CN215153879U

CN215153879U - Suspension system and electric vehicle

Info

Publication number: CN215153879U
Application number: CN202023132114.1U
Authority: CN
Inventors: 钟鸿敏; 阎礁; 安一领; 黄小飞; 刘静静
Original assignee: SAIC General Motors Corp Ltd; Pan Asia Technical Automotive Center Co Ltd
Current assignee: SAIC General Motors Corp Ltd; Pan Asia Technical Automotive Center Co Ltd
Priority date: 2020-12-23
Filing date: 2020-12-23
Publication date: 2021-12-14
Anticipated expiration: 2030-12-23

Abstract

The utility model provides a suspension system and electric motor car. The suspension system (100) is used for an electric drive system (1) of an electric vehicle, wherein a first stage vibration isolation bushing (44) is formed on one side of the suspension system (100) and is used for connecting the one side of the suspension system (100) with the electric drive system (1), a second stage vibration isolation bushing (42) is formed on the other side of the suspension system (100) and is used for connecting the other side of the suspension system (100) with a subframe (2) or a vehicle body of the electric vehicle.

Description

Suspension system and electric vehicle

Technical Field

The utility model discloses a suspension system is driven to the car power assembly, especially relates to a suspension system that electric motor car electricity driven system, particularly, relates to a suspension system and electric motor car.

Background

The new energy electric automobile has no engine background noise, the high-frequency squeaking sound of the new energy electric automobile is more prominent, the NVH experience of a user is influenced, and the high-frequency squeaking sound is mainly caused by electromagnetic vibration noise and gear meshing vibration noise of an electric driving system. On the structure transmission path, the automobile body and the auxiliary frame metal plate structure generate amplification effect on high-frequency vibration noise, and parts on the vibration transmission path of the suspension system driving system have certain vibration isolation effect. Conventional rubber suspension systems are designed for stiffness based on the vibration isolation principle to attenuate the vibrational excitation of the drive system. In addition, the motor has wide rotating speed range and wide vibration noise frequency band, and has order characteristics; the electric vehicle driving system is compact in arrangement, and the suspension arrangement space is limited.

SUMMERY OF THE UTILITY MODEL

The utility model aims to develop a second grade vibration isolation suspension system based on second grade vibration isolation principle, it possesses better high frequency vibration isolation ability.

Furthermore, the present invention also aims to solve or alleviate other technical problems existing in the prior art.

The utility model discloses a suspension system and electric motor car solve above-mentioned problem, particularly, according to the utility model discloses an aspect provides:

a suspension system, wherein the suspension system is for an electric drive system of an electric vehicle, wherein a first stage isolation bushing is configured on one side of the suspension system and is used to connect the one side of the suspension system with the electric drive system, and a second stage isolation bushing is configured on the other side of the suspension system and is used to connect the other side of the suspension system with a subframe or body of the electric vehicle.

Optionally, according to an embodiment of the present invention, along the advancing direction of the electric vehicle, the suspension system includes a rear suspension, a front suspension and a right suspension, the rear suspension is used for arranging at the rear cross beam of the sub frame, the front suspension is used for arranging at the front cross beam of the sub frame, and the right suspension is used for arranging at the right longitudinal beam of the sub frame.

Optionally, in accordance with an embodiment of the present invention, the first stage and second stage bushings are interference loaded into the suspension system.

Optionally, according to an embodiment of the present invention, the first stage vibration isolation bushing comprises, from outside to inside, a first stage vibration isolation bushing outer tube, a first stage vibration isolation bushing rubber, and a first stage vibration isolation bushing inner core that are concentric with each other, the first stage vibration isolation bushing inner core being adapted to be rigidly connected to the housing of the electric drive system via a threaded fastener.

Optionally, according to the utility model discloses an embodiment, the suspension system still includes the limiting plate, the external dimension of limiting plate is greater than the aperture of first order vibration isolation bush, and the limiting plate is impressed with the mode of interference on the first order vibration isolation bush inner core.

Optionally, according to an embodiment of the present invention, the number of the first stage vibration isolating bushes is three, and the number of the second stage vibration isolating bushes is one.

Optionally, according to an embodiment of the present invention, the second stage vibration isolation bushing includes, from outside to inside, a second stage vibration isolation bushing outer tube, a second stage vibration isolation bushing rubber, and a second stage vibration isolation bushing inner core that are concentric with each other.

Optionally, according to an embodiment of the present invention, the threaded fastener is a bolt.

Optionally, in accordance with an embodiment of the present invention, the first stage vibration damping bushing inner core is comprised of an aluminum alloy.

According to the utility model discloses a further aspect, the utility model provides an electric motor car, wherein, the electric motor car has electric drive system and any kind of suspension system of the aforesaid, wherein, electric drive system passes through suspension system with the sub vehicle frame or the body connection of electric motor car.

The suspension system and the electric vehicle have the advantages that: the suspension system with the secondary vibration isolation has better high-frequency vibration isolation capability; the vibration isolation frequency band range of the secondary vibration isolation system is wider, the control capability of the medium-high frequency vibration noise is better, the structure is simple, and the installation is convenient.

Drawings

The above and other features of the present invention will become apparent with reference to the accompanying drawings, in which,

fig. 1 shows an overall schematic view of an embodiment of a suspension system according to the invention together with an electric drive system and a subframe;

fig. 2 shows a top view of the overall schematic according to fig. 1;

FIG. 3 shows a schematic view of one embodiment of a suspension system according to the present invention together with a subframe;

figure 4 shows a schematic view of an embodiment of a suspension system according to the invention;

figure 5 shows an exploded view of one embodiment of a suspension system according to the present invention;

fig. 6 shows an exploded view of a bushing in accordance with an embodiment of the suspension system of the present invention.

Detailed Description

It is easily understood that, according to the technical solution of the present invention, a plurality of alternative structural modes and implementation modes can be proposed by those skilled in the art without changing the spirit of the present invention. Therefore, the following detailed description and the accompanying drawings are merely illustrative of the technical solutions of the present invention, and should not be considered as limiting or restricting the technical solutions of the present invention in their entirety or in any other way.

The terms of orientation of up, down, left, right, front, back, top, bottom, and the like referred to or may be referred to in this specification are defined relative to the configuration shown in the drawings, and are relative terms, and thus may be changed correspondingly according to the position and the use state of the device. Therefore, these and other directional terms should not be construed as limiting terms. Furthermore, the terms "first," "second," "third," and the like are used for descriptive and descriptive purposes only and not for purposes of indication or implication as to the relative importance of the respective components.

With reference to fig. 1 to 3, which show a top view of an overall schematic view according to fig. 1 and an embodiment of a suspension system 100 according to the invention together with an electric drive system and a subframe, and a schematic view of an overall schematic view according to fig. 1 and an embodiment of a suspension system 100 according to the invention together with a subframe 2, respectively.

The suspension system 100 is used for an electric drive system 1 of an electric vehicle, wherein a first stage vibration isolation bushing 44 is formed on one side of the suspension system 100 and the first stage vibration isolation bushing 44 is used to connect the one side of the suspension system 100 to the electric drive system 1, and a second stage vibration isolation bushing 42 is formed on the other side of the suspension system 100 and the second stage vibration isolation bushing 42 is used to connect the other side of the suspension system 100 to a subframe 2 or a body of the electric vehicle.

It should be understood that the automotive powertrain is suspended for supporting and reducing the transmission of vibrations from and controlling the electric drive system (electric drive system) that includes the electric motor, motor controller and transmission. In some electric vehicles, the wheels may be driven directly by the electric motor. The electric driving method of the automobile can be basically divided into two modes of motor center driving and electric wheel driving. The subframe is a skeleton of the front and rear axles and is a component of the front and rear axles. The function is that the separation vibration and noise reduce its direct carriage that gets into, and some cars still install the sub vehicle frame for the engine. The front and rear suspensions of the vehicle may be assembled to the sub-frame to form an axle assembly, and then the assembly may be mounted to the vehicle body together.

Obtain a second grade vibration isolation suspension system for electric motor car through above-mentioned technical scheme, the utility model discloses a suspension system compares in traditional rubber suspension, possesses the second grade vibration isolation function, can attenuate more effectively and electrically drive the high-frequency vibration between system to sub vehicle frame or automobile body. It should be understood that the suspension system, as a vibration isolation component of the powertrain, can itself attenuate vibrations at all frequencies, and it is only intended to express that the proposed two-stage vibration isolation design has better effect of attenuating high-frequency vibrations than the conventional single-stage vibration isolation design. In addition, the secondary vibration isolation suspension system is simple in structure, small in size, light in weight and convenient to install. Optionally, the utility model discloses a second grade vibration isolation suspension system or its suspension support and electricity drive system be elastic connection, and the relative casing that electricity driven the system of suspension support can move. The suspension of the present application can be a pure rubber suspension and is not rigidly connected to the drive unit housing.

As can be seen from the figure, in the forward direction of the electric vehicle (from left to right in fig. 1, from bottom to top), the suspension system 100 includes a rear suspension 4, a front suspension 3 and a right suspension 5, the rear suspension 4 is configured to be disposed at the rear cross beam 22 of the subframe 2, the front suspension 3 is configured to be disposed at the front cross beam 26 of the subframe 2, and the right suspension 5 is configured to be disposed at the right side beam 23 of the subframe 2. More specifically, the rear suspension 4 is arranged at the rear cross member 22 via a sub-frame rear suspension bracket 21, the front suspension 3 is arranged at the front cross member 26 via a sub-frame front suspension bracket 25, and the right suspension 5 is arranged at the right side member 23 via a sub-frame right suspension bracket 24. It should be understood that the subframe is configured here in a quasi-rectangular shape and that the subframe rear suspension bracket 21, the subframe front suspension bracket 25 and the subframe right suspension bracket 24 are each configured in a U-shape, but can also be configured in other shapes depending on the actual situation.

The reason for using a 3-point suspension is that 3 points are the minimum number required to be able to control the attitude of the powertrain (motor), thus saving costs. Of course, the vehicle model can be 3 points or more than 3 points according to different vehicle model architectures, and the vehicle model from the proposal uses a three-point arrangement. In addition, specifically, the 3-point suspension is rear, front and right suspension, and the design is also determined by platform frameworks and installation interfaces of different vehicle types. In theory, different vehicle model architectures can be provided at any position as long as the layout space is satisfied.

The primary and

secondary isolation bushings

44, 42 are interference fit into the suspension system 100 (or its suspension mount as an intermediate mass). The interference enables the first stage vibration isolation bushing 44 and the second stage vibration isolation bushing 42 to be tightly fitted to each other, so as to prevent the connection from dropping off or transmitting a large torque. Interference is illustratively achieved by sizing the respective bushing larger than the size of the hole with which it is fitted.

Referring to fig. 4-6, there are shown a schematic diagram of an embodiment of a suspension system 100 according to the present invention, an exploded view of an embodiment of a suspension system 100 according to the present invention, and an exploded view of a bushing according to an embodiment of a suspension system 100 of the present invention, respectively.

The primary vibration isolation bushing 44 comprises, from the outside to the inside, a primary vibration isolation bushing outer tube 441, a primary vibration isolation bushing rubber 442 and a primary vibration isolation bushing inner core 443, which are concentric with each other, the primary vibration isolation bushing inner core 443 being adapted to be rigidly connected with the housing of the electric drive system 1 via a threaded fastener.

The rubber is a high-elasticity polymer material with reversible deformation, can generate larger deformation under the action of small external force, and can recover the original shape after the external force is removed. Thus, in the case of this embodiment, the primary vibration damping bushing rubber 442 plays a substantial vibration damping role. The threaded fastener is a mechanical part with internal threads or external threads, and generally can be used as a fastener, so that the combination of a plurality of components is convenient. The most common threaded fasteners are screws, nuts and bolts. However, other threaded fasteners are also available, such as cage nuts, threaded inserts, threaded rods, and the like.

Similarly, the second-stage vibration damping bush 42 includes, from outside to inside, a second-stage vibration damping bush outer tube 421, a second-stage vibration damping bush rubber 422, and a second-stage vibration damping bush inner core 423, which are concentric with each other. The second stage inner vibration isolating bush 423 can be connected to the sub frame 2 or the vehicle body of the electric vehicle by means of corresponding threaded fasteners.

The threaded fastening connection is a detachable fixed connection which is widely used and has the advantages of simple structure, reliable connection, convenient assembly and disassembly and the like. Including but not limited to bolted connections, screwed connections, fastener-pack connections (e.g., externally threaded fasteners and washers); meanwhile, the specific form of the thread can be a triangular thread (common or imperial), a cylindrical pipe thread, a rectangular thread, and the like.

To prevent the suspension system 100 from being separated from the electric drive system 1 and to provide some protection, the suspension system 100 further includes a retainer plate 43, an outer dimension of the retainer plate 43 is larger than an aperture of the first stage isolation bushing 44, and the retainer plate 43 is pressed onto the first stage isolation bushing inner core 443 by interference. Here, the stopper plate 43 is configured with an opening therein, and the assembly of the stopper plate 43 is completed by interference-fitting the opening to the outer periphery of the primary vibration-damping bushing core 443.

The number of the first stage vibration isolating bushes 44 is three, and the number of the second stage vibration isolating bushes 42 is one. And the first stage vibration isolation bushing 44 is smaller than the second stage vibration isolation bushing 42.

The design of 3 small bushings and 1 large bushing is that the suspension of the proposal has one end connected with the auxiliary frame and the other end connected with the motor, wherein, the motor side has 3 mounting points and the auxiliary frame side has 1 mounting point, so 3 and 1 vibration isolation bushings are correspondingly arranged (namely, the number of the vibration isolation bushings depends on the number of the mounting points of the mounting position); the secondary bushing is designed to be large, the primary bushing is designed to be small because the primary vibration isolation position is connected with the motor, the arrangement space of motor mounting holes is limited, only 3 small bushings can be arranged, only one bushing is arranged on the side of the auxiliary frame, then a large bushing can be arranged, the size difference is described only by expressing that the primary vibration isolation bushing and the secondary vibration isolation bushing are two bushings, so the size is not absolute, and the size mainly depends on the number of the mounting positions and the mounting points.

The primary vibration isolating bushing inner core 443 is made of an aluminum alloy. The aluminum alloy has the advantages of light weight, high strength close to or superior to that of high-quality steel, good plasticity, excellent electrical conductivity, thermal conductivity and corrosion resistance, and can be processed into various sections. Of course, the second stage vibration damping bushing inner core 423 can be similarly configured.

It should be understood that the suspension system 100 of the present invention may be mounted on a variety of vehicles, including cars, trucks, buses, hybrid vehicles, electric vehicles, and the like. Therefore, the subject matter of the present invention is also directed to an electric vehicle, wherein the electric vehicle has an electric drive system 1 and any one of the suspension systems 100 described above, wherein the electric drive system 1 passes through the suspension system 100 with the subframe 2 or the body connection of the electric vehicle.

In conclusion, according to the utility model discloses a suspension system of second grade vibration isolation possesses better high frequency vibration isolation ability. Second grade vibration isolation rubber suspension system can attenuate the transmission of the vibration between electric drive system and the sub vehicle frame, the high frequency vibration transmission can be attenuated more effectively to the second grade vibration isolation characteristic that its electric drive system side and vice vehicle frame side possessed, reduces the high frequency noise by the structure conduction.

It should be understood that all of the above preferred embodiments are exemplary and not restrictive, and that various modifications and changes in the specific embodiments described above, which may occur to those skilled in the art upon reading the teachings of the present invention, are intended to be within the scope of the appended claims.

Claims

1. Suspension system (100), characterized in that the suspension system (100) is used for an electric drive system (1) of an electric vehicle, wherein a first stage vibration isolation bushing (44) is configured at one side of the suspension system (100) and the first stage vibration isolation bushing (44) is used for connecting the one side of the suspension system (100) with the electric drive system (1), a second stage vibration isolation bushing (42) is configured at the other side of the suspension system (100) and the second stage vibration isolation bushing (42) is used for connecting the other side of the suspension system (100) with a subframe (2) or a vehicle body of the electric vehicle, the suspension system (100) comprising a rear suspension (4), a front suspension (3) and a right suspension (5) in a forward direction of the electric vehicle, the rear suspension (4) being used for being arranged at a rear cross beam (22) of the subframe (2), the front suspension (3) is intended to be arranged on a front cross member (26) of the subframe (2), and the right suspension (5) is intended to be arranged on a right longitudinal member (23) of the subframe (2).

2. The suspension system (100) of claim 1, wherein the primary and secondary isolation bushings (44, 42) are interference fit into the suspension system (100).

3. The suspension system (100) according to claim 1, wherein the first stage isolation bushing (44) comprises, from outside to inside, a first stage isolation bushing outer tube (441), a first stage isolation bushing rubber (442), and a first stage isolation bushing inner core (443) concentric with each other, the first stage isolation bushing inner core (443) being adapted to be rigidly connected with a housing of the electric drive system (1) via threaded fasteners.

4. The suspension system (100) of claim 3, wherein the suspension system (100) further comprises a retainer plate (43), an outer dimension of the retainer plate (43) is larger than an aperture of the primary isolation bushing (44), and the retainer plate (43) is pressed onto the primary isolation bushing inner core (443) with interference.

5. The suspension system (100) of claim 1, wherein the number of the first stage isolation bushings (44) is three and the number of the second stage isolation bushings (42) is one.

6. The suspension system (100) according to claim 1, wherein the second stage isolation bushing (42) comprises, from outside to inside, a second stage isolation bushing outer tube (421), a second stage isolation bushing rubber (422), and a second stage isolation bushing inner core (423) that are concentric with each other.

7. The suspension system (100) of claim 3, wherein the threaded fasteners are bolts.

8. The suspension system (100) of claim 3, wherein the primary isolation bushing inner core (443) is constructed of an aluminum alloy.

9. An electric vehicle, characterized in that it has an electric drive system (1) and a suspension system (100) according to any one of claims 1 to 8, wherein the electric drive system (1) is connected to a subframe (2) or body of the electric vehicle via the suspension system (100).