A composite polyurethane suspension structure for an electric vehicle powertrain

Abstract

The utility model discloses a kind of composite polyurethane suspension structures for electric vehicle power assembly, including shell, inner core, main spring, vertical buffering crash block, lateral buffering crash block and axial buffering crash block, the inside of shell is provided with main spring, vertical buffering crash block is provided on the two sides inner wall of shell, lateral buffering crash block is provided on the two ends inner wall of shell, one end of shell is provided with two axial buffering crash blocks, the two ends of main spring are provided with inner core.Main spring uses pouring type solid polyurethane of low dynamic elastic modulus, vertical buffering crash block, lateral buffering crash block and axial buffering crash block use high damping foamed polyurethane, while giving consideration to the vibration isolation and shock absorption function of product, and high damping foamed polyurethane material performance is stable, solve the liquid leakage caused by the easily appeared liquid hydraulic suspension of currently widely used rubber, resulting in the problem of reduced damping, product performance decline, and product structure complex and production process cumbersome etc., improve product performance stability.

Description

Technical Field

[0001] This utility model relates to the field of powertrain mounting technology, and in particular to a composite polyurethane mounting structure for electric vehicle powertrains. Background Technology

[0002] Currently, electric vehicle powertrain mounts generally use rubber materials similar to those in traditional internal combustion engines. For applications requiring high damping under large amplitude vibrations, hydraulic damping is added. While this design offers significant performance advantages, it also has the following drawbacks:

[0003] 1. Numerous sub-parts and complex structure;

[0004] 2. Rubber materials are generally not resistant to ozone and are prone to aging and cracking in the high ozone environment around the powertrain of electric vehicles, so special treatment is required in the formulation.

[0005] 3. The hydraulic damping component is prone to seal failure, resulting in liquid leakage and a decrease in system performance;

[0006] 4. The production process is relatively complicated;

[0007] 5. The cost is relatively high. Utility Model Content

[0008] The purpose of this invention is to provide a composite polyurethane suspension structure for electric vehicle powertrains to solve the aforementioned technical problems.

[0009] The technical solution adopted in this utility model is as follows:

[0010] A composite polyurethane suspension structure for an electric vehicle powertrain includes a housing, an inner core, a main spring, vertical buffer anti-collision blocks, lateral buffer anti-collision blocks, and axial buffer anti-collision blocks. The main spring is disposed inside the housing, the vertical buffer anti-collision blocks are disposed on the inner walls of both sides of the housing, the lateral buffer anti-collision blocks are disposed on the inner walls of both ends of the housing, and two axial buffer anti-collision blocks are disposed at one end of the housing. The inner core is disposed inside the main spring.

[0011] Preferably, a connection hole is provided in the middle of the inner core.

[0012] Preferably, the inner core is cantilevered and has bolt holes.

[0013] Preferably, the vertical buffer anti-collision block and the lateral buffer anti-collision block are respectively arranged to extend along the axial direction of the housing.

[0014] Preferably, the vertical buffer anti-collision block is connected to the axial buffer anti-collision block.

[0015] Preferably, the main spring has several through holes along the axial direction, and the vertical buffer anti-collision block and the lateral buffer anti-collision block extend into the through holes respectively.

[0016] As a further preferred embodiment, the outer wall of the main spring is provided with a plurality of slots, the slots being connected to the through holes, and the vertical buffer anti-collision block and the lateral buffer anti-collision block passing through the slots respectively.

[0017] The above technical solution has the following advantages or beneficial effects:

[0018] In this invention, the main spring is made of cast solid polyurethane with low dynamic elastic modulus, and the vertical buffer anti-collision block, the lateral buffer anti-collision block and the axial buffer anti-collision block are made of high-damping foamed polyurethane. This design takes into account both vibration isolation and shock absorption functions of the product. Moreover, the high-damping foamed polyurethane material has stable performance, which solves the problem of reduced damping caused by liquid leakage in the currently widely used rubber hydraulic suspension, resulting in decreased product performance, as well as the problems of complex product structure and cumbersome production process, thereby improving the stability of product performance. Attached Figure Description

[0019] Figure 1 This is a front view of the composite polyurethane suspension structure used in the powertrain of an electric vehicle in this utility model;

[0020] Figure 2 This is a perspective view of the composite polyurethane suspension structure used in the powertrain of an electric vehicle according to this utility model;

[0021] Figure 3 This is a perspective view of the composite polyurethane suspension structure for electric vehicle powertrain in Example 2;

[0022] Figure 4 This is a perspective view of the composite polyurethane suspension structure for electric vehicle powertrain in Example 3.

[0023] In the diagram: 1. Shell; 2. Inner core; 3. Main spring; 4. Vertical buffer anti-collision block; 5. Lateral buffer anti-collision block; 6. Axial buffer anti-collision block; 7. Connecting hole; 8. Side wing; 9. Through hole. Detailed Implementation

[0024] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0025] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used 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. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0026] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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 mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0027] Example 1

[0028] See Figure 1 and Figure 2 As shown, a composite polyurethane suspension structure for an electric vehicle powertrain includes a housing 1, an inner core 2, a main spring 3, vertical buffer anti-collision blocks 4, lateral buffer anti-collision blocks 5, and axial buffer anti-collision blocks 6. The main spring 3 is housed inside the housing 1. Vertical buffer anti-collision blocks 4 are located on the inner walls of both sides of the housing 1. Lateral buffer anti-collision blocks 5 are located on the inner walls of both ends of the housing 1. Two axial buffer anti-collision blocks 6 are located at one end of the housing 1. The vertical buffer anti-collision blocks 4 and axial buffer anti-collision blocks 6 are connected. The inner core 2 is housed inside the main spring 3. The vertical buffer anti-collision blocks 4 and lateral buffer anti-collision blocks 5 extend axially along the housing 1, and are connected to the axial buffer anti-collision blocks 6. The inner side of the housing 1 is hollow, and the main spring 3 is bonded to the inner side of the housing 1 with adhesive to form a fixed connection. The outer side of the inner core 2 is fixedly connected to the inner circumference of the main spring 3 with adhesive, and both ends of the inner core 2 extend to the outer side of the main spring 3.

[0029] In this embodiment, the housing 1 can be made of high-strength plastic injection molding, extruded aluminum alloy profiles, cast aluminum alloy materials, or processed from high-strength structural steel. Different grades of materials can be selected depending on the application requirements of the parts. When steel is used, the parts need to undergo necessary surface treatments, such as coating, to prevent corrosion during use.

[0030] In this embodiment, the inner core 2 is generally made of aluminum alloy material through extrusion or forging. The mechanical properties of the material meet the application requirements of the part. Depending on the application requirements of the part, different grades of materials and heat treatment processes can be selected. In some special applications, the inner core 2 can also be manufactured using different materials and processes, such as steel through machining or directly from tubing. If steel is used, the part needs to undergo necessary surface treatment, such as coating, to prevent corrosion during use.

[0031] In this embodiment, the main spring 3 has several through holes 9 along its axial direction, and the vertical buffer anti-collision block 4 and the lateral buffer anti-collision block 5 extend into the through holes 9 respectively. The outer wall of the main spring 3 has several slots that communicate with the through holes 9, and the vertical buffer anti-collision block 4 and the lateral buffer anti-collision block 5 pass through these slots respectively. The vertical buffer anti-collision block 4 is located inside the housing 1, see [reference needed]. Figure 1 As shown, two vertical buffer anti-collision blocks 4 are located on the upper and lower sides of the inner core 2. The vertical buffer anti-collision blocks 4 are located inside the through hole 9, forming a gap with the inner core 2, providing vertical free deformation space for the main spring 3, and providing buffering of dynamic vertical loads and limiting the vertical movement of the inner core 2 through the contact between the inner core 2 and the vertical buffer anti-collision blocks 4.

[0032] In this embodiment, the lateral buffer anti-collision block 5 is located inside the housing 1, see [reference]. Figure 1 As shown, the lateral buffer anti-collision blocks 5 are located on the left and right sides of the inner core 2. The lateral buffer anti-collision blocks 5 are located inside the through hole 9, forming a gap with the inner core 2, providing space for the lateral free deformation of the main spring 3, and providing buffering of dynamic lateral loads and limiting the lateral movement of the inner core 2 through the contact between the inner core 2 and the lateral buffer anti-collision blocks 5.

[0033] The axial buffer anti-collision block 6 is bonded to the end of the housing 1 with adhesive to form a fixed connection. The outer side of the housing 1 is cylindrical and is fixedly connected to the vehicle body by interference fit.

[0034] The axial buffer anti-collision block 6 is located at the axial end of the housing 1. It forms a gap with the powertrain connected to the inner core 2, providing axial free deformation space for the main spring 3, and providing buffering of dynamic axial loads and limiting the axial movement of the powertrain through the contact between the powertrain and the axial buffer anti-collision block 6.

[0035] In this embodiment, the vertical buffer anti-collision block 4, the lateral buffer anti-collision block 5, and the axial buffer anti-collision block 6 are connected to the housing 1 by adhesive to form a fixed connection.

[0036] In this embodiment, the vertical buffer block 4, the side buffer block 5, and the axial buffer block 6 are made of porous polyurethane. These blocks are formed by foaming in a mold cavity or by machining prefabricated profiles. Preferably, the materials used for the vertical buffer block 4, the side buffer block 5, and the axial buffer block 6 are porous polyurethane elastomers. In this embodiment, the vertical buffer block 4, the side buffer block 5, and the axial buffer block 6 are preferably, but not limited to, MDI-type porous polyurethane elastomers. The material properties of the porous polyurethane product in this embodiment are as follows: its density range, measured according to DIN ENISO 845, is 200 to 1000 kg / m³, with 300 to 750 kg / m³ being commonly used. The tensile strength, measured according to DIN EN ISO 1798, should be in the range of 2 to 8 MPa, and the elongation at break should be in the range of 200% to 700%, or the tear strength, measured according to DIN ISO 34-1B(b), should be in the range of 4 to 12 N / mm. The materials used in this embodiment must meet at least two of the above material performance requirements, three are preferred, and ideally all four material performance requirements should be met.

[0037] In this embodiment, the vertical buffer anti-collision block 4, the lateral buffer anti-collision block 5, and the axial buffer anti-collision block 6 are made of porous polyurethane material, typically foamed in a closed cavity of a mold. The prepared raw material is injected into the closed cavity, the amount injected depending on the density of the part required to meet performance specifications. The raw material foams and molds in the cavity at a specific temperature and time. The surface temperature of the cavity is typically 40 to 90°C, and the part is demolded after being kept at this temperature for 5 to 60 minutes.

[0038] In addition to being formed directly in the mold cavity, the vertical buffer anti-collision block 4, the side buffer anti-collision block 5, and the axial buffer anti-collision block 6 can also be obtained by machining prefabricated bars or tubes. The end face contour can be directly cut with forming tools. Compared with the direct foaming molding of a single vertical buffer anti-collision block 4, side buffer anti-collision block 5, and axial buffer anti-collision block 6 in the mold cavity, this process can manufacture the part more cheaply and can effectively improve the stability of the part's performance. The manufacturing process of the prefabricated profile is the same as the foaming process mentioned above.

[0039] In this embodiment, the composite polyurethane mounting structure of the electric vehicle powertrain connects the powertrain to the vehicle body or other chassis components. Therefore, the composite polyurethane mounting structure of the electric vehicle powertrain needs to provide a metal component that can connect to the powertrain; this component is the inner core 2. The inner core 2 is generally made of metal, including but not limited to steel and aluminum alloy. Depending on the design objectives, the contact surface between the inner core 2 and the main spring 3 has a regular shape in the axial direction, such as a rhombus or a circle. The contact surface area should be as large as possible while ensuring ease of production and assembly. The inner core 2 is separated from the housing 1 by the main spring 3. In practical applications, due to the action of the main spring 3, the force, vibration, or noise transmitted from the powertrain will be isolated or attenuated, resulting in a minimum reduction in the force, vibration, or noise transmitted to the vehicle body or chassis through the housing 1. This improves the smoothness and comfort of the entire vehicle.

[0040] In practical use, the main spring 3 can have a certain pre-compression stress within the housing 1 to eliminate the shrinkage tensile stress caused by temperature during the production process. The so-called pre-compression stress refers to the certain compressive stress inside the main spring 3 of the composite polyurethane suspension structure of the electric vehicle powertrain when it is not subjected to any external force. The compressive stress can be achieved by reducing the outer diameter of the housing 1 by a certain proportion under a certain external load, or by making the housing 1 into two identical sub-parts, which have a certain gap in the free state after being bonded to the main spring 3, and then pressing the two sub-parts together with external force.

[0041] Furthermore, as a preferred embodiment, the inner core 2 is provided with a connection hole 7 in the middle for connecting to an external powertrain.

[0042] Example 2

[0043] like Figure 3 As shown, the difference between Embodiment 2 and Embodiment 1 is that the inner core 2 is cantilevered, and in use, the end of the inner core 2 is connected to the powertrain through a vertical bolt hole.

[0044] Example 3

[0045] See Figure 4 As shown, the difference between Embodiment 3 and Embodiment 2 is that the housing 1 is arranged in a double-wing shape. In use, the ends of the side wings 8 at both ends of the housing 1 are connected to the vehicle body through two vertical bolt holes.

[0046] In this embodiment, the hydraulic damping component in the traditional rubber powertrain hydraulic suspension is eliminated, and replaced by a foamed polyurethane buffer bumper (vertical buffer bumper 4, lateral buffer bumper 5, and axial buffer bumper 6) bonded to the housing 1. Compared to the traditional rubber hydraulic suspension, which only provides damping under large vertical amplitude, the foamed polyurethane buffer bumper can provide buffering and damping under large amplitude in three directions. Therefore, it has a very good shock absorption effect.

[0047] The main spring 3 is made of cast solid polyurethane material, which has very low dynamic stiffness. Through proper matching with the powertrain, it can achieve excellent vibration isolation effect.

[0048] The composite polyurethane suspension structure of the electric vehicle powertrain in this embodiment has a simple component structure and requires no additional assembly. It only requires the addition of simple tooling fixtures for the vertical buffer anti-collision block 4, the side buffer anti-collision block 5, and the axial buffer anti-collision block 6 during the production process, which can significantly reduce production costs.

[0049] In this embodiment, a powertrain composite polyurethane suspension structure using a polyurethane elastomer main spring 3 and foamed polyurethane elastomer vertical buffer anti-collision block 4, lateral buffer anti-collision block 5, and axial buffer anti-collision block 6 is applied in electric vehicles to connect the powertrain and the vehicle chassis and / or chassis parts. It is an important elastic element that bears the load of the powertrain and attenuates the vibration of the powertrain. Through the main spring 3, the powertrain composite polyurethane suspension structure can attenuate, decouple, and isolate the vibration and noise excited by the powertrain and transmitted to the vehicle body through the suspension system.

[0050] The performance parameters of the powertrain composite polyurethane mounting structure have a significant impact on the overall vehicle's dynamic performance and must be precisely tuned for different chassis designs. Through proper matching between the powertrain composite polyurethane mounting structure and the powertrain and the entire vehicle, vibration and noise levels can be effectively controlled, improving overall vehicle comfort.

[0051] The installation of this powertrain composite polyurethane mounting structure on the vehicle and its connection to the powertrain in this embodiment are the same as those of traditional rubber powertrain mountings. The composite polyurethane mounting is fixed to the vehicle body by bolts passing through the bolt holes on the side wing 8 of the housing 1. The connection to the powertrain is achieved through the bolt holes in the inner core 2, and the mounting is connected to the powertrain by bolts and nuts.

[0052] This embodiment provides a novel powertrain mounting structure for electric vehicles. This composite polyurethane powertrain mounting structure is easier to design and manufacture. This design can avoid many problems caused by poor hydraulic damping sealing, such as liquid leakage and increased vibration. It can simplify the design of parts, reduce the weight of parts, simplify the assembly process, reduce the cost of parts, and make the product performance more stable.

[0053] The above description is only a preferred embodiment of the present utility model and does not limit the implementation method and protection scope of the present utility model. Those skilled in the art should realize that all solutions obtained by equivalent substitutions and obvious changes made based on the description and illustrations of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A composite polyurethane suspension structure for an electric vehicle powertrain, characterized in that, The device includes a housing, an inner core, a main spring, vertical buffer anti-collision blocks, lateral buffer anti-collision blocks, and axial buffer anti-collision blocks. The main spring is disposed inside the housing. The vertical buffer anti-collision blocks are disposed on the inner walls of both sides of the housing. The lateral buffer anti-collision blocks are disposed on the inner walls of both ends of the housing. Two axial buffer anti-collision blocks are disposed at one end of the housing. The inner core is disposed inside the main spring.

2. The composite polyurethane suspension structure for electric vehicle powertrain as described in claim 1, characterized in that, A connection hole is provided in the middle of the inner core.

3. The composite polyurethane suspension structure for electric vehicle powertrain as described in claim 1, characterized in that, The inner core is cantilevered and has bolt holes.

4. The composite polyurethane suspension structure for electric vehicle powertrain as described in claim 1, characterized in that, The vertical buffer anti-collision block and the lateral buffer anti-collision block are respectively arranged to extend along the axial direction of the housing.

5. The composite polyurethane suspension structure for electric vehicle powertrain as described in claim 1, characterized in that, The vertical buffer anti-collision block is connected to the axial buffer anti-collision block.

6. The composite polyurethane suspension structure for an electric vehicle powertrain as described in claim 1, characterized in that, The main spring has several through holes along its axial direction, and the vertical buffer anti-collision block and the lateral buffer anti-collision block extend into the through holes respectively.

7. The composite polyurethane suspension structure for an electric vehicle powertrain as described in claim 6, characterized in that, The outer wall of the main spring has several slots, which are connected to the through hole. The vertical buffer anti-collision block and the lateral buffer anti-collision block pass through the slots respectively.

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