mainly serving to bear and support loads. It is usually made of high-strength steel, aluminum alloy, or composite materials. The motor mount 20 is used to mount the motor. The sub bushing 30 is a padding element installed on the subframe body 10. It can be made of elastic materials such as rubber and is usually used to absorb and reduce vibrations transmitted from the subframe 1 to the vehicle body.

[0143] In the above description, the power supply to the vehicle via the subframe 1 can improve transmission efficiency and enhance the overall stability of the vehicle.

[0144] According to some embodiments of this application, see Figures 1-12 As shown, this application provides a subframe 1, which includes a subframe body 10, a motor mount 20, and a sub bushing 30. The subframe body 10 is provided with a first mounting structure 110 and a second mounting structure 120. The motor mount 20 and the sub bushing 30 are respectively mounted on the first mounting structure 110 and the second mounting structure 120, and each includes a vibration damping sleeve 40 and a threaded connection assembly 50.

[0145] The damping sleeve 40 is installed on the first mounting structure 110 or the second mounting structure 120. The threaded connection assembly 50 is installed on the damping sleeve 40 and is used to connect the motor or the vehicle body. The threaded connection assembly 50 of at least one of the motor mount 20 and the secondary bushing 30 is provided with a first cavity 525. A plurality of movable damping particles 60 are provided in the first cavity 525.

[0146] Specifically, the threaded connection assembly 50 includes a bolt 510 and a housing 520, wherein the bolt 510 is mounted on the vibration damping sleeve 40, and the housing 520 forms a first cavity 525 and is mounted on the bolt 510. The bolt 510 includes a connecting section 511, a head section 512, and a threaded section 513 connected in sequence. The threaded section 513 extends into the vibration damping sleeve 40, and the housing 520 can be connected to either the connecting section 511 or the threaded section 513.

[0147] The housing 520 includes two sub-housing bodies 521 arranged opposite to each other. Each sub-housing body 521 forms a first cavity 525 and is connected to the housing. A through hole 522 for mounting the housing 520 is formed at the joint of the two sub-housing bodies 521. Each sub-housing body 521 forms multiple fan-shaped first cavities 525, and a partition 523 is provided in adjacent first cavities 525. Each sub-housing body 521 is provided with connecting lugs 524, and the lugs 524 of the two sub-housing bodies 521 are arranged opposite to each other and connected.

[0148] In addition, the subframe body 10 is provided with a weight reduction hole 130, and a plug is installed at at least one weight reduction hole 130 to form a second cavity 131. Multiple movable damping particles 60 are provided in the second cavity 131.

[0149] The damping particles 60 have the same filling rate in each of the first cavities 525 and the second cavity 131, which is ε and satisfies: 20% ≤ ε < 100%. At the same time, the damping particles 60 are spherical particles, and the diameter of the damping particles 60 satisfies: 0.001mm ≤ D ≤ 100mm. In addition, the mass percentage of all damping particles 60 in the subframe 1 is a, which satisfies: 2% ≤ a ≤ 10%.

[0150] Unless otherwise specified, all embodiments and optional embodiments of this application can be combined to form new technical solutions.

[0151] Unless otherwise specified, all technical features and optional technical features of this application may be combined to form new technical solutions.

[0152] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A subframe characterized by, The application relates to a subframe, comprising: a subframe body provided with a first mounting structure and a second mounting structure; a motor suspension and a sub-bushing respectively mounted on the first mounting structure and the second mounting structure, and each comprising a damping sleeve and a threaded connection assembly, the damping sleeve being mounted on the first mounting structure or the second mounting structure, and the threaded connection assembly being mounted on the damping sleeve and used for connecting a motor or a vehicle body, wherein the threaded connection assembly of at least one of the motor suspension and the sub-bushing is provided with a first cavity, and a plurality of movable damping particles are arranged in the first cavity.

2. The subframe of claim 1, wherein The threaded connection assembly comprises: a bolt mounted on the damping sleeve; a box body forming the first cavity and mounted on the bolt.

3. The subframe of claim 2, wherein The box body comprises two oppositely arranged sub-box bodies, each of which forms the first cavity and is connected in butt joint, and the two sub-box bodies form a via hole for mounting the box body at the butt joint.

4. The subframe of claim 3, wherein The sub-box body forms a plurality of fan-shaped first cavities, and a partition plate is arranged in adjacent first cavities.

5. Subframe according to claim 3 or 4, characterized in that The sub-box body is provided with a connecting lug, and the lugs of the two sub-box bodies are oppositely arranged and connected.

6. The subframe according to any one of claims 2-5, characterized in that, The box body is clamped between the head of the bolt and the subframe body.

7. The subframe according to any one of claims 2-5, characterized in that, The bolt comprises a connecting section, a head section and a screw rod section connected in sequence, the box body is connected with the connecting section, and the screw rod section extends into the damping sleeve.

8. The subframe according to any one of claims 1-7, characterized in that, The subframe body is provided with a lightening hole, at least one of the lightening holes is provided with a plug to form a second cavity, and a plurality of movable damping particles are arranged in the second cavity.

9. The subframe according to any one of claims 1-8, characterized in that, The filling rate of the damping particles in each cavity is epsilon, and 20%<=epsilon<100%.

10. The subframe according to any one of claims 1-9, characterized in that, The mass percentage of the damping particles in the subframe is a, and 2%<=a<=10%.

11. The subframe according to any one of claims 1-10, characterized in that, The damping particles are spherical particles.

12. The subframe of claim 11, wherein, The diameter D of the damping particles satisfies 0.001mm<=D<=100mm.

13. A vehicle characterized by comprising: The application further relates to a subframe for providing power, as claimed in any one of claims 1-12. ​

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