WO2023116848A1 - 一种动力总成悬置系统、安装方法及车辆 - Google Patents

一种动力总成悬置系统、安装方法及车辆 Download PDF

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Publication number
WO2023116848A1
WO2023116848A1 PCT/CN2022/141202 CN2022141202W WO2023116848A1 WO 2023116848 A1 WO2023116848 A1 WO 2023116848A1 CN 2022141202 W CN2022141202 W CN 2022141202W WO 2023116848 A1 WO2023116848 A1 WO 2023116848A1
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WIPO (PCT)
Prior art keywords
connecting seat
support
pin
powertrain
rear bracket
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PCT/CN2022/141202
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English (en)
French (fr)
Inventor
秦红义
张杰山
姚锡江
杜宁
马玉敏
王周
乔奎普
王道明
汤治明
李国庆
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徐州徐工矿业机械有限公司
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Application filed by 徐州徐工矿业机械有限公司 filed Critical 徐州徐工矿业机械有限公司
Publication of WO2023116848A1 publication Critical patent/WO2023116848A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K5/00—Arrangement or mounting of internal-combustion or jet-propulsion units
    • B60K5/12—Arrangement of engine supports
    • B60K5/1208—Resilient supports
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing

Definitions

  • the invention relates to a power assembly suspension system, which belongs to the technical field of vehicles.
  • the powertrain For vehicles with mechanical transmission, the powertrain includes the engine and gearbox, which is the source of the driving force of the vehicle.
  • the wheels are driven to rotate through the high-speed rotation of the engine and the variable speed and torque control of the gearbox, which is the core component of the whole machine.
  • the engine will generate a lot of vibration during operation, and a reliable elastic suspension system is required to reduce the impact on other components.
  • the engine and gearbox are rigidly connected together and can be considered as a whole when designing the suspension system.
  • the front and rear supports of the powertrain suspension system are generally equipped with a single shock absorber, but for heavy-duty dump trucks, the rear support has a larger load than the front support, and the rear support is generally equipped with double shock absorbers.
  • the commonly used structure is shown in Figure 1 (1) and (2).
  • the powertrain is arranged with two outriggers at the front and rear.
  • the front outrigger is connected to the frame through a single shock absorber, and the rear outrigger is connected with a double shock absorber. It is connected with the frame, and the schematic diagram of the structure is shown in Figure 1(3).
  • the powertrain is equivalent to a rigid beam, which is supported by three (one-sided) support points.
  • the present invention proposes a vehicle powertrain suspension system.
  • the invention discloses a power assembly suspension system, which comprises a front support, a rear support and a plurality of shock absorbers;
  • the front support and the rear support are respectively connected to the powertrain, and the multiple shock absorbers are placed between the vehicle frame and the front and rear supports to support the powertrain;
  • the rear support includes a rear bracket , connecting seat and pin shaft;
  • the rear bracket is fixedly installed on the side of the powertrain, and the connecting seat is connected to the rear bracket through the pin shaft, and the connecting seat is connected to a plurality of corresponding shock absorbers under the rear support, thereby supporting the plurality of shock absorbers Points are merged into one support point.
  • the rear bracket is composed of two horizontal plates, two vertical plates and a mounting plate integrally cast or welded; the two horizontal plates are arranged in parallel and spaced apart, and the connecting seat is assembled between the two horizontal plates
  • Each of the two horizontal plates is provided with a pin hole, and the two pin holes are used to install the pin shaft; the mounting plate cooperates with the installation plane on the power assembly, and is fixedly installed on the power assembly through fasteners. side.
  • the two pin holes are coaxial, and the axis of the pin holes is perpendicular to the mounting plate.
  • the connecting seat is formed by integral casting or welding of the mounting plate and the pin-hole seat; the pin holes on the pin-hole seat cooperate with the pin holes on the rear bracket to install the pin shaft, so that the rear bracket and the The connecting seat is connected; the mounting plate is matched with the top surface of the shock absorber, and the shock absorber is connected with the mounting plate through fasteners.
  • the connecting seat is formed by integral casting or welding of the mounting plate and the bearing seat; the joint bearing is installed in the bearing seat, and two bearing spring grooves are opened in the bearing hole for installing the bearing retaining spring , to limit the position of the joint bearing; the installation hole on the joint bearing is matched with the pin hole on the rear bracket for installing the pin shaft so as to connect the rear bracket and the connecting seat; the installation plate is connected with the shock absorber Cooperate with the top surface of the shock absorber, and connect the shock absorber to the mounting plate through fasteners.
  • the head of the pin shaft is provided with a shaft circlip groove for fixing the circlip to prevent the pin shaft from moving and falling off.
  • a preferred solution a spacer is sleeved in the pin shaft between the connecting seat and the rear bracket.
  • the invention also discloses a method for installing the powertrain suspension system, which is characterized in that the installation steps are as follows:
  • the invention also discloses a method for installing the powertrain suspension system, which is characterized in that the installation steps are as follows:
  • the invention also discloses a vehicle, which is installed with the above-mentioned power assembly suspension system.
  • the present invention has the beneficial effects compared with the prior art:
  • connection seat and the pin shaft hinge structure are designed in the rear support, and the connection seat connects the rear support to the corresponding
  • the two shock absorber support points are combined into one support point, and the connecting seat and the rear bracket are connected through a pin shaft, which avoids the problem of over-positioning without affecting the load-bearing performance;
  • a joint bearing is installed in the connecting seat , can greatly reduce the processing accuracy of the rear bracket and the connecting seat, reduce the difficulty of installation, and improve the vibration isolation effect and service life of the shock absorber.
  • Fig. 1 is the structure of the existing powertrain suspension system described in the present invention ((1) is a front view, (2) is a top view, (3) is a schematic diagram);
  • Fig. 2 is a scheme one of the powertrain suspension system according to the present invention ((1) is a front view, (2) is a top view, and (3) is a schematic structural view);
  • Fig. 3 is a cross-sectional view of the rear support structure of Scheme 1 of the present invention.
  • Fig. 4 is the rear support structure of the scheme one described in the present invention.
  • Fig. 5 is the connection seat structure of the first solution of the present invention.
  • Fig. 6 is the pin shaft structure of scheme one described in the present invention.
  • Fig. 7 is the second scheme of the powertrain suspension system according to the present invention ((1) is the front view, (2) is the top view, (3) is the schematic diagram);
  • Fig. 8 is a sectional view of the rear support structure of the second scheme of the present invention.
  • Fig. 9 is the structure of the connecting seat of the second solution of the present invention.
  • connection should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection. Connected, or integrally connected; it may be mechanically connected or electrically connected; it may be directly connected or indirectly connected through an intermediary. Those of ordinary skill in the art can understand the specific meanings of the above terms in the present invention in specific situations.
  • the powertrain M1 includes the engine and the gearbox, which are rigidly connected together by bolts.
  • the powertrain M1 is considered as a whole.
  • FIG. 1(1) and (2) it is a powertrain suspension system structure commonly used in the prior art.
  • the symmetrically arranged front support A1 and rear support A2 are rigidly connected to the powertrain M1 by bolts.
  • the powertrain M1 is supported on the frame M2 through six shock absorbers M3, and the shock absorbers are placed between the front support A1, the rear support A2 and the frame M2 to play a role of vibration isolation.
  • the front support A1 is supported by a single shock absorber, and the rear support A2 is supported by a double shock absorber.
  • Figure 1(3) is a simplified structural diagram of the unilateral support of the system.
  • the powertrain can be used as a rigid rod structure.
  • the triangle represents the shock absorber, and the long horizontal line above the triangle represents the powertrain.
  • the present invention proposes a new powertrain suspension system, the front support is a single shock absorber, the structure is the same as the prior art, and the rear support double shock absorber structure is changed to a pin shaft
  • the hinged structural form can eliminate the over-positioning problem existing in the prior art. For specific implementation methods, refer to the following two.
  • the powertrain suspension system includes a front support B1 and a rear support B2, and six shock absorbers M3 are placed between the vehicle frame M2 and the front and rear supports to support the powertrain M1.
  • the rear support B2 includes a rear bracket B2-1, a connecting seat B2-2, a spacer B2-3, a pin shaft B2-4, and a pin shaft circlip B2-5.
  • Figure 2(3) is a simplified diagram of the system.
  • a pin hinge structure is added to the rear support.
  • the two shock absorbers under the rear support are first combined through the connecting seat B2-2, and the connecting seat is connected through the pin B2-4.
  • B2-2 is connected with the rear bracket B2-1, so that the two shock absorber support points are merged into one support point.
  • FIG 4 shows the structure of the rear bracket B2-1, which is composed of two horizontal plates, two vertical plates and a mounting plate integrally cast or welded; Between the horizontal plates; each of the two horizontal plates is provided with a pin hole, and the two pin holes B2-1-1 are used to install the pin shaft B2-4, and the mounting surface B2-1-2 is connected with the power assembly
  • the side mounting position is coordinated, and it is fixed on both sides of the powertrain M1 by bolts.
  • This structure requires that the pin hole axis B2-1-3 is perpendicular to the plane of the mounting surface B2-1-2.
  • Figure 5 shows the structure of the connecting seat B2-2, the connecting seat B2-2 is formed by integral casting or welding of the mounting plate and the pin hole seat; the pin hole B2-2-1 and the pin on the rear bracket B2-1
  • the hole B2-1-1 cooperates and is used for installing the pin shaft B2-4 so as to connect the rear bracket B2-1 and the connecting seat B2-2.
  • the mounting surface B2-2-2 is matched with the top surface of the shock absorber M3.
  • the pin hole axis B2-2-3 is parallel to the mounting surface B2-2-2.
  • Fig. 6 shows the structure of the pin shaft B2-4, and the head of the pin shaft is provided with a shaft retaining ring groove B2-4-1. It is used to fix the circlip B2-5 to prevent the pin shaft B2-4 from moving and falling off.
  • Installation steps of the powertrain suspension system First, connect the front support B1 and the rear support B2-1 to the specified installation position on the powertrain M1 through bolts; install the 6 shock absorbers M3 on the specified shock absorbers on the frame M2 In the shock absorber installation hole; use bolts to fix the connecting seat B2-2 on the two shock absorbers under the rear support; lift the power assembly M1, align the shock absorber installation holes on the front support B1, and use bolts to install the front support B1 and shock absorber M3 are fixed; align the pin holes on the rear bracket B2-1 and the connecting seat B2-2, and place the spacer B2-3 in the gap between the rear bracket B2-1 and the connecting seat B2-2 , place one on both sides of the connecting seat B2-2, and when the axes of the pin holes on the rear bracket B2-1, the connecting seat B2-2 and the two spacers B2-3 coincide, install the pin shaft B2-4; finally Fix the circlip B2-5 in the shaft circlip groove B2-4-1 on the pin shaft B2-4, and the system installation is completed.
  • a powertrain suspension system includes a front support C1 and a rear support C2, and six shock absorbers M3 are placed between the vehicle frame M2 and the front and rear supports to support the powertrain M1.
  • the rear support C2 includes a rear support C2-1, a connecting seat C2-2, a joint bearing C2-3, a bearing circlip C2-4, a spacer ring 2-5, a pin shaft C2-6, and a pin shaft circlip C2-7.
  • the connecting seat C2-2 combines the two corresponding shock absorber support points under the rear support C2 into one support point, and connects the connecting seat C2-2 with the rear support C2-1 through the pin shaft C2-6.
  • the joint bearing C2-3 is added in the connection seat, which can eliminate part of the machining error of the rear bracket C2-1 and the connection seat C2-2, and improve the shock absorption effect and the life of the shock absorber.
  • the principle of the system is consistent with that of the first embodiment.
  • the structure of the rear bracket C2-1 is the same as that of the rear bracket B2-1 in the first embodiment, and will not be described in detail here.
  • Figure 9 shows the structure of the connecting seat C2-2, the bearing hole C2-2-1 is used to install the joint bearing C2-3; the bearing hole C2-2-1 is provided with two bearing ring grooves C2-2-4 , used to limit the position of the joint bearing C2-3; the mounting surface C2-2-2 cooperates with the top surface of the shock absorber M3.
  • the bearing hole axis C2-2-3 is parallel to the mounting surface C2-2-2.
  • the structure of the pin shaft C2-6 is the same as that of the pin shaft B2-4 in the first embodiment, and will not be described in detail here.
  • Installation steps of the powertrain suspension system First, connect the front support C1 and the rear support C2-1 to the specified installation position on the powertrain M1 through bolts; install the 6 shock absorbers M3 on the specified shock absorbers on the frame M2 Install the joint bearing C2-3 into the bearing hole C2-2-1, and install two bearing springs C2-4; fix the connecting seat C2-2 to the two shock absorbers under the rear support with bolts.
  • connection seat and the pin shaft hinge structure are designed in the rear support, and the connection seat connects the rear support
  • the corresponding two shock absorber support points are merged into one support point, and the connecting seat and the rear bracket are connected through the pin shaft, which avoids the problem of over-positioning without affecting the load-bearing performance; furthermore, it is installed in the connecting seat
  • the joint bearing can greatly reduce the processing accuracy of the rear bracket and the connecting seat, reduce the difficulty of installation, and improve the reliability of the system.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

一种动力总成悬置系统，包括前支撑（B1）、后支撑（B2）和多个减震器（M3）；前支撑（B1）、后支撑（B2）分别与动力总成（M1）连接，多个减震器（M3）置于车架（M2）和前、后支撑（B1、B2）之间，实现对动力总成（M1）的支撑；其中，后支撑（B2）包括后支架（B2-1）、连接座（B2-2）和销轴（B2-4）；后支架（B2-1）固定安装在动力总成（M1）侧面，通过销轴（B2-4）将连接座（B2-2）与后支架（B2-1）连接，连接座（B2-2）与后支撑（B2）下面对应的多个减震器（M3）连接，从而将多个减震器（M3）支撑点合并为一个支撑点。该动力总成悬置系统，能够实现在不影响承载性能的情况下，避免了过定位的问题，提升减震器的隔振效果和使用寿命。还提供了一种动力总成悬置系统的安装方法，以及具备该动力总成悬置系统的车辆。

Description

一种动力总成悬置系统、安装方法及车辆 技术领域
本发明涉及一种动力总成悬置系统，属于车辆技术领域。
背景技术
对于机械传动的车辆，动力总成包括发动机和变速箱，是整车驱动力的源头，通过发动机的高速旋转和变速箱的变速变扭控制，来驱动车轮旋转，是整机的最核心部件。发动机在运转过程中会产生很大的振动，需要通过可靠的弹性悬置系统来消减对其他部件的影响。发动机和变速箱两者刚性连接在一起，在设计悬置系统时可以作为一个整体考虑。
对于小型车辆，动力总成悬置系统的前后支撑一般均布置单减震器，但是对于重载自卸车，后支撑相对于前支撑承载较大，一般后支撑布置双减震器。目前比较常用的结构如图1(1)、(2)所示，动力总成布置前后各两个支腿，前支腿通过单减震器与车架连接，后支腿通过双减震器与车架连接，该结构原理图如图1(3)所示，动力总成相当于一根刚性梁，通过3个(单侧)支撑点来支撑。该结构存在的问题有以下3点：(1)一根刚性梁3个支撑点，存在过定位情况；(2)很难保证三个支撑位置的高度和角度的一致性，会导致减震器受力不均，影响隔振效果和寿命。
发明内容
为解决现有技术存在的问题，本发明提出一种车辆动力总成悬置系统。
为实现上述目的，本发明提供的技术方案为：
本发明公开了一种动力总成悬置系统，包括前支撑、后支撑和多个减震器；
所述前支撑、后支撑分别与动力总成连接，所述多个减震器置于车架和前、后支撑之间，实现对动力总成的支撑；其中，所述后支撑包括后支架、连接座和销轴；
所述后支架固定安装在动力总成侧面，通过所述销轴将连接座与后支架连接，所述连接座与后支撑下面对应的多个减震器连接，从而将多个减震器支撑点合并为一个支撑点。
优选的方案：所述后支架由两个横板、两个纵板和一个安装板一体铸造或者焊接构成；所述两个横板平行间隔布置，所述连接座装配在两个横板之间；所述两个横板上各设有一个销孔，两个销孔用于安装销轴；所述安装板与动力总成上的安装平面配合，通过紧固件固定安装在动力总成的侧面。
优选的方案：所述两个销孔同轴，其销孔轴线与所述安装板垂直。
优选的方案：所述连接座由安装板和销孔座一体铸造或者焊接构成；所述销孔座上的销孔与后支架上的销孔配合，用于安装销轴，以便将后支架和连接座进行连接；所述安装板与减震器的顶面配合，通过紧固件将减震器与安装板连接。
优选的方案：所述连接座由安装板和轴承座一体铸造或者焊接构成；所述轴承座内安装有关节轴承，所述轴承孔内开设有两个轴承卡簧槽，用于安装轴承卡簧，限制所述的关节轴承的位置；所述关节轴承上的安装孔与后支架上的销孔配合，用于安装销轴，以便将后支架和连接座进行连接；所述安装板与减震器的顶面配合，通过紧固件将减震器与安装板连接。
优选的方案：所述销轴的头部开设有轴卡簧槽，用于固定卡簧，防止销轴的窜动脱落。
优选的方案：在所述连接座与后支架之间的销轴中套装有隔圈。
本发明还公开了一种动力总成悬置系统的安装方法，其特征在于，安装步骤如下：
首先将前支撑和后支架通过螺栓连接在动力总成上指定的安装位置；将多个减震器安装在车架上指定的减震器安装孔内；通过螺栓将连接座固定在后支撑下面的两个减震器上；起吊动力总成，对齐前支撑上的减震器安装孔，通过螺栓将前支撑和减震器固定；对齐后支架和连接座上的销轴孔，将隔圈放置在后支架与连接座之间的间隙内，连接座的两侧各放置一个，待后支架、连接座和两个隔圈上的销孔的轴线重合时，安装销轴；最后将卡簧固定在销轴上的轴卡簧槽内，系统安装完成。
本发明还公开了一种动力总成悬置系统的安装方法，其特征在于，安装步骤如下：
首先将前支撑和后支架通过螺栓连接在动力总成上指定的安装位置；将多个减震器安装在车架上指定的减震器安装孔内；将关节轴承安装进轴承孔中，安装两个轴承卡簧；通过螺栓将连接座固定在后支撑下面的两个减震器上；起吊动力总成，对齐前支撑上的减震器安装孔，通过螺栓将前支撑和减震器固定；对齐后支架和关节轴承的内孔，将隔圈放置在后支架与关节轴承之间的间隙内，关节轴承的两侧各放置一个，待后支架、关节轴承和两个隔圈上的销孔的轴线重合时，安装销轴；最后将销轴卡簧固定在销轴上的轴卡簧槽内，系统安装完成。
本发明还公开了一种车辆，安装有上述的动力总成悬置系统。
基于以上技术方案的应用，本发明与现有技术相比具有的有益效果是：
本发明解决了现有技术中安装过定位的问题，提升了减震效果和减震器的使用寿命，具体为：在后支撑中设计连接座和销轴铰接结构，连接座将后支撑对应的两个减震器支撑点合并为一个支撑点，通过销轴将连接座和后支架连接，在不影响承载性能的情况下，避免了过定位的问题；更进一步，在连接座中安装关节轴承，可以大大降低后支架和连接座的加工精度，降低安装难度，提升减震器的隔振效果和使用寿命。
附图说明
附图作为本发明的一部分，用来提供对本发明的进一步的理解，本发明的示意性实施例及其说明用于解释本发明，但不构成对本发明的不当限定。显然，下面描述中的附图仅仅是一些实施例，对于本领域普通技术人员来说，在不付出创造性劳动的前提下，还可以根据这些附图获得其他附图。
在附图中：
图1为本发明所述的现有的动力总成悬置系统结构((1)为主视图，(2)为俯视图，(3)为结构简图)；
图2为本发明所述的动力总成悬置系统方案一((1)为主视图，(2)为俯视图，(3)为结构简图)；
图3为本发明所述的方案一的后支撑结构剖视图；
图4为本发明所述的方案一的后支架结构；
图5为本发明所述的方案一的连接座结构；
图6为本发明所述的方案一的销轴结构；
图7为本发明所述的动力总成悬置系统方案二((1)为主视图，(2)为俯视图，(3)为结构简图)；
图8为本发明所述的方案二的后支撑结构剖视图；
图9为本发明所述的方案二的连接座结构。
附图标记说明：M1、动力总成；M2、车架；M3、减震器；A1、前支撑；A2、后支撑；B1、前支撑；B2、后支撑；B2-1、后支架；B2-2、连接座；B2-3、隔圈；B2-4、销轴；B2-5、销轴卡簧；B2-1-1、销孔；B2-1-2、安装面；B2-1-3、销孔轴线；B2-2-1、销孔；B2-2-2、安装面；B2-2-3、销孔轴线；B2-4-1、轴卡簧槽；C1、前支撑；C2、后支撑；C2-1、后支架；C2-2、连接座；C2-3、关节轴承；C2-4、轴承卡簧；C2-5、隔套；C2-6、销轴；C2-7、销轴卡簧；C2-2-1、轴承孔；C2-2-2、安装面；C2-2-3、轴承孔轴线；C2-2-4、轴承卡簧槽。
需要说明的是，这些附图和文字描述并不旨在以任何方式限制本发明的构思范围，而是通过参考特定实施例为本领域技术人员说明本发明的概念。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对实施例中的技术方案进行清楚、完整地描述，以下实施例用于说明本发明，但不用来限制本发明的范围。
在本发明的描述中，需要说明的是，术语“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
在本发明的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。
在此先说明的是，动力总成M1包括发动机和变速箱，二者通过螺栓刚性连接在一起，在设计悬置系统时，将动力总成M1作为一个整体考虑。
图1(1)、(2)所示，为现有技术较常用的一种动力总成的悬置系统结构，对称布置的前支撑A1和后支撑A2，通过螺栓刚性连接在动力总成M1的侧面，然后通过6个减震器M3将动力总成M1支撑在车架M2上，减震器放置在前支撑A1、后支撑A2与车架M2之间，起到隔振作用。前支撑A1采用单减震器支撑，后支撑A2采用双减震器支撑。图1(3)为该系统单侧支撑的结构简图，动力总成可以作为一个刚性杆结构，三角形代表减震器，三角形上面的长横线代表动力总成。一般一根刚性杆结构的两个各布置一个支撑点即可，该系统布置了三个支撑点，存在过定位的问题。这是实际使用过程中各个参数相互妥协的结果，而且目前在重型矿用自卸车领域应用较为广泛。该系统存在过定位的情况，而且很难保证各个减震器安装面的高度和角度的精确性，影响减震器的隔振效果和寿命。
为解决上述问题，本发明提出一种新型的动力总成悬置系统，前支撑为单减震器，结构形式与现有技术相同，后支撑的双减震器结构，改为带有销轴铰接的结构形式，可以消除现有技术存在的过定位问题，具体实施方式有参考以下两种。
实施例一：
如图2和图3所示，本发明所述的动力总成悬置系统包括前支撑B1和后支撑B2，6个减震器M3置于车架M2和前后支撑之间，支撑动力总成M1。后支撑B2包括后支架B2-1、连接座B2-2、隔圈B2-3、销轴B2-4、销轴卡簧B2-5。
图2(3)为该系统的简图，在后支撑增加销轴铰接结构，将后支撑下面的两个减震器首先通过连接座B2-2合并起来，通过销轴B2-4将连接座B2-2与后支架B2-1连接，使得两个减震器支撑点合并为一个支撑点。
以下给出上述实施例关于后支架的一优选实施例：
图4所示为所述的后支架B2-1的结构，由两个横板、两个纵板和一个安装板一体铸造或者焊接构成；两个横板平行间隔布置，连接座装配在两个横板之间；所述两个横板上各设有一个销孔，两个销孔B2-1-1用于安装销轴B2-4，安装面B2-1-2与动力总成上的侧面安装位置配合，通过螺栓固定安装在动力总成M1的两侧，该结构要求销孔轴线B2-1-3与安装面B2-1-2平面垂直。
以下给出上述实施例关于连接座的一优选实施例：
图5所示为所述的连接座B2-2的结构，连接座B2-2由安装板和销孔座一体铸造或者焊接构成；销孔B2-2-1与后支架B2-1上的销孔B2-1-1配合，用于安装销轴B2-4，以便将后支架B2-1和连接座B2-2进行连接。安装面B2-2-2与减震器M3的顶面配合。销孔轴线B2-2-3与安装面B2-2-2平行。
以下给出上述实施例关于销轴的一优选实施例：
图6所示为所述的销轴B2-4的结构，在销轴的头部开设有轴卡簧槽B2-4-1。用于固定卡簧B2-5，防止销轴B2-4的窜动脱落。
动力总成悬置系统安装步骤：首先将前支撑B1和后支架B2-1通过螺栓连接在动力总成M1上指定的安装位置；将6个减震器M3安装在车架M2上指定的减震器安装孔内；通过螺栓将连接座B2-2固定在后支撑下面的两个减震器上；起吊动力总成M1，对齐前支撑B1上的减震器安装孔，通过螺栓将前支撑B1和减震器M3固定；对齐后支架B2-1和连接座B2-2上的销轴孔，将隔圈B2-3放置在后支架B2-1与连接座B2-2之间的间隙内，连接座B2-2的两侧各放置一个，待后支架B2-1、连接座B2-2和两个隔圈B2-3上的销孔的轴线重合时，安装销轴B2-4；最后将卡簧B2-5固定在销轴B2-4上的轴卡簧槽B2-4-1内，系统安装完成。隔圈B2-3的作用是防止后支架B2-1左右窜动，提高安全性和装配的方便性。
实施例二：
如图7和8所示，一种动力总成悬置系统，包括前支撑C1和后支撑C2，6个减震器M3置于车架M2和前后支撑之间，支撑动力总成M1。后支撑C2包括后支架C2-1、连接座C2-2、关节轴承C2-3、轴承卡簧C2-4、隔圈2-5、销轴C2-6、销轴卡簧C2-7。连接座C2-2将后支撑C2下面对应的两个减震器支撑点合并为一个支撑点，通过销轴C2-6将连接座C2-2与后支架C2-1连接。相比于实施例一，在连接座中增加了关节轴承C2-3，可以消除后支架C2-1和连接座C2-2的部分加工误差，提升减震效果和减震器寿命。该系统的原理与实施例一的系统原理一致。
后支架C2-1的结构与实施例一的后支架B2-1的结构一样，在此不再详述介绍。
图9所示为连接座C2-2的结构，轴承孔C2-2-1用于安装关节轴承C2-3；轴承孔C2-2-1内开设有两个轴承卡簧槽C2-2-4，用于限制关节轴承C2-3的位置；安装面C2-2-2与减震器M3的顶面配合。轴承孔轴线C2-2-3与安装面C2-2-2平行。
销轴C2-6的结构与实施例一的销轴B2-4的结构一样，在此不再详述介绍。
动力总成悬置系统安装步骤：首先将前支撑C1和后支架C2-1通过螺栓连接在动力总成M1上指定的安装位置；将6个减震器M3安装在车架M2上指定的减震器安装孔内；将关节轴承C2-3安装进轴承孔C2-2-1中，安装两个轴承卡簧C2-4；通过螺栓将连接座C2-2固定在后支撑下面的两个减震器M3上；起吊动力总成M1，对齐前支撑C1上的减震器安装孔，通过螺栓将前支撑C1和减震器M3固定；对齐后支架C2-1和关节轴承C2-3的内孔，将隔圈C2-5放置在后支架C2-1与关节轴承C2-3之间的间隙内，关节轴承C2-3的两侧各放置一个，待后支架C2-1、关节轴承C2-3和两个隔圈C2-3上的销孔的轴线重合时，安装销轴C2-6；最后将销轴卡簧C2-7固定在销轴C2-6上的轴卡簧槽内，系统安装完成。隔圈C2-5的作用是防止后支架C2-1左右窜动，提高安全性和装配的方便性。
综上，本发明解决了现有技术中安装过定位的问题，提升了减震效果和减震器的寿命，具体为：在后支撑中设计连接座和销轴铰接结构，连接座将后支撑对应的两个减震器支撑点合并为一个支撑点，通过销轴将连接座和后支架连接，在不影响承载性能的情况下，避免了过定位的问题；更进一步，在连接座中安装关节轴承，可以大大降低后支架和连接座的加工精度，降低安装难度，提升系统可靠性。
在此处所提供的说明书中，说明了大量具体细节。然而，能够理解，本发明的实施例可以在没有这些具体细节的情况下实践。在一些实例中，并未详细示出公知的方法、结构和技术，以便不模糊对本说明书的理解。
此外，本领域的技术人员能够理解，尽管在此所述的一些实施例包括其它实施例中所包含的某些特征而不是其它特征，但是不同实施例的特征的组合同样意味着处于本发明的保护范围之内并且形成不同的实施例。例如，在上面的实施例中，本领域技术人员能够根据获知的技术方案和本申请所要解决的技术问题，以组合的方式来使用。
以上所述仅是本发明的较佳实施例而已，并非对本发明作任何形式上的限制，虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明，任何熟悉本专利的技术人员在不脱离本发明技术方案范围内，当可利用上述提示的技术内容做出些许更动或修饰为等同变化的等效实施例，但凡是未脱离本发明技术方案的内容，依据本发明的技术实质对以上实施例所作的任何简单修改、等同变化与修饰，均仍属于本发明方案的范围内。

Claims (10)

  1. 一种动力总成悬置系统，其特征在于：
    包括前支撑、后支撑和多个减震器；
    所述前支撑、后支撑分别与动力总成连接，所述多个减震器置于车架和前、后支撑之间，实现对动力总成的支撑；
    其中，所述后支撑包括后支架、连接座和销轴；
    所述后支架固定安装在动力总成侧面，通过所述销轴将连接座与后支架连接，所述连接座与后支撑下面对应的多个减震器连接，从而将多个减震器支撑点合并为一个支撑点。
  2. 根据权利要求1所述的一种动力总成悬置系统，其特征在于：
    所述后支架由两个横板、两个纵板和一个安装板一体铸造或者焊接构成；
    所述两个横板平行间隔布置，所述连接座装配在两个横板之间；
    所述两个横板上各设有一个销孔，两个销孔用于安装销轴；
    所述安装板与动力总成上的安装平面配合，通过紧固件固定安装在动力总成的侧面。
  3. 根据权利要求2所述的一种动力总成悬置系统，其特征在于：
    所述两个销孔同轴，其销孔轴线与所述安装板垂直。
  4. 根据权利要求1所述的一种动力总成悬置系统，其特征在于：
    所述连接座由安装板和销孔座一体铸造或者焊接构成；
    所述销孔座上的销孔与后支架上的销孔配合，用于安装销轴，以便将后支架和连接座进行连接；
    所述安装板与减震器的顶面配合，通过紧固件将减震器与安装板连接。
  5. 根据权利要求1所述的一种动力总成悬置系统，其特征在于：
    所述连接座由安装板和轴承座一体铸造或者焊接构成；
    所述轴承座内安装有关节轴承，所述轴承孔内开设有两个轴承卡簧槽，用于安装轴承卡簧，限制所述的关节轴承的位置；
    所述关节轴承上的安装孔与后支架上的销孔配合，用于安装销轴，以便将后支架和连接座进行连接；
    所述安装板与减震器的顶面配合，通过紧固件将减震器与安装板连接。
  6. 根据权利要求1所述的一种动力总成悬置系统，其特征在于：
    所述销轴的头部开设有轴卡簧槽，用于固定卡簧，防止销轴的窜动脱落。
  7. 根据权利要求1所述的一种动力总成悬置系统，其特征在于：
    在所述连接座与后支架之间的销轴中套装有隔圈。
  8. 一种动力总成悬置系统的安装方法，其特征在于，安装步骤如下：
    首先将前支撑和后支架通过螺栓连接在动力总成上指定的安装位置；
    将多个减震器安装在车架上指定的减震器安装孔内；
    通过螺栓将连接座固定在后支撑下面的两个减震器上；
    起吊动力总成，对齐前支撑上的减震器安装孔，通过螺栓将前支撑和减震器固定；
    对齐后支架和连接座上的销轴孔，将隔圈放置在后支架与连接座之间的间隙内，连接座的两侧各放置一个，待后支架、连接座和两个隔圈上的销孔的轴线重合时，安装销轴；
    最后将卡簧固定在销轴上的轴卡簧槽内，系统安装完成。
  9. 一种动力总成悬置系统的安装方法，其特征在于，安装步骤如下：
    首先将前支撑和后支架通过螺栓连接在动力总成上指定的安装位置；
    将多个减震器安装在车架上指定的减震器安装孔内；
    将关节轴承安装进轴承孔中，安装两个轴承卡簧；
    通过螺栓将连接座固定在后支撑下面的两个减震器上；
    起吊动力总成，对齐前支撑上的减震器安装孔，通过螺栓将前支撑和减震器固定；
    对齐后支架和关节轴承的内孔，将隔圈放置在后支架与关节轴承之间的间隙内，关节轴承的两侧各放置一个，待后支架、关节轴承和两个隔圈上的销孔的轴线重合时，安装销轴；
    最后将销轴卡簧固定在销轴上的轴卡簧槽内，系统安装完成。
  10. 一种车辆，其特征在于：
    安装有权利要求1至7任一项所述的动力总成悬置系统。
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