Engine power front suspension assembly and vehicle

Abstract

The utility model discloses an engine power front suspension assembly and vehicle belong to vehicle engineering technical field, including support body, support body includes connecting portion and sets up the limiting portion and base portion on the opposite side of connecting portion, and the limiting portion forms the containing cavity of side end opening, and the base portion sets up at the lower extreme of limiting portion, and extends to the direction of deviating from connecting portion direction obliquely downwards, rubber body, rubber body sets up on the upper end surface of base portion, skeleton, skeleton includes bracket portion and stop portion, and bracket portion sets up at the upper end surface of rubber body, and the stop portion is placed in the containing cavity, and the stop portion end face corresponding with limiting portion is provided with the limiting rubber block, and the guide component, and the guide component is set up on the bracket portion through the support, and the guide component includes mounting stud and positioning pin. The utility model can realize horizontal installation, promote assembly process nature at the same time, ensure enough limiting stiffness and fatigue durability in main direction, thereby adapt to the reliability requirement under different load and road spectrum condition.

Description

Technical Field

[0001] This utility model belongs to the field of vehicle engineering technology, and in particular relates to an engine power front suspension assembly and a vehicle. Background Technology

[0002] As an inherent internal vibration source, the engine generates strong excitation during operation and is also subject to multiple external disturbances from the road surface, transmission system, and other sources, resulting in a complex dynamic coupled vibration state. This continuous vibration not only easily leads to fatigue damage and premature failure of surrounding components but also significantly reduces ride comfort and affects overall vehicle quality. With the increasing maturity of engine technology, vibration and noise control of the entire vehicle has become a core competitive indicator for major automakers during the R&D process.

[0003] Because the main axis of inertia of a truck powertrain is arranged in a specific "front-high, rear-low" configuration, the design of the suspension system must be matched accordingly: the elastic center of the front suspension needs to be positioned higher, while the rear suspension is relatively lower, to achieve good vibration isolation and support. Traditionally, the front suspension uses an angled, soft-cushion structure to achieve this layout. However, this structure suffers from difficulties in installation and positioning, poor maintenance convenience, and, given that trucks often face high-intensity and variable operating conditions, its reliability and durability in long-term use are often difficult to guarantee. Summary of the Invention

[0004] To address the problems existing in the prior art, this utility model provides an engine power front suspension assembly and vehicle that can achieve horizontal installation and improve assembly processability while ensuring sufficient limiting stiffness and fatigue durability in the main direction, thereby adapting to the reliability requirements under different load and road spectrum conditions and comprehensively improving the vibration control performance and long-term service quality of the vehicle.

[0005] This utility model is implemented as follows: This application provides an engine power front mount assembly, comprising: The bracket body is an integrally cast structure. The bracket body includes a connecting part and a limiting part and a base part disposed on opposite sides of the connecting part. The connecting part is provided with a connecting hole for connecting to the vehicle frame. The limiting part forms a receiving cavity with a side opening. The base part is disposed at the lower end of the limiting part and extends obliquely downward away from the connecting part. A rubber body is disposed on the upper end surface of the base portion; The skeleton includes a bracket part and a stop part. The bracket part is disposed on the upper end face of the rubber body and is parallel to the base part. The stop part is placed in the receiving cavity, and a limit rubber block is provided on the end face of the stop part corresponding to the limiting part. The guide component is mounted on the bracket via a support. The guide component includes a mounting stud and a positioning pin, both of which are vertically positioned on the upper surface of the support.

[0006] Furthermore, the limiting rubber block comprises at least two rubber layers stacked together, with the rubber layers centrally disposed on the end face of the stop portion, and the area of ​​the rubber layers decreasing sequentially from bottom to top.

[0007] Furthermore, the limiting part includes two horizontally spaced transverse limiting blocks and a longitudinal limiting block disposed between the transverse limiting blocks, the transverse limiting blocks and the longitudinal limiting blocks forming a receiving cavity for accommodating the stop part.

[0008] Furthermore, the upper ends of both the mounting stud and the locating pin are tapered.

[0009] Furthermore, reinforcing ribs are provided on the upper end surface of the limiting part and the lower end surface of the base part.

[0010] Another aspect of this application is a vehicle that includes any of the engine-powered front suspension assemblies described above.

[0011] The advantages and technical effects of this utility model are as follows: By adopting the above technical solution, it is possible to achieve horizontal installation and improve assembly processability, while ensuring sufficient limiting stiffness and fatigue durability in the main direction, thereby adapting to the reliability requirements under different loads and road spectrum conditions, and comprehensively improving the vibration control performance and long-term service quality of the vehicle.

[0012] The design converts the angled pad into a horizontal installation. This effectively overcomes the problems of difficult installation and positioning, and poor maintenance convenience of traditional angled structures, while significantly improving the ease of project implementation while retaining the performance advantages of angled pads.

[0013] The system employs a dual guiding system consisting of locating pins and mounting studs. This design effectively guides and constrains the installation position of the powertrain, greatly simplifies the assembly process, ensures the accuracy and controllability of the powertrain's posture, and fundamentally improves the quality and efficiency of production assembly.

[0014] A reliable limiting mechanism was designed in the key stress directions (especially the Z and Y directions). The added limiting structure effectively resists the displacement and deformation that may occur in the powertrain during long-term high-intensity operation, significantly improving the long-term reliability and durability of the suspension system under complex working conditions, and fundamentally addressing the challenge of insufficient reliability and durability of traditional structures.

[0015] The design ensures that the center of gravity of the engine and transmission assembly falls as close as possible to the elastic axis of the suspension system, while simultaneously allowing its principal axis of inertia to pass through the elastic centers of the front and rear suspensions. This fundamental design guarantees optimal energy decoupling and achieves excellent vibration isolation.

[0016] In summary, without sacrificing the original suspension vibration isolation performance, the installation method was successfully optimized to horizontal installation, which significantly improved the ease of powertrain installation. Furthermore, through the reinforced design of limiting the system in all directions, the reliability and durability of the system were comprehensively improved, achieving a balance between installation convenience, structural reliability, and vibration control performance. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure provided in an embodiment of the present utility model.

[0018] Figure 2 This is a schematic diagram of the support structure provided in an embodiment of the present utility model.

[0019] Figure 3 This is a schematic diagram of the connection between the skeleton and the guide component provided in an embodiment of this utility model.

[0020] In the diagram: 1. Support body; 1-1. Connecting part; 1-2. Limiting part; 1-3. Base part; 2. Rubber body; 3. Frame; 3-1. Bracket part; 3-2. Stopping part; 4. Guide component; 4-1. Mounting stud; 4-2. Positioning pin; 4-3. Support; 5. Reinforcing rib; 6. Limiting rubber block. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this utility model clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this utility model.

[0022] It should be noted that the terms "upper", "lower", "left", "right", "top", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0023] As the background art points out, the existing heavy-duty powertrain main inertia shaft has a front-high, rear-low profile, requiring a high center of elasticity for the front mount and a low center of elasticity for the rear mount. To achieve a high center of elasticity, an angled mount structure is needed. However, this angled mount structure makes engine mounting and alignment difficult, rarely allowing for a single, successful installation. Furthermore, the angled pads have a single limiting direction, which is detrimental to reliability and durability under complex operating conditions. Therefore, it is necessary to solve the problems of installation difficulty and poor reliability of angled mounts. To solve these two problems, it is necessary to analyze their causes: 1. The installation difficulty arises from the angled installation. From above, it's difficult to observe the mounting stud 4-1 and the locating pin 4-2. If installed horizontally, these components are easily visible from above, and tightening tools are more convenient, with easier torque control. Therefore, the key to resolving the installation difficulty lies in converting the angled structure to a horizontal installation while maintaining the elastic center. 2. The reasons for the poor reliability are twofold: first, the limit switch only has a Z-axis limit switch and no Y-axis limit switch; second, the limit switch is a sheet metal structure, which will deform under long-term impact. The key to solving this problem is to add multi-directional limit switches, and make them robust cast iron limit switches.

[0024] like Figures 1 to 3 As shown, this application provides an engine power front mount assembly, comprising: The bracket body 1 is a one-piece cast structure. Using a casting increases the rigidity of the frame 3 and reduces the difficulty of decoupling while maintaining a relatively stable weight. The bracket body 1 includes a connecting part 1-1, a limiting part 1-2, and a base part 1-3 located on opposite sides of the connecting part 1-1. The connecting part 1-1 has a connecting hole for connecting to the vehicle frame, with the axis of the connecting hole horizontally positioned. The limiting part 1-2 forms a receiving cavity with a side opening. The base part 1-3 is located at the lower end of the limiting part 1-2 and extends obliquely downward away from the connecting part 1-1. Changing the oblique mounting to a horizontal mounting solves the installation difficulty problem. Since the oblique suspension only has Z-axis limiting and is made of sheet metal, the sheet metal structure is changed to a cast structure. Then, an integrated mounting bracket is considered, which adds Y-axis limiting. The casting will not deform under repeated impacts, thus solving the reliability problem. Integrating the above structures not only solves the installation difficulty and reliability problems, but also integrates two separate components into one, reducing weight and cost.

[0025] Rubber body 2 is disposed on the upper end surface of the base portion 1-3.

[0026] The frame 3 includes a bracket portion 3-1 and a stop portion 3-2. The bracket portion 3-1 is disposed on the upper end face of the rubber body 2 and is parallel to the base portion 1-3. The stop portion 3-2 is placed in the receiving cavity, and a limiting rubber block 6 is provided on the end face of the stop portion 3-2 corresponding to the limiting portion 1-2. This is simplified to a one-sided casting limiting, and a lateral limiting is added.

[0027] The guide component 4 is mounted on the bracket part 3-1 via a support 4-3. The guide component 4 includes a mounting stud 4-1 and a positioning pin 4-2. The mounting stud 4-1 and the positioning pin 4-2 are arranged in parallel and are both arranged vertically on the upper end face of the support 4-3. The upper end face of the support 4-3 is a horizontal end face.

[0028] The guide component 4 is horizontally mounted on the bracket 3-1 via the support 4-3, and the mounting stud 4-1 and the locating pin 4-2 are integrated parallel and vertically on the same horizontal end face, forming a precise dual positioning and guiding system. This structure first simplifies the complex spatial positioning problem into a single vertical drop action, enabling the powertrain to be precisely guided to the predetermined position in the vertical direction during installation, greatly improving the convenience and accuracy of installation; at the same time, the mounting stud 4-1 and the locating pin 4-2 work together to ensure the uniformity and reliability of the connection stiffness after assembly, fundamentally avoiding component damage or stress concentration problems caused by inaccurate positioning.

[0029] Furthermore, the limiting rubber block 6 comprises at least two stacked rubber layers, centrally positioned on the end face of the stop portion 3-2, with the area of ​​each rubber layer decreasing sequentially from bottom to top. This limiting rubber block 6 employs a gradient structure with at least two stacked layers and a decreasing area from bottom to top, creating a unique progressive stiffness characteristic. When the suspension system experiences a large displacement impact, the lower, larger rubber layer undergoes flexible deformation first to effectively buffer the initial impact. As the compression stroke deepens, the upper, smaller rubber layers successively participate in deformation, resulting in a gradual increase in overall stiffness, thus achieving smooth and non-linear limiting buffering. This design not only significantly reduces the peak impact load and avoids rigid collisions but also optimizes stress distribution through stepwise energy dissipation, effectively preventing rubber tearing caused by stress concentration, thereby greatly improving the durability and long-term reliability of the limiting structure. Furthermore, the limiting part 1-2 includes two horizontally spaced transverse limiting blocks and a longitudinal limiting block disposed between the transverse limiting blocks, the transverse limiting blocks and the longitudinal limiting blocks forming a receiving cavity for accommodating the stop part 3-2.

[0030] Furthermore, the upper ends of both the mounting stud 4-1 and the locating pin 4-2 are tapered. The tapered structure provides better guidance and facilitates installation during powertrain assembly assembly.

[0031] Furthermore, the upper end face of the limiting part 1-2 and the lower end face of the base part 1-3 are both provided with reinforcing ribs 5.

[0032] Another aspect of this application is a vehicle that includes any of the engine-powered front suspension assemblies described above.

[0033] By adopting the above technical solutions, it is possible to achieve horizontal installation and improve assembly processability, while ensuring sufficient limiting stiffness and fatigue durability in the main direction, thereby adapting to the reliability requirements under different load and road spectrum conditions, and comprehensively improving the vibration control performance and long-term service quality of the vehicle.

[0034] The design converts the angled pad into a horizontal installation. This effectively overcomes the problems of difficult installation and positioning, and poor maintenance convenience of traditional angled structures, while significantly improving the ease of project implementation while retaining the performance advantages of angled pads.

[0035] The system employs a dual guiding system consisting of locating pin 4-2 and mounting stud 4-1. This design effectively guides and constrains the installation position of the powertrain, greatly simplifies the assembly process, ensures the accuracy and controllability of the powertrain's posture, and fundamentally improves the quality and efficiency of production assembly.

[0036] A reliable limiting mechanism was designed in the key stress directions (especially the Z and Y directions). The added limiting structure effectively resists the displacement and deformation that may occur in the powertrain during long-term high-intensity operation, significantly improving the long-term reliability and durability of the suspension system under complex working conditions, and fundamentally addressing the challenge of insufficient reliability and durability of traditional structures.

[0037] The design ensures that the center of gravity of the engine and transmission assembly falls as close as possible to the elastic axis of the suspension system, while simultaneously allowing its principal axis of inertia to pass through the elastic centers of the front and rear suspensions. This fundamental design guarantees optimal energy decoupling and achieves excellent vibration isolation.

[0038] In summary, without sacrificing the original suspension vibration isolation performance, the installation method was successfully optimized to horizontal installation, which significantly improved the ease of powertrain installation. Furthermore, through the reinforced design of limiting the system in all directions, the reliability and durability of the system were comprehensively improved, achieving a balance between installation convenience, structural reliability, and vibration control performance.

[0039] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An engine power front mount assembly, characterized in that, include: The bracket body is an integrally cast structure. The bracket body includes a connecting part and a limiting part and a base part disposed on opposite sides of the connecting part. The connecting part is provided with a connecting hole for connecting to the vehicle frame. The limiting part forms a receiving cavity with a side opening. The base part is disposed at the lower end of the limiting part and extends obliquely downward away from the connecting part. A rubber body is disposed on the upper end surface of the base portion; The skeleton includes a bracket part and a stop part. The bracket part is disposed on the upper end face of the rubber body and is parallel to the base part. The stop part is placed in the receiving cavity, and a limit rubber block is provided on the end face of the stop part corresponding to the limiting part. The guide component is mounted on the bracket via a support. The guide component includes a mounting stud and a positioning pin, both of which are vertically positioned on the upper surface of the support.

2. The engine power front mount assembly according to claim 1, characterized in that, The limiting rubber block comprises at least two rubber layers stacked together, with the rubber layers centrally disposed on the end face of the stop portion, and the area of ​​the rubber layers decreasing sequentially from bottom to top.

3. The engine power front mount assembly according to claim 1, characterized in that, The limiting part includes two horizontally spaced transverse limiting blocks and a longitudinal limiting block disposed between the transverse limiting blocks, the transverse limiting blocks and the longitudinal limiting blocks forming a receiving cavity for accommodating the stop part.

4. The engine power front mount assembly according to claim 1, characterized in that, The upper ends of both the mounting studs and the locating pins are tapered.

5. The engine power front mount assembly according to claim 1, characterized in that, The upper end face of the limiting part and the lower end face of the base part are both provided with reinforcing ribs.

6. A vehicle, characterized in that, Includes the engine power front mount assembly as described in any one of claims 1 to 5.

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