Vehicle suspension system and vehicle

Abstract

The application relates to a vehicle suspension system and a vehicle, and belongs to the technical field of engine suspensions, which comprises a front subframe, a rear support structure, an engine, front suspensions, a transmission and rear suspensions; wherein the rear support structure is connected with the front subframe; the front suspensions are two and are arranged at intervals on the front subframe, the engine is connected with the front subframe through the front suspensions; the transmission is connected with the engine; the rear suspensions are two and are arranged at intervals on the rear support structure, and the transmission is connected with the rear support structure through the rear suspensions. The load force of the power assembly is evenly borne through four-point support, the situation that a single point of the suspension is subjected to excessive force is reduced, and the dynamic response of the vehicle is improved. Meanwhile, the four-point support can provide support for the output torque of the power assembly, the anti-torque limiting effect is better than that of the existing three-point arrangement, and the stability of the power assembly is better.

Description

Technical Field

[0001] This application relates to the technical field of engine mounting, and more particularly to a vehicle mounting system and a vehicle. Background Technology

[0002] In existing technologies, the powertrain mounting system is primarily used to elastically connect components such as the engine and transmission to the vehicle body or subframe to bear the weight of the powertrain, suppress its displacement, and isolate vibration transmission. For longitudinally mounted V8 vehicles, due to the high power and torque output of their engines, the vibrations and impacts generated during operation are more significant, thus placing higher demands on the arrangement and structural performance of the mounting system. Currently, common mounting arrangements mainly include a three-point mounting structure, with one mounting point on each of the left and right sides of the engine front and one mounting point at the rear of the transmission. This three-point support achieves the functions of powertrain fixation and vibration isolation.

[0003] However, the existing three-point mounting arrangement reveals significant shortcomings when facing the complex operating conditions of a longitudinally mounted V8 powertrain. On one hand, the limited number of mounting points makes it difficult to distribute the load evenly, leading to excessive localized stress on some mounting components. This can cause fatigue failure over long-term operation, affecting system lifespan. On the other hand, the three-point arrangement has limitations in vibration isolation performance, failing to comprehensively and effectively absorb and attenuate the multi-directional vibration energy transmitted from the engine. Especially under low-frequency, high-amplitude conditions, vibrations are easily transmitted to the vehicle body through the mounting system, impacting ride comfort. Furthermore, the existing mounting arrangement has limited ability to suppress powertrain displacement and exhibits poor dynamic response stability, making it difficult to meet the dual requirements of high-performance vehicles for powertrain support and vibration isolation. Utility Model Content

[0004] This application addresses, to at least some extent, one of the technical problems in the related art.

[0005] Therefore, this application aims to provide a vehicle suspension system and vehicle that evenly distributes the load force of the powertrain through four-point support, reducing excessive stress on a single suspension point and improving vehicle dynamic response. Simultaneously, the four-point support provides support for the powertrain's output torque, offering better anti-torsional limiting effect and improved powertrain stability compared to the existing three-point arrangement.

[0006] To achieve the above objectives, in a first aspect, this application provides a vehicle mounting system, comprising: Front subframe; A rear support structure, which is connected to the front subframe; engine; The front suspension has two mounts that are spaced apart on the front subframe, and the engine is connected to the front subframe via the front suspension. A transmission connected to the engine; The rear suspension has two mounts that are spaced apart from each other on the rear support structure, and the transmission is connected to the rear support structure through the rear suspension.

[0007] In this technical solution, two front mounts are arranged on the front subframe and two rear mounts are arranged on the rear support structure, providing the powertrain consisting of the engine and transmission with elastic support at two points at both the front and rear. Compared to the traditional three-point mounts, the four-point arrangement distributes mass and dynamic loads across more paths, significantly reducing the peak stress of individual mount elements, decreasing the possibility of localized fatigue cracks, and extending the service life of the mount rubber and brackets. The four-point support evenly distributes the load force of the powertrain, reducing excessive stress on a single mount point and improving vehicle dynamic response. Simultaneously, the four-point support provides support for the powertrain's output torque, offering better torsional limiting compared to the existing three-point arrangement, resulting in better powertrain stability.

[0008] In some embodiments of this application, the engine and the transmission are distributed along a first direction; An isosceles trapezoid is defined, the height direction of which is the same as the first direction; the front suspension and the rear suspension are located at the four endpoints of the isosceles trapezoid.

[0009] In the technical solution, the above design can strengthen the support of the powertrain, effectively suppress the displacement and rotation of the powertrain's center of gravity, and reduce vibration transmission.

[0010] In some embodiments of this application, the distance between the two front suspensions is greater than the distance between the two rear suspensions.

[0011] In the technical solution, this design is more in line with the size and weight of the engine and transmission. In addition, this layout brings the main axis of inertia of the engine front end closer to the longitudinal axis of the vehicle, shifting the center of gravity forward and significantly reducing the pitching moment of the powertrain around the rear suspension during rapid acceleration.

[0012] In some embodiments of this application, the front subframe includes: There are two front longitudinal beams arranged symmetrically. A middle crossbeam connects the two front longitudinal beams; The center point of the front suspension is located on the side of the middle crossbeam away from the rear support structure.

[0013] In the technical solution, the extended front mount shifts the engine's center of gravity forward relative to the front axle, thereby reducing the pitch moment of inertia around the front axle and improving the vehicle's nose-up phenomenon when starting; furthermore, the crossbeam, as a lateral stiffness element, can quickly transmit the instantaneous impact received by one side of the mount to the other side, achieving dynamic balance.

[0014] In some embodiments of this application, the engine and the transmission are distributed along a first direction; The engine includes a drive shaft that is horizontal and perpendicular to the first direction; The front mount is located on the side of the drive shaft away from the transmission.

[0015] In the technical solution, the connection between the two front longitudinal beams and the two front suspensions forms an "I"-shaped structure, which improves the connection strength, rigidity and stability of the suspension mounting position, and effectively reduces vibration transmission.

[0016] In some embodiments of this application, the engine has a crankshaft, the intersection of the crankshaft centerline and the end face of the transmission facing the engine is a reference point, and the two front mount center points are respectively located on both sides of the reference point.

[0017] In this technical solution, the forces on the rear ends of the engine and transmission are balanced, while the front mounts assist in controlling the powertrain's displacement. This layout allows the front and rear mounts to work together in different directions, evenly distributing the load on the powertrain and reducing excessive stress on any single point of the mount.

[0018] In some embodiments of this application, the rear support structure includes two rear longitudinal beams, which are symmetrically arranged. The two rear suspensions are arranged side by side between the two rear longitudinal beams.

[0019] In the technical solution, the two rear suspensions are arranged side by side to form a "I"-shaped structure at the rear suspension, which ensures the overall rigidity and stability of the structure.

[0020] In some embodiments of this application, the line connecting the midpoint between the two front suspensions and the midpoint between the two rear suspensions is a reference line; The projection of the center of mass of the transmission along the vertical direction is located on the reference line at approximately 1 / 3 of the distance from the front suspension.

[0021] In this technical solution, the center of gravity is shifted forward relative to the four-point support area. This forward-shifted center of gravity layout reduces the pitch moment around the rear suspension during rapid vehicle acceleration, reduces rear-end drop, and improves vehicle attitude. At the same time, with the center of gravity closer to the front suspension, the front suspension bears a larger proportion of the static load, while the load on the rear suspension is reduced, rubber compression is decreased, and durability is improved.

[0022] In some embodiments of this application, when the front subframe and the rear support structure are in a horizontal state, the front mount is higher than the rear mount.

[0023] In this technical solution, the height difference provides the suspension components with appropriate static stiffness in the vertical direction to support the weight of the powertrain. The rear suspension is positioned relatively high compared to existing models, closer to the center of gravity of the powertrain, thus strengthening the support for the powertrain. Utilizing the stable and non-deformable characteristics of an isosceles trapezoid, it effectively suppresses the displacement and rotation of the powertrain's center of gravity, reducing vibration transmission.

[0024] In addition, this application also provides a vehicle including: the vehicle suspension system as described above; The vehicle includes a body, and the front subframe and rear support structure are disposed on the body.

[0025] In the technical solution, the vehicle adopts the aforementioned vehicle suspension system, which ensures that the powertrain in the vehicle transmits forces evenly to the body, and the four suspension points improve stability and vibration isolation, reducing vibration transmission.

[0026] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the vehicle mounting system after the engine and transmission are installed according to the embodiments of this application; Figure 2 This is a schematic diagram of the overall structure of a vehicle suspension system according to an embodiment of this application; Figure 3 This is a side view of a vehicle suspension system with the engine and transmission mounted according to an embodiment of this application; Figure 4 This is a top view of the front subframe of a vehicle suspension system according to an embodiment of this application; Figure 5 This is a top view of the rear support structure of a vehicle suspension system according to an embodiment of this application; Figure 6 This is a side view of a vehicle suspension system according to an embodiment of this application.

[0028] In the above diagrams: 100, front subframe; 101, front longitudinal beam; 102, front crossbeam; 103, intermediate crossbeam; 104, connecting beam; 200, rear support structure; 201, rear longitudinal beam; 202, rear crossbeam; 300, engine; 301, drive shaft; 400, transmission; 500, front mount; 600, rear mount. Detailed Implementation

[0029] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0030] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It should be noted that in the automotive field, there is a body, and the engine and transmission need to be mounted on the body. Mounts are commonly used to connect the engine and transmission to the body to reduce the transmission of vibration to the body and improve the driving experience.

[0031] In the existing technology, the common suspension arrangement mainly includes a three-point suspension structure, that is, a suspension point is set on each of the left and right sides of the front of the engine and a suspension point is set at the rear of the transmission. The powertrain is fixed and vibration is isolated through three-point support.

[0032] Based on this, this application proposes a vehicle suspension system and vehicle that evenly distributes the load force of the powertrain through four-point support, reducing excessive stress on a single suspension point and improving vehicle dynamic response. Simultaneously, the four-point support provides support for the powertrain's output torque, offering better torsional restraint and powertrain stability compared to the existing three-point arrangement. This overcomes the shortcomings of poor stability and torsional resistance in the prior art of three-point suspension.

[0033] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0034] Please refer to all the accompanying drawings. In one illustrative embodiment of the vehicle suspension system and vehicle of this application, the vehicle suspension system includes a front subframe 100. The front subframe 100 is a rigid or semi-rigid frame between the suspension and the vehicle body. Its main function is to centrally support components such as the engine 300, steering gear, and suspension arms, forming an independent force-bearing unit, reducing the direct transmission of road impacts to the passenger compartment, and improving the overall vehicle collision safety. Its modular design facilitates assembly and maintenance, and at the same time, by optimizing geometric hard points, it improves handling precision, achieving a balance between comfort and sportiness.

[0035] In some embodiments, the vehicle suspension system further includes a rear support structure 200, which is connected to the front subframe 100. The rear support structure 200 is the connecting frame between the rear suspension and the vehicle body, used to support structures such as the engine 300 and transmission 400. Its high rigidity and vibration isolation design improve the overall vehicle strength, modular assembly reduces maintenance costs, and optimized hard points improve tracking and stability, achieving a balance between comfort and handling.

[0036] In some embodiments, the vehicle suspension system also includes an engine 300. The engine 300 is a power source for the vehicle, generating mechanical work by burning chemical energy to propel the vehicle forward.

[0037] In some embodiments, the vehicle suspension system also includes a front mount 500, which is a connection structure between the engine 300 and the front subframe 100. Its function is to bear the weight of the powertrain and isolate its vibration; and to absorb idling vibration, torque shock and road excitation through rubber or hydraulic bushings, thereby reducing noise and vibration transmitted to the passenger compartment.

[0038] Furthermore, there are two front mounts 500, which are spaced apart on the front subframe 100. The engine 300 is connected to the front subframe 100 through the front mounts 500. The two front mounts 500 form two main supports and lateral constraints on the front end of the engine 300, which not only share the weight but also absorb the torque impact, significantly reducing the transmission of engine 300 vibration to the vehicle body.

[0039] In some embodiments, the vehicle suspension system further includes a transmission 400 connected to the engine 300. The transmission 400 converts the torque of the engine 300 into multiple gears and speed ratios according to driving needs, achieving optimal matching for starting, acceleration, cruising, and reversing.

[0040] In some embodiments, the vehicle suspension system further includes a rear mount 600, of which there are two and spaced apart on the rear support structure 200, and the transmission 400 is connected to the rear support structure 200 via the rear mount 600.

[0041] In existing technologies, there is typically only one rear mount 600, forming a three-point suspension system with one rear mount 600 and two front mounts 500. However, this system suffers from poor stability and insufficient torsional resistance. This application addresses this by arranging two front mounts 500 on the front subframe 100 and two rear mounts 600 on the rear support structure 200, providing elastic support at two points at each end for the powertrain consisting of the engine 300 and transmission 400. Compared to traditional three-point suspensions, this four-point arrangement distributes mass and dynamic loads across more paths, significantly reducing peak stress on individual mount elements, minimizing the likelihood of localized fatigue cracks, and extending the lifespan of the mount rubber and brackets. The four-point support evenly distributes the load on the powertrain, reducing excessive stress on a single mount point and improving vehicle dynamic response. Furthermore, the four-point support provides better torsional limiting compared to existing three-point arrangements, resulting in improved powertrain stability.

[0042] In some embodiments, the engine 300 and the transmission 400 are distributed along a first direction. This first direction can be understood as the longitudinal direction of the vehicle. In this application, the crankshaft length direction of the engine 300 is the same as the first direction, meaning the engine 300 is a longitudinally mounted engine 300.

[0043] In some embodiments, an isosceles trapezoid is defined, the height direction of which is the same as the first direction; the front suspension 500 and the rear suspension 600 are located at the four endpoints of the isosceles trapezoid. This design strengthens the support for the powertrain, effectively suppresses powertrain center of gravity displacement and rotation, and reduces vibration transmission.

[0044] It is understandable that the height of the isosceles trapezoid is defined mathematically, that is, the vertical distance from the upper base to the lower base of the isosceles trapezoid.

[0045] In some embodiments, the distance between the two front mounts 500 is greater than the distance between the two rear mounts 600. This design is more in line with the size and weight of the engine 300 and the transmission 400. In addition, this layout brings the main axis of inertia of the front end of the engine 300 closer to the longitudinal axis of the vehicle, shifting the center of gravity forward and significantly reducing the pitch moment of the powertrain around the rear mounts 600 during rapid acceleration.

[0046] Specifically, the short base of the isosceles trapezoid is on one side of the rear support structure 200, the long base is on one side of the front subframe 100, the two front mounts 500 are located at the two ends of the long base of the isosceles trapezoid, and the two rear mounts 600 are located at the two ends of the short base of the isosceles trapezoid.

[0047] In some embodiments, the front subframe 100 includes two front longitudinal beams 101 and a middle crossbeam 103. The two front longitudinal beams 101 are arranged symmetrically, and the middle crossbeam 103 connects the two front longitudinal beams 101. The front subframe 100 forms an "I"-shaped frame, or an "H"-shaped frame, through the two front longitudinal beams 101 and the middle crossbeam 103, which significantly improves lateral and torsional stiffness and forms a stable load-bearing platform.

[0048] Furthermore, the center point of the front mount 500 is located on the side of the middle crossbeam 103 away from the rear support structure 200. The extended front mount 500 shifts the center of gravity of the engine 300 forward relative to the front axle, thereby reducing the pitch moment of inertia around the front axle and improving the vehicle's nose-up phenomenon during start-up; moreover, the crossbeam, as a lateral stiffness element, can quickly transmit the instantaneous impact received by one side of the mount to the other side, achieving dynamic balance.

[0049] Specifically, the first direction is horizontally positioned, and a second direction is horizontal and perpendicular to the first direction. Two front suspension mounts 500 are spaced apart along the second direction. The two front longitudinal beams 101 and the two front suspensions form an "I" shape, which can also be understood as an "H" shape. This improves the connection strength, rigidity, and stability of the suspension mounting positions, effectively reducing vibration transmission.

[0050] In some embodiments, the two front mounts 500 are respectively fixedly connected to the two front longitudinal beams 101. The two front mounts 500 are directly fixed to the front longitudinal beams 101, which has a short load path and direct force transmission, and can efficiently absorb torque impact and suppress the lateral displacement of the engine 300; at the same time, the high rigidity of the longitudinal beams is used to improve the local strength of the mount mounting points, reduce deformation, and reduce the transmission of vibration to the vehicle body.

[0051] In another embodiment, the two front mounts 500 are fixedly connected to the intermediate crossbeam 103. The two front mounts 500 share the intermediate crossbeam 103, forming a closed-loop force transmission path. The high torsional stiffness of the crossbeam balances the left and right loads, suppressing the lateral displacement and pitch of the engine 300. The force is directly dispersed bidirectionally through the crossbeam, reducing the local stress of the longitudinal beam and reducing vibration and noise.

[0052] In another embodiment, two front mounts 500 are respectively fixed to the connection between the intermediate crossbeam 103 and the front longitudinal beam 101. The front mounts 500 are simultaneously connected to both the front longitudinal beam 101 and the intermediate crossbeam 103. The two front mounts 500 are arranged at the intersection of the intermediate crossbeam 103 and the front longitudinal beam 101, forming a "T"-shaped high-rigidity joint. Force is synchronously transmitted to both the longitudinal and transverse beams, significantly reducing load dispersion and stress concentration; simultaneously, it enhances lateral and torsional stiffness, effectively suppressing engine 300 displacement and vibration. Compared to connecting only the front longitudinal beam 101 or only the intermediate crossbeam 103, this design offers the highest vibration damping effect and stability.

[0053] In some embodiments, the engine 300 includes a drive shaft 301, which is horizontal and perpendicular to a first direction. This can be understood as the length direction of the drive shaft 301 being arranged along a second direction. The front mount 500 is located on the side of the drive shaft 301 away from the transmission 400. The connection between the two front longitudinal beams 101 and the two front mounts 500 forms an "I"-shaped structure, improving the connection strength and rigidity of the mount mounting positions, resulting in high stability and effectively reducing vibration transmission.

[0054] In some embodiments, the front suspension 500 is located in the middle of the front longitudinal beam 101, and its effect is the same as described above, which is to improve the connection strength and rigidity of the suspension mounting position, increase stability, and effectively reduce vibration transmission.

[0055] In some embodiments, the engine 300 has a crankshaft, and the intersection of the crankshaft centerline and the end face of the transmission 400 facing the engine 300 is a reference point. The center points of the two front mounts 500 are located on either side of the reference point. This arrangement balances the forces on the rear ends of the engine 300 and transmission 400, while also assisting the front mounts 500 in jointly controlling the displacement of the powertrain. This layout allows the front mounts 500 and rear mounts 600 to work collaboratively in different directions, evenly distributing the load force of the powertrain and reducing the possibility of excessive stress on a single point of the mount.

[0056] The surface where the transmission 400 connects to the engine 300 is the aforementioned end face. The distance between the front mount 500 point and this center point is selected according to different vehicle models and loads, and will not be elaborated here.

[0057] In some embodiments, the front subframe 100 further includes a connecting beam 104. The connecting beam 104 is located on the side of the intermediate crossbeam 103 facing the rear support structure 200. The two ends of the connecting beam 104 are respectively connected to the front longitudinal beams 101. The connecting beam 104 and the front longitudinal beams 101 form a "square" - shaped frame behind the intermediate crossbeam 103, significantly improving the overall torsional and lateral stiffness of the subframe and suppressing the deformation caused by the impact of the powertrain. The impact force is dispersed bidirectionally through the connecting beam 104, reducing the stress concentration on the longitudinal beams and reducing the transmission of vibration to the vehicle body.

[0058] In some embodiments, the front subframe 100 further includes a front crossbeam 102. The front crossbeam 102 is located on the side of the intermediate crossbeam 103 away from the rear support structure 200. The two ends of the front crossbeam 102 are respectively connected to the two front longitudinal beams 101. That is, when viewed from above, the front subframe 100 is in a "day" - shaped configuration, with sufficient structural strength to bear the force of the engine 300 and stable structure.

[0059] It can be understood that the length direction of the front longitudinal beam 101 is set along the first direction. The length directions of the front crossbeam 102, the intermediate crossbeam 103, and the connecting crossbeam 104 are set along the second direction. Through this design, it is ensured that the length direction of the front longitudinal beam 101 is perpendicular to the length direction of the front crossbeam 102, the length direction of the front longitudinal beam 101 is perpendicular to the length direction of the intermediate crossbeam 103, and the length direction of the front longitudinal beam 101 is perpendicular to the length direction of the connecting crossbeam 104.

[0060] In some embodiments, the rear support structure 200 includes two rear longitudinal beams 201, which are symmetrically arranged; two rear mounts 600 are arranged in parallel between the two rear longitudinal beams 201. The two rear mounts 600 are arranged in parallel to form a "one" - shaped structure at the rear mount 600, ensuring the overall stiffness and stability of the structure.

[0061] In some embodiments, the line connecting the mid - points between the two front mounts 500 and the mid - points between the two rear mounts 600 is used as a reference line; the projection of the centroid of the transmission 400 along the vertical direction is located at the 1 / 3 position closer to the front mount 500 on the reference line. This makes the centroid position shift forward relative to the four - point support area. This layout of the forward - shifted centroid reduces the pitching moment around the rear mount 600 during rapid acceleration of the vehicle, reduces the tail sinking, and improves the vehicle body attitude. At the same time, the centroid is close to the front mount 500, making the front mount 500 bear a larger proportion of the static load, reducing the load on the rear mount 600, reducing the rubber compression amount, and improving durability.

[0062] It can be understood that this vertical direction is the direction perpendicular to the ground.

[0063] In this application, the centroid is the abbreviation of the center of mass, referring to a hypothetical point on the material system where the mass is considered to be concentrated.

[0064] In some embodiments, the rear support structure 200 further includes a rear crossbeam 202, with one end of each of the two rear longitudinal beams 201 facing the front subframe 100 connected to the rear crossbeam 202. The rear crossbeam 202 connects the two rear longitudinal beams 201 into a single unit, improving overall strength and stability.

[0065] Furthermore, there are two rear crossbeams 202, which are spaced apart along the second direction, and two rear longitudinal beams 201 are connected to the two rear crossbeams 202 respectively. The space between the two rear crossbeams 202 is used to avoid the engine 300 and the transmission 400.

[0066] In some embodiments, two rear suspensions 600 are arranged side by side along a second direction and are interconnected. The two rear suspensions 600 are arranged side by side along the second direction and interconnected to form a rigid "I"-shaped linkage, which significantly improves the lateral and torsional stiffness of the rear suspension 600 group; the load is evenly distributed, suppressing the sway and torsional vibration of the transmission 400.

[0067] It is understandable that the length direction of the rear longitudinal beam 201 is set along the first direction, and the length direction of the rear transverse beam 202 is set along the second direction.

[0068] In some embodiments, the two rear mounts 600 are connected to two rear longitudinal beams 201 on opposite sides. The outer surfaces of the two rear mounts 600 are rigidly connected to their respective rear longitudinal beams 201, forming independent dual force transmission paths. The load is directly distributed to the rear longitudinal beams 201, and the rear load is then transmitted to the vehicle body via the rear cross beam 202. This ensures the support of the rear support structure 200 for the rear mounts, suppresses lateral displacement and torsional vibration of the transmission 400, and significantly reduces vibration and noise. Simultaneously, it simplifies the structure, reduces weight, and lowers costs.

[0069] In another embodiment, the two rear suspensions 600 are connected to the rear crossbeam 202 on opposite sides. Forces transmitted via the rear suspensions 600 are transmitted to the rear crossbeam 202 and then distributed through the rear longitudinal beam 201.

[0070] In another embodiment, the two rear suspensions 600 are connected at opposite ends to the connection between the rear crossbeam 202 and the rear longitudinal beam 201. The outer ends of the two rear suspensions 600 are fixed to the intersection of the rear crossbeam 202 and the corresponding rear longitudinal beam 201, forming a high-rigidity "T"-shaped force transmission path; the load is simultaneously distributed bidirectionally to the rear crossbeam 202 and the rear longitudinal beam 201.

[0071] In some embodiments, the engine 300 is connected to the transmission 400. A front subframe 100 supports the front end of the engine 300, and a rear support structure 200 supports the rear end of the transmission 400. The front subframe 100 and the rear support structure 200 jointly support the engine 300 and the transmission 400. When the front subframe 100 and the rear support structure 200 are in a horizontal position, the front mount 500 is higher than the rear mount 600. This height difference provides the mount elements with suitable static stiffness in the vertical direction to support the weight of the powertrain. The rear mount 600 is positioned relatively high relative to existing models, closer to the powertrain's center of gravity, strengthening the support for the powertrain. Utilizing its trapezoidal stability and resistance to deformation, it effectively suppresses displacement and rotation of the powertrain's center of gravity, reducing vibration transmission.

[0072] Specifically, the front subframe 100 and the rear support structure 200 are horizontal, forming the straight sides of the trapezoid; the line connecting the front suspension 500 and the front subframe 100 forms the long base of the trapezoid. The line connecting the rear suspension 600 and the rear support structure 200 forms the short base of the trapezoid. The line connecting the front suspension 500 and the rear suspension 600 forms the hypotenuse of the trapezoid.

[0073] In some embodiments, point A is the midpoint of the line connecting the two front mounts 500. Point B is the midpoint of the line connecting the two rear mounts 600. The line connecting points A and B is a reference line. The center of gravity of the engine 300 is located in the height direction of this reference line. Depending on the actual situation, the center of gravity of the engine 300 is located above this reference line. Having the center of gravity of the engine 300 above the center lines of each mount improves the uniformity of force transmitted from the engine 300 to the front mounts 500 and rear mounts 600, reduces the possibility of excessive pressure on one of the front mounts 500 or rear mounts 600, and improves structural stability.

[0074] In some embodiments, the center of gravity of the transmission 400 is located in the height direction of the reference line; depending on the actual situation, the center of gravity of the transmission 400 is located above the reference line. Having the center of gravity of the transmission 400 above the center lines of each mount improves the uniformity of force transmitted by the transmission 400 to the front mount 500 and the rear mount 600, reduces the possibility of excessive pressure on one of the front mount 500 or the rear mount 600, and improves structural stability.

[0075] Furthermore, the centers of gravity of both the engine 300 and the transmission 400 are located above this reference line. This improves the uniformity of force transmission from the transmission 400 and engine 300 to the front mount 500 and rear mount 600, reduces the possibility of excessive pressure on either the front mount 500 or the rear mount 600, and improves structural stability.

[0076] In this application, both the front mount 500 and the rear mount 600 are mounts, and the mounts include rubber sleeves for vibration damping and cushioning. Furthermore, the mounts can also be a double-sleeve structure, comprising two rubber and metal sleeve bushings, which provides greater load-bearing capacity.

[0077] Furthermore, this application also provides a vehicle comprising: the vehicle suspension system as described above; wherein the vehicle includes a body, a front subframe 100 and a rear support structure 200 disposed on the body. This vehicle employs the aforementioned vehicle suspension system, resulting in uniform force transmission from the powertrain to the body. The load on the powertrain is evenly distributed through four-point support, reducing excessive stress on a single suspension point and improving vehicle dynamic response. Simultaneously, the four-point support provides support for the powertrain's output torque, offering better torsional limiting effect and improved powertrain stability compared to the existing three-point arrangement.

[0078] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle suspension system, characterized in that, It includes: Front subframe (100); A rear support structure (200) is connected to the front subframe (100); Engine (300); Two front mounts (500) are provided and spaced apart on the front subframe (100), and the engine (300) is connected to the front subframe (100) via the front mounts (500); A transmission (400) connected to the engine (300); Rear mount (600), there are two rear mounts (600) and they are spaced apart on the rear support structure (200), the transmission (400) is connected to the rear support structure (200) through the rear mounts (600).

2. The vehicle mounting system according to claim 1, characterized in that, The engine (300) and the transmission (400) are distributed along a first direction; An isosceles trapezoid is defined, the height direction of which is the same as the first direction; the front suspension (500) and the rear suspension (600) are located at the four endpoints of the isosceles trapezoid.

3. The vehicle mounting system according to claim 2, characterized in that, The spacing between the two front mounts (500) is greater than the spacing between the two rear mounts (600).

4. The vehicle mounting system according to claim 1, characterized in that, The front subframe (100) includes: There are two front longitudinal beams (101) arranged symmetrically. A middle crossbeam (103) connects the two front longitudinal beams (101); The center point of the front suspension (500) is located on the side of the intermediate crossbeam (103) away from the rear support structure (200).

5. The vehicle mounting system according to claim 1, characterized in that, The engine (300) and the transmission (400) are distributed along a first direction; The engine (300) includes a drive shaft (301) that is horizontal and perpendicular to the first direction; The front mount (500) is located on the side of the drive shaft (301) away from the transmission (400).

6. The vehicle mounting system according to claim 1, characterized in that, The engine (300) has a crankshaft, and the intersection of the center line of the crankshaft and the end face of the transmission (400) facing the engine (300) is a reference point. The center points of the two front mounts (500) are located on both sides of the reference point.

7. The vehicle mounting system according to claim 1, characterized in that, The rear support structure (200) includes two rear longitudinal beams (201), which are symmetrically arranged. The two rear suspensions (600) are arranged side by side between the two rear longitudinal beams (201).

8. The vehicle mounting system according to claim 1, characterized in that, The line connecting the midpoint between the two front mounts (500) and the midpoint between the two rear mounts (600) is a reference line; The center of mass of the transmission (400) is projected vertically onto the reference line at approximately 1 / 3 of the distance from the front mount (500).

9. The vehicle mounting system according to claim 1, characterized in that, When the front subframe (100) and the rear support structure (200) are in a horizontal position, the front mount (500) is higher than the rear mount (600).

10. A vehicle, characterized in that, include: The vehicle mounting system as described in any one of claims 1 to 9; The vehicle includes a body, on which the front subframe (100) and rear support structure (200) are disposed.

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