CN220009413U

CN220009413U - Vibration reduction support, power assembly and vehicle

Info

Publication number: CN220009413U
Application number: CN202320965567.7U
Authority: CN
Inventors: 商航; 赵彤航; 张杏; 田蜀东; 陈祥祯
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2023-04-18
Filing date: 2023-04-18
Publication date: 2023-11-14
Anticipated expiration: 2033-04-18

Abstract

The utility model provides a vibration reduction bracket, a power assembly and a vehicle. The first driving assembly and the second driving assembly are arranged along the first direction, and the size of the first driving assembly along the first direction is smaller than that of the second driving assembly. The vibration damping bracket comprises a first mounting part, a second mounting part and a connecting part. The first mounting portion is provided with a first mounting hole for connection with the first drive assembly. The second mounting portion is provided with a second mounting hole for connection with a second drive assembly. The connecting portion is disposed between the first mounting portion and the second mounting portion. The utility model has the effects of inhibiting resonance and improving NVH performance of the whole vehicle.

Description

Vibration reduction support, power assembly and vehicle

Technical Field

The present utility model relates generally to the field of automotive drive technology, and more particularly to a vibration reduction bracket, a powertrain, and a vehicle.

Background

The electric drive assembly adopted by more vehicle types in the current market all has the problem of poor modal performance. While too low a mode is easily excited by excitation sources from the engine and gears, motors, causing resonance problems, which in turn affect the NVH (Noise, vibration, harshness, i.e., noise, vibration and harshness) performance of the whole vehicle.

The current common practice for improving the overall mode of the electric drive assembly is to locally strengthen the weak area of the shell of the electric drive assembly by means of reinforcement, thickening and the like. The method not only needs to change the body structure of the electric drive assembly and redesign the structure of each part, but also has too many limiting factors; moreover, the modification is limited to one part, and reinforcement among a plurality of parts cannot be achieved.

Disclosure of Invention

In the summary, a series of concepts in a simplified form are introduced, which will be further described in detail in the detailed description. The summary of the utility model is not intended to define the key features and essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

To at least partially solve the above-mentioned problems, a first aspect of the present utility model provides a vibration damping mount for a vehicle including a first drive assembly and a second drive assembly, the first drive assembly and the second drive assembly being arranged in a first direction, and a dimension of the first drive assembly in the first direction being smaller than a dimension of the second drive assembly, the vibration damping mount comprising:

a first mounting portion provided with a first mounting hole for connection with the first driving assembly;

a second mounting portion provided with a second mounting hole for connection with the second driving assembly; and

and the connecting part is arranged between the first mounting part and the second mounting part.

According to the vibration reduction support of the first aspect of the utility model, the vibration reduction support connects the first driving assembly and the second driving assembly together along the first direction, so that the mode between the first driving assembly and the second driving assembly is improved, the resonance between the first driving assembly and the second driving assembly is reduced, the NVH quality of the whole vehicle is improved, the development cost of the vibration reduction support is low, and the mass production is facilitated.

Optionally, the first direction is a body length direction of the vehicle.

Optionally, the connecting portion is provided with at least one groove.

Optionally, the first mounting portion and the second mounting portion are protruding from the connecting portion.

Optionally, a cooling tube fixing portion is further included, the cooling tube fixing portion being connected to the connecting portion, the cooling tube fixing portion being provided with a third mounting hole for mounting a cooling tube of the vehicle.

Optionally, the number of second mounting holes is greater than the number of first mounting holes; or alternatively

The number of the second mounting holes is identical to the number of the first mounting holes.

A second aspect of the present utility model provides a powertrain comprising a first drive assembly, a second drive assembly, and a vibration reduction mount as described above, the vibration reduction mount being connected to the first drive assembly and the second drive assembly, respectively, in a first direction.

According to the power assembly of the second aspect of the utility model, the vibration reduction bracket is arranged between the first driving component and the second driving component, so that resonance between the first driving component and the second driving component is restrained, and the modal lifting efficiency is high; in addition, the power assembly is arranged without changing the shell body structure of the first driving assembly or the second driving assembly, so that the re-die opening is avoided, the cost is saved, the installation is flexible, and the mass production is facilitated.

Optionally, the first driving assembly comprises a transmission, and the second driving assembly comprises an integrated electric control, a driving motor and a generator; the integrated electronic control is located above the driving motor and the generator, and along the first direction, the size of the integrated electronic control is larger than the sum of the sizes of the driving motor and the generator.

Optionally, at least two vibration reduction brackets are arranged, the two vibration reduction brackets are spaced along a second direction, and the second direction is perpendicular to the first direction.

A third aspect of the utility model provides a vehicle comprising a powertrain according to the foregoing.

According to the vehicle in the third aspect of the utility model, the NVH quality of the whole vehicle is improved.

Drawings

The following drawings of embodiments of the present utility model are included as part of the utility model. Embodiments of the present utility model and their description are shown in the drawings to explain the principles of the utility model. In the drawings of which there are shown,

FIG. 1 is a schematic perspective view of a powertrain according to a preferred embodiment of the present utility model;

fig. 2 is a perspective view of a first bracket according to a preferred embodiment of the present utility model;

FIG. 3 is a top view of the first bracket of FIG. 2;

FIG. 4 is a bottom view of the first bracket of FIG. 2;

FIG. 5 is a side view of the first bracket of FIG. 2 taken along the direction A;

FIG. 6 is a schematic perspective view of a second bracket according to a preferred embodiment of the present utility model;

FIG. 7 is a top view of the first bracket of FIG. 6;

FIG. 8 is a bottom view of the first bracket of FIG. 6; and

fig. 9 is a side view of the first bracket of fig. 6 in the direction B.

Description of the reference numerals

100: first drive assembly 101: second drive assembly

102: first bracket 103: second support

104: integrated electronic control 105: driving motor

106: generator X: first direction

110: first mounting portion 111: first mounting hole

120: the second mounting portion 121: second mounting hole

130: the connection portion 131: groove

140: cooling tube fixing portion 141: third mounting hole

Y: second direction

Detailed Description

In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present utility model. It will be apparent, however, to one skilled in the art that embodiments of the utility model may be practiced without one or more of these details. In other instances, well-known features have not been described in detail in order to avoid obscuring the embodiments of the utility model.

Herein, ordinal words such as "first" and "second" cited in the present utility model are merely identifiers and do not have any other meaning, such as a particular order or the like. Also, for example, the term "first component" does not itself connote the presence of "second component" and the term "second component" does not itself connote the presence of "first component".

In this document, "upper", "lower", "front", "rear", "left", "right", and the like are used merely to indicate relative positional relationships between the relevant portions, and do not limit the absolute positions of the relevant portions.

Herein, "equal," "same," etc. are not strictly mathematical and/or geometric limitations, but also include deviations that may be appreciated by those skilled in the art and allowed by fabrication or use, etc.

Unless otherwise indicated, numerical ranges herein include not only the entire range within both of its endpoints, but also the several sub-ranges contained therein.

Fig. 2 to 9 show a vibration damping mount according to the utility model for a vehicle, which in combination with fig. 1 comprises a first drive assembly 100 and a second drive assembly 101. The first driving assembly 100 and the second driving assembly 101 are arranged along the first direction X, and the size of the first driving assembly 100 along the first direction X is smaller than the size of the second driving assembly 101. The vibration damping mount includes a first mounting portion 110, a second mounting portion 120, and a connecting portion 130.

The first mounting portion 110 is provided with a first mounting hole 111 for connection with the first driving assembly 100. The second mounting portion 120 is provided with a second mounting hole 121 for connection with the second driving assembly 101. The connection portion 130 is disposed between the first mounting portion 110 and the second mounting portion 120.

According to the vibration reduction support, the first driving assembly 100 and the second driving assembly 101 are connected together along the first direction X, so that the mode between the first driving assembly 100 and the second driving assembly 101 is improved, resonance between the first driving assembly 100 and the second driving assembly 101 is reduced, NVH quality of the whole vehicle is improved, and the vibration reduction support is low in development cost and beneficial to mass production.

In detail, the first drive assembly 100 is a transmission, and the second drive assembly 101 includes an integrated electronic control 104. The first mounting portion 110 is connected to the housing of the transmission and the second mounting portion 120 is connected to a side wall of the integrated electronic control 104. Further, the first mounting hole 111 of the first mounting portion 110 is connected to the housing of the transmission by a bolt or other fastener, while the second mounting hole 121 of the second mounting portion 120 is also connected to a side wall of the integrated electronic control 104 by a bolt or other fastener. The transmission is connected with the integrated electronic control 104 through the vibration reduction bracket, so that the overall mode of the transmission and the integrated electronic control 104 is improved, and the risk of resonance is reduced.

Fig. 1 shows a powertrain according to the present utility model comprising a first drive assembly 100, a second drive assembly 101 and a vibration reduction mount as described above. The vibration damping mount is connected to the first drive assembly 100 and the second drive assembly 101, respectively, along a first direction X. According to the power assembly provided by the utility model, the vibration reduction bracket is arranged between the first driving component 100 and the second driving component 101 (particularly the integrated electric control 104), so that resonance between the first driving component 100 and the second driving component 101 is restrained, and the modal lifting efficiency is high. In addition, the power assembly does not need to change the shell body structure of the first driving assembly 100 or the second driving assembly 101, so that the re-die opening is avoided, the cost is saved, the installation is flexible, and the mass production is facilitated.

In detail, fig. 1 shows that a vibration damping bracket of a power train according to the present utility model includes a first bracket 102 and a second bracket 103, and the first bracket 102 and the second bracket 103 are spaced apart in a second direction Y perpendicular to the first direction X. The first bracket 102 and the second bracket 103 are arranged on two sides of the first driving assembly 100 and the second driving assembly 101, so that connection is formed at a plurality of positions between the first driving assembly 100 and the second driving assembly 101, resonance between the first driving assembly 100 and the second driving assembly 101 is restrained, and modal lifting efficiency is high. In addition, the vibration reduction support is arranged without changing the shell body structure of the first driving assembly 100 or the second driving assembly 101, so that the re-die opening is avoided, the cost is saved, the installation is flexible, and the mass production is facilitated.

Further, the first direction X is a body length direction of the vehicle. The second direction Y is perpendicular to the first direction X, and the second direction Y may be selected as a vehicle body width direction of the vehicle.

Further, referring to fig. 1, the second driving assembly 101 further includes a driving motor 105 and a generator 106. The integrated electronic control 104 is located above the drive motor 105 and the generator 106, and in the first direction X, the integrated electronic control 104 has a size larger than the sum of the sizes of the drive motor 105 and the generator 106. Thus, the vibration damping mount (the first mount 102 and the second mount 103) according to the present utility model is disposed between the integrated electronic control 104 and the first driving assembly 100 to effectively damp vibrations.

In detail, the first bracket 102 and the second bracket 103 are both vibration damping brackets according to the present utility model, but the first bracket 102 is different in structure from the second bracket 103.

Fig. 2 to 5 show the structure of the first bracket 102 according to the present utility model. The connecting portion 130 of the first bracket 102 is provided with three grooves 131, the grooves 131 are formed by integrally stamping the first bracket 102, and the forming is easy, so that the quality of the first bracket 102 is reduced, and the structural strength of the first bracket 102 is enhanced. In addition, the three grooves 131 are spaced apart along the second direction Y, which improves the structural strength of the first bracket 102 along the second direction Y.

As can be seen from fig. 2, the first mounting hole 111 of the first bracket 102 is located in the edge of the side portion of the first mounting portion 110, i.e. the first mounting hole 111 does not penetrate the side portion of the first mounting portion 110, which increases the structural strength of the first bracket 102 and avoids stress concentration on the side portion of the first mounting portion 110.

Similarly, the second mounting hole 121 of the first bracket 102 is located in the edge of the side portion of the second mounting portion 120, that is, the second mounting hole 121 does not penetrate the side portion of the second mounting portion 120, so that the structural strength of the first bracket 102 is further increased, and stress concentration on the side portion of the second mounting portion 120 is avoided.

Referring to fig. 4 and 5, the end surface of the lower end of the first mounting portion 110 protrudes from the bottom surface of the connecting portion 130, and the end surface of the lower end of the second mounting portion 120 protrudes from the bottom surface of the connecting portion 130, so that the overall structural strength of the first bracket 102 is improved, and the first bracket 102 and other components (such as a housing of the transmission and a side wall of the integrated electronic control 104) are facilitated.

Further, the number of the second mounting holes 121 is greater than the number of the first mounting holes 111. Specifically, the second mounting portion 120 is provided with two second mounting holes 121, and the first mounting portion 110 is provided with one first mounting hole 111, which is suitable for the case that the volume of the first driving assembly 100 is smaller than that of the second driving assembly 101, and meets the mounting requirements of the first driving assembly 100 and the second driving assembly 101.

Referring to fig. 2 and 3, the first bracket 102 further includes a cooling tube fixing portion 140, the cooling tube fixing portion 140 is connected to the connection portion 130, and the cooling tube fixing portion 140 is bent downward. The cooling tube fixing portion 140 is provided with a third mounting hole 141 for mounting a cooling tube (not shown in the drawings) of the integrated electronic control 104. Alternatively, the cooling pipe may be sleeved with a clip (not shown) which is connected to the cooling pipe fixing portion 140 by bolts and the third mounting holes 141, thereby fixing the cooling pipe.

Fig. 6 to 9 show the structure of the second bracket 103 according to the present utility model. The connecting portion 130 of the second bracket 103 is provided with two grooves 131, similar to the first bracket 102, and the grooves 131 of the second bracket 103 are formed by integrally stamping the second bracket 103, so that the forming is easy, the quality of the second bracket 103 is reduced, and the structural strength of the second bracket 103 is enhanced. In addition, the two grooves 131 of the second bracket 103 are spaced apart along the second direction Y, which improves the structural strength of the second bracket 103 along the second direction Y.

As can be seen from fig. 6, the first mounting hole 111 of the second bracket 103 is located in the edge of the side portion of the first mounting portion 110, i.e. the first mounting hole 111 does not penetrate the side portion of the first mounting portion 110, which increases the structural strength of the second bracket 103 and avoids stress concentration on the side portion of the first mounting portion 110.

Similarly, the second mounting hole 121 of the second bracket 103 is located in the edge of the side portion of the second mounting portion 120, that is, the second mounting hole 121 does not penetrate the side portion of the second mounting portion 120, so that the structural strength of the second bracket 103 is further increased, and stress concentration on the side portion of the second mounting portion 120 is avoided.

Referring to fig. 7 to 9, the top surface of the first mounting portion 110 of the second bracket 103 protrudes from the top surface of the connection portion 130, and the bottom surface of the first mounting portion 110 protrudes from the bottom surface of the connection portion 130. The top surface of the second mounting portion 120 of the second support 103 protrudes from the top surface of the connecting portion 130, and the bottom surface of the second mounting portion 120 protrudes from the bottom surface of the connecting portion 130, so that the overall structural strength of the second support 103 is improved, and the second support 103 and other components (such as a casing of the transmission and a side wall of the integrated electronic control 104) are facilitated.

Further, in the second bracket 103, the number of the second mounting holes 121 is equal to the number of the first mounting holes 111. Specifically, the second mounting portion 120 is provided with one second mounting hole 121, and the first mounting portion 110 is provided with one first mounting hole 111. As shown in fig. 1, the number of the first and second mounting holes 111 and 121 is set to match the space of the mounting positions of the first and second driving assemblies 100 and 101, thereby facilitating the mounting and arrangement.

Of course, as an alternative, the power assembly according to the present utility model may also arrange different numbers and types of vibration reduction brackets (such as the first bracket 102 and the second bracket 103) according to actual requirements, so as to better connect the first driving assembly 100 and the second driving assembly 101, improve the mode between the first driving assembly 100 and the second driving assembly 101, reduce resonance, and further improve NVH performance of the whole vehicle.

The utility model also provides a vehicle comprising a powertrain according to the foregoing. According to the vehicle disclosed by the utility model, resonance of a power system is restrained, and NVH quality of the whole vehicle is improved.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this utility model pertains. The terminology used herein is for the purpose of describing particular implementations only and is not intended to be limiting of the utility model. Terms such as "disposed" or the like as used herein may refer to either one element being directly attached to another element or one element being attached to another element through an intermediate member. Features described herein in one embodiment may be applied to another embodiment alone or in combination with other features unless the features are not applicable or otherwise indicated in the other embodiment.

The present utility model has been described in terms of the above embodiments, but it should be understood that the above embodiments are for purposes of illustration and description only and are not intended to limit the utility model to the embodiments described. Those skilled in the art will appreciate that many variations and modifications are possible in light of the teachings of the utility model, which variations and modifications are within the scope of the utility model as claimed.

Claims

1. A vibration reduction bracket for a vehicle, the vehicle including a first drive assembly and a second drive assembly, the first drive assembly and the second drive assembly being arranged in a first direction, and the first drive assembly having a dimension along the first direction that is less than a dimension of the second drive assembly, the vibration reduction bracket comprising:

2. The vibration-damping mount according to claim 1, wherein the first direction is a body length direction of the vehicle.

3. The vibration-damping mount according to claim 1, wherein the connecting portion is provided with at least one groove.

4. The vibration-damping mount according to claim 1, wherein the first mounting portion and the second mounting portion each protrude from the connecting portion.

5. The vibration-damping mount according to claim 1, further comprising a cooling tube fixing portion connected to the connecting portion, the cooling tube fixing portion being provided with a third mounting hole for mounting a cooling tube of the vehicle.

6. The vibration absorbing bracket of any one of claims 1 to 5, wherein the number of second mounting holes is greater than the number of first mounting holes; or alternatively

7. A powertrain comprising a first drive assembly, a second drive assembly, and a vibration-damping mount according to any one of claims 1 to 6, the vibration-damping mount connecting the first and second drive assemblies, respectively, in a first direction.

8. The powertrain of claim 7, wherein the first drive component comprises a transmission and the second drive component comprises an integrated electronic control, drive motor, and generator; the integrated electronic control is located above the driving motor and the generator, and along the first direction, the size of the integrated electronic control is larger than the sum of the sizes of the driving motor and the generator.

9. The powertrain of claim 7, wherein at least two of the shock mounts are spaced apart in a second direction, and the second direction is perpendicular to the first direction.

10. A vehicle comprising a powertrain according to any one of claims 7 to 9.