CN209888653U - A transmission side mount system - Google Patents

Abstract

The utility model provides a derailleur side suspension system, including inner tube, the rubber main spring of outside of tubes including the parcel, the outer tube of parcel outside rubber main spring, rubber main spring is including relative up end and lower terminal surface, is equipped with spacing piece at up end interval, and spacing piece is equipped with down on terminal surface interval spacing down, is equipped with on up end or the spacing piece and is located not co-altitude first go up protruding and the second on protruding, is equipped with on terminal surface or the spacing piece down and is located not co-altitude first protruding and second under protruding. The utility model discloses a derailleur side suspension system meets when strikeing the road conditions at the car, can effectively restrict the vibration of rubber main spring, reduces rocking of derailleur in the engine compartment.

Description

A transmission side mount system

technical field

The utility model relates to the field of automobiles, in particular to a transmission side suspension system.

Background technique

The suspension system is an automobile structure used to reduce and control the transmission of vibration of the automobile powertrain and to support the powertrain. The suspension system is usually a three-point type, including the transmission side suspension system and the engine side suspension system on the left and right sides of the vehicle body, and the torsion rod located on the rear side of the vehicle body. For the transmission side suspension system, it usually includes an inner tube, a rubber main spring wrapped around the inner tube, and an outer tube wrapped around the rubber main spring. The inner tube is connected to the transmission, and the outer tube is connected to the body or subframe.

When the car encounters impact road conditions such as speed bumps and sills, the vibration of the tire will be transmitted to the body and subframe through the suspension system, and the vibration of the body and subframe will be transmitted to the suspension system, and finally transmitted to the powertrain, causing the powertrain to shake in the engine compartment. In order to reduce the vibration of the transmission of the powertrain, additional limit blocks are usually provided on the upper and lower sides of the rubber main spring of the transmission side suspension system to limit the up and down vibration of the rubber main spring, but the existing transmission side The limit blocks on the upper and lower sides of the suspension system are all single limit blocks, that is, only a first-level collision occurs between the limit blocks on the upper and lower sides and the rubber main spring, and the single limit block also The design is softer, so that when the car vibrates under impact road conditions, the rubber main spring will still have a large vibration, which will cause the transmission to generate a large sway in the engine compartment, and the sway will take a long time to decay. . If the hardness or volume of the limit block is increased too much, the rigidity of the transmission side suspension system will be too large, which will affect the NVH performance of the whole vehicle.

Utility model content

The purpose of the utility model is to provide a transmission side suspension system that can effectively limit the vibration of the rubber main spring and reduce the vibration of the transmission in the engine compartment when the vehicle encounters impact road conditions during driving.

The utility model provides a side suspension system of a transmission, which comprises an inner tube, a rubber main spring wrapped around the inner tube, and an outer tube wrapped around the rubber main spring. The rubber main spring includes opposite upper and lower end faces, and the upper There is an upper limit block on the end face with a certain gap, and a lower limit block is arranged on the lower end face with a certain gap. The upper end face or the upper limit block is provided with a first upper protrusion and a second upper protrusion at different heights. The lower end face or the lower limit The position block is provided with a first lower protrusion and a second lower protrusion located at different heights.

Further, the upper end surface or the upper limit block is also provided with a third upper protrusion, and the distance between the third upper protrusion and the second upper protrusion is the same, and is smaller than that of the first upper protrusion. distance.

Further, the lower end face or the lower limit block is also provided with a third lower protrusion, and the distance of the third lower protrusion is equal to that of the second lower protrusion, and is smaller than that of the first lower protrusion. distance.

Further, the inner tube and the outer tube are sheet metal parts.

Further, the inner side of the inner tube is press-fitted with the transmission side bracket in the manner of interference fit, and the transmission side bracket is fixed to the transmission through fasteners.

Further, the transmission side bracket is an aluminum die casting.

Further, the outer side of the outer tube is press-fitted with a body side bracket in an interference fit manner, and the body side bracket is fixed to the left longitudinal beam of the automobile by means of fasteners.

Further, the body side brackets are aluminum die castings.

To sum up, since the transmission side suspension system of the present invention is provided with the first upper protrusion and the second upper protrusion at different heights on the upper end face of the rubber main spring or the upper limit block, the The lower end face or the lower limit block is provided with a first lower projection and a second lower projection at different heights. When the rubber main spring moves downward, the first lower projection and the second lower projection can align with the rubber main spring. The vibration of the rubber main spring is attenuated in two stages. When the rubber main spring moves upward in the opposite direction, the first upper bulge and the second upper bulge can also attenuate the vibration of the rubber main spring in two stages. Therefore, the transmission side suspension of the present invention When the car encounters impact road conditions, the system can effectively limit the vibration of the rubber main spring and reduce the shaking of the transmission in the engine compartment.

Description of drawings

FIG. 1 is a schematic structural diagram of a transmission side suspension system according to an embodiment of the present invention.

Detailed ways

The specific embodiments of the present utility model will be described in further detail below with reference to the accompanying drawings and embodiments. The following examples are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

As shown in FIG. 1 , the transmission side suspension system of an embodiment of the present invention includes an inner tube 2 , a rubber main spring 3 wrapped around the inner tube 2 , and an outer tube 5 wrapped around the rubber main spring 3 . The inner tube 2 and the outer tube 5 are sheet metal parts. The inner tube 2, the rubber main spring 3 and the outer tube 5 are fixedly connected to each other by vulcanization.

The inner side of the inner tube 2 is press-fitted with a transmission side bracket 4 in a form of interference fit. The transmission side bracket 4 is an aluminum die-casting part, and the transmission side bracket 4 is fixed to the transmission by fasteners. The outer side of the outer tube 5 is press-fitted with a body side bracket 1 in a form of interference fit. The body side bracket 1 is an aluminum die-casting part, and the body side bracket 1 is fixed to the left side beam of the automobile by fasteners.

The rubber main spring 3 includes an upper end surface 31 and a lower end surface 32 opposite to each other. An upper limit block 6 is provided on the upper end surface 31 with a certain gap, and a lower limit block 7 is provided on the lower end surface 32 with a certain gap. Both the upper limit block 6 and the lower limit block 7 are made of rubber.

The upper end surface 31 or the upper limit block 6 is provided with a first upper protrusion 11 and a second upper protrusion 12 at different heights. In this embodiment, the first upper protrusion 11 and the second upper protrusion 12 are provided on the upper limit block 6 . Further, the upper limit block 6 is also provided with a third upper protrusion 13, and the distance of the third upper protrusion 13 protruding is equal to that of the second upper protrusion 12, and is smaller than that of the first upper protrusion 11. the distance. It should be pointed out that when the first upper protrusion 11 and the second upper protrusion 12 are provided on the upper end surface 31 , correspondingly, the third upper protrusion 13 is also provided on the upper end surface 31 .

The lower end surface 32 or the lower limit block 7 is provided with a first lower protrusion 14 and a second lower protrusion 15 at different heights. In this embodiment, the first lower protrusion 14 and the second lower protrusion 15 are provided on the upper end of the lower limit block 7 . Further, the lower limit block 7 is also provided with a third lower protrusion 16, and the protruding distance of the third lower protrusion 16 is equal to that of the second lower protrusion 15, and is smaller than that of the first lower protrusion 14. out distance. It should be pointed out that when the first lower protrusion 14 and the second lower protrusion 15 are provided on the lower end surface 32 , correspondingly, the third lower protrusion 16 is also provided on the lower end surface 32 .

When the car passes through impact road conditions such as speed bumps and pits, the road excitation is transmitted to the powertrain through the suspension system, the body and the suspension system in turn, and the powertrain shakes in the engine compartment. Due to the large impact load, the transmission The side bracket 4 moves downward with the rubber main spring 3, for example, so that the rubber main spring 3 is in contact with the first lower protrusion 14. At this time, the rigidity of the lower limit block 7 is relatively low, and a single limit block cannot limit the total power. Then, the transmission side bracket 4 with the rubber main spring 3 continues to descend to contact the second lower protrusion 15 and the third lower protrusion 16. At this time, the additional second lower protrusion 15 and the third lower protrusion 16 are added. 16 works, the rigidity of the lower limit block 7 is increased, and the displacement of the powertrain is limited. After the power assembly moves downward, the energy is not completely dissipated. At this time, the power assembly jumps up in the opposite direction, and the transmission side bracket 4 moves upward with the rubber main spring 3. First, the first upper protrusion 11 is in contact with the upper end surface 31, and the second The first upper protrusion 11 firstly attenuates the vibration of the rubber main spring 3, and then the second upper protrusion 12 and the third upper protrusion 13 contact the upper end surface 31, and the second upper protrusion 12 and the third upper protrusion 13 contact the upper end surface 31. The starter 13 attenuates the vibration of the rubber main spring 3 in two stages, so that the vibration of the rubber main spring 3 can be quickly attenuated, thereby reducing the shaking of the transmission in the engine compartment.

To sum up, since the transmission side suspension system of the present invention is provided with the first upper protrusion 11 and the second upper protrusion 12 at different heights on the upper end surface 31 of the rubber main spring 3 or the upper limit block 6, A first lower protrusion 14 and a second lower protrusion 15 located at different heights are provided on the lower end surface 32 of the rubber main spring 3 or the lower limit block 7. When the rubber main spring 3 moves downward, the first lower protrusion 15 14 and the second lower protrusion 15 can attenuate the vibration of the rubber main spring 3 in two stages. When the rubber main spring 3 moves upward in the opposite direction, the first upper protrusion 11 and the second upper protrusion 12 can also dampen the rubber main spring 3. The vibration of the spring 3 is attenuated in two stages, so the transmission side suspension system of the present invention can effectively limit the vibration of the rubber main spring and reduce the shaking of the transmission in the engine compartment when the vehicle encounters impact road conditions.

The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity, all possible combinations of the technical features in the above-described embodiments are not described. However, as long as there is no contradiction between the combinations of these technical features, All should be regarded as the scope described in this specification.

The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited to this. Replacement should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims (8)

1. A transmission side suspension system, comprising an inner tube (2), a rubber main spring (3) wrapped around the inner tube (2), and an outer tube ( 5), the rubber main spring (3) includes an upper end surface (31) and a lower end surface (32) opposite to each other, and an upper limit block (6) is provided on the upper end surface (31) with a certain gap, and the upper end surface (31) is provided with an upper limit block (6). The end surface (32) is provided with a lower limit block (7) at a certain gap, and is characterized in that the upper end surface (31) or the upper limit block (6) is provided with first upper protrusions (11) located at different heights ) and a second upper protrusion (12), the lower end surface (32) or the lower limit block (7) is provided with a first lower protrusion (14) and a second lower protrusion (15) located at different heights ). 2 . The transmission side suspension system according to claim 1 , wherein a third upper protrusion ( 13 ) is further provided on the upper end surface ( 31 ) or the upper limit block ( 6 ), and the The protruding distance of the third upper protrusion (13) is equal to the protruding distance of the second upper protrusion (12), and is smaller than the protruding distance of the first upper protrusion (11). 3. The transmission side suspension system according to claim 1, wherein a third lower protrusion (16) is further provided on the lower end surface (32) or the lower limit block (7), and the The protruding distance of the third lower protrusion (16) is equal to the protruding distance of the second lower protrusion (15), and is smaller than the protruding distance of the first lower protrusion (14). 4. The transmission side suspension system according to claim 1, wherein the inner tube (2) and the outer tube (5) are sheet metal parts. 5 . The transmission side suspension system according to claim 1 , wherein the inner side of the inner tube ( 2 ) is press-fitted with a transmission side bracket ( 4 ) in an interference fit manner, and the transmission side bracket ( 5 . 4) Fastened to the transmission by fasteners. 6 . The transmission side suspension system according to claim 5 , wherein the transmission side bracket ( 4 ) is an aluminum die casting. 7 . 7 . The transmission side suspension system according to claim 1 , wherein the outer side of the outer tube ( 5 ) is press-fitted with a body side bracket ( 1 ) in an interference fit manner, and the body side bracket ( 1) Fix it to the left side beam of the car by fasteners. 8 . The transmission side suspension system according to claim 7 , wherein the vehicle body side bracket ( 1 ) is an aluminum die casting. 9 .

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