A high-strength shock-absorbing bracket for a machine foot

Abstract

The application discloses a high-strength shock-absorbing support for a machine leg rubber, which comprises a mounting plate and a first connecting piece, the first connecting piece is arranged on the mounting plate, a second connecting piece is arranged on the side wall of the mounting plate, and the second connecting piece is distributed perpendicularly to the mounting plate and the first connecting piece, raw materials of high-strength cold-rolled steel plates are adopted, a stress path of the support is simulated and optimized through CAE simulation, stress concentration positions are removed, reinforcing ribs and load-bearing support structures are added, and the torsional and compressive strengths of the support are improved, the support is processed through an integrated stamping forming process, welding nodes are reduced, support deformation and fracture caused by welding stress are avoided, high-damping and aging-resistant composite rubber formula is adopted for rubber parts, dynamic and static stiffnesses are balanced, isolation performance and extreme environment durability are considered, and the arc-shaped buffer grooves and S-shaped pressure cavities on the rubber parts can better buffer vibration forces on the engine and impact forces caused by the ground, and the shock-absorbing and buffering effect is improved.

Description

Technical Field

[0001] This invention relates to the field of automotive powertrain mounting system technology, and in particular to a high-strength shock-absorbing bracket for engine mounts. Background Technology

[0002] The automotive powertrain (engine + transmission) is the core power source of a vehicle. During its operation, it generates periodic reciprocating inertial forces, centrifugal forces, and combustion impacts. Simultaneously, the powertrain withstands enormous impact loads during vehicle start-up, acceleration, braking, and on bumpy roads. If the powertrain is directly and rigidly connected to the vehicle body, vibrations and impacts will be directly transmitted to the body, causing severe vibrations and excessive noise inside the vehicle, seriously affecting ride comfort. It can even lead to structural fatigue, damage to surrounding pipes / wiring harnesses, and shorten the vehicle's lifespan. Therefore, the powertrain mounting system was developed. Its core function is to isolate the powertrain vibrations from being transmitted to the vehicle body, improving ride comfort; to limit powertrain displacement, preventing interference with surrounding components under extreme conditions; and to buffer impact loads during driving, protecting the powertrain and vehicle body structure.

[0003] However, existing shock absorber brackets are made of ordinary stamped steel plates, with a simple structure that only meets basic installation requirements. The rubber body uses a general natural rubber formula without customized stiffness design. It uses a common vulcanization process to only bond the rubber to the metal base, resulting in a short product lifespan and susceptibility to bracket breakage, delamination, and other failures. During rapid acceleration / braking, the powertrain shakes, producing a "clunking" noise. At idle, the body and steering wheel vibrate noticeably, and the interior noise is loud. The rubber is also prone to aging and cracking. After delamination, it loses its shock-absorbing function, causing serious abnormal noise and vibration, resulting in poor shock absorption performance of the bracket.

[0004] Therefore, it is necessary to provide a high-strength shock-absorbing bracket for machine feet to solve the above-mentioned technical problems. Summary of the Invention

[0005] The purpose of this invention is to provide a high-strength shock-absorbing bracket for machine feet to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a high-strength shock-absorbing bracket for engine mounts, comprising a mounting plate and a first connecting member, the first connecting member being disposed on the mounting plate, a second connecting member being disposed on the side wall of the mounting plate, the second connecting member being perpendicularly distributed to the mounting plate and the first connecting member, a first connecting hole and a first adjusting hole being provided at the end of the mounting plate away from the second connecting member, the planes on which the two first connecting members are located being perpendicular to the planes on which the first connecting hole and the first adjusting hole are located, a second connecting hole being provided at each of the two corners of the first connecting member, two second grooves being provided on the upper surface of the first connecting member, the first connecting member having a figure-eight structure, a third groove being provided at one corner of the first connecting member, one of the second connecting holes being located in the third groove, a bolt passing through the second connecting hole and screwed into the car mounting bracket to lock and fix the first connecting member, a first U-shaped component being provided on the first connecting member, a rubber component being provided on the side wall of the first U-shaped component, the rubber component having an arc-shaped structure, a buffer groove being provided in the middle of the rubber component, and welded pipes and bushing outer tubes being provided at both ends of the rubber component. A bushing is installed inside the outer tube of the bushing. A second insertion hole is opened in the middle of the bushing. A reinforcing rib is provided on the side wall of the first U-shaped part. The reinforcing rib has a V-shaped plate structure and is located on one side of the bushing. A through hole is opened at the position of the reinforcing rib opposite the second insertion hole. A mounting ring is embedded in the through hole. The through hole of the mounting ring is directly opposite the second insertion hole. The engine base insertion rod passes through the through hole of the mounting ring and the second insertion hole of the bushing in sequence, thereby connecting the engine base and the bushing together. The engine base insertion rod is inserted into the second insertion hole. The bushing and Support ribs are provided between the rubber parts. The support ribs have a V-shaped structure. The head of the support ribs abuts against the outer circumferential surface of the bushing. A pressure cavity is formed between the reinforcing ribs and the support ribs. A second U-shaped part is provided between the welded pipe and the second connector. A connecting plate is provided on the first connector. The connecting plate is located on the side wall of the welded pipe and is fixedly connected to it. A third welding nut is fixedly connected at the connection between the side wall of the second U-shaped part and the second connector. A groove is opened on the surface of the second connector. A first threaded hole and a second threaded hole are also opened in the groove.

[0007] As a preferred embodiment of the present invention, the welded pipe and the outer bushing tube structure are annular, the welded pipe is located outside the outer bushing tube, the buffer groove structure is arc-shaped, the height of the reinforcing rib and the height of the supporting rib gradually increase from the edge of the rubber part end face to the bushing in the spacing direction, and the pressure-bearing cavity structure is S-shaped.

[0008] As a preferred embodiment of the present invention, the bottom of the second U-shaped component is disposed on the mounting plate, the first connecting component is provided with a connecting ear, the connecting ear is located on one side of the connecting plate, and the side wall of the connecting ear is fixedly connected with a first welding nut and a second welding nut.

[0009] As a preferred embodiment of the present invention, the edge of the mounting plate is bent to form a first groove at its bottom, and a through hole is provided at the middle position of the bottom of the first groove. The through hole is a square hole, and two first elongated holes are provided at the bottom of the first groove.

[0010] As a preferred embodiment of the present invention, bolts are provided in both the first connecting hole and the first adjusting hole. The two bolts are screwed into the car mounting bracket through the first connecting hole and the first adjusting hole respectively. The first adjusting hole is an elongated hole, and bolts are provided in the second connecting hole.

[0011] As a preferred embodiment of the present invention, the bottom of the groove is provided with a second elongated hole and a third elongated hole, and the end of the groove is provided with a first insertion hole.

[0012] Compared with the prior art, the beneficial effects of the present invention are: 1. The present invention discloses a high-strength shock-absorbing bracket for engine mounts. This invention uses high-strength cold-rolled steel plates as raw materials, optimizes the stress path of the bracket through CAE simulation, removes stress concentration areas, adds reinforcing ribs and load-bearing support structures, and improves the bracket's torsional and compressive strength. The mounting plate, second connector, and first connector abandon the traditional separate welding structure and are processed using an integrated stamping process, reducing welding nodes and avoiding bracket deformation and breakage caused by welding stress. Each suspension component has precisely pre-reserved original factory-specified mounting holes with a tolerance controlled within ±0.5mm, perfectly matching the vehicle body and powertrain mounting interfaces, enabling direct installation without adjustment. The invention also features an integrated limiting boss and buffer block, with a rationally designed limiting gap, ensuring normal powertrain displacement while preventing excessive shaking under extreme conditions and preventing component interference. 2. The high-strength shock-absorbing bracket for engine mounts described in this invention uses two bolts that pass through the first connecting hole and the first adjusting hole respectively and are screwed into the car mounting bracket, thereby locking the mounting plate onto the car mounting bracket. The planes of the two first connecting parts are perpendicular to the planes of the first connecting hole and the first adjusting hole, so that after the mounting plate and the first connecting parts are fixed, it is mounted on the main beam of the car mounting bracket, and the installation is stable and reliable. The engine base insert rod passes through the through hole of the mounting ring and the second insert hole of the bushing in sequence, thereby connecting the engine base and the bushing together, thus pressing the weight of the engine onto the rubber part. The rubber part is made of... Using a high-damping, aging-resistant composite rubber formula, it balances dynamic and static stiffness, taking into account both vibration isolation performance and durability in extreme environments. It breaks through the performance bottleneck of traditional rubber suspensions. It adopts an innovative metal skeleton pretreatment and integrated precision vulcanization linkage process to improve the adhesion strength between rubber and metal. It eliminates delamination, cracking, and internal defects from the process. The height of the reinforcing ribs and the height of the support ribs gradually increase from the edge of the rubber part end face to the bushing, which can make the support force on the bushing stronger. The arc-shaped buffer groove and S-shaped pressure cavity on the rubber part can better buffer the vibration force from the engine and the impact force from the ground, improving the shock absorption effect. Attached Figure Description

[0013] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0014] Figure 1 This is a three-dimensional schematic diagram of the overall structure of the present invention; Figure 2 This is a front view of the overall structure of the present invention; Figure 3 This is a left view of the overall structure of the present invention; Figure 4 This is a right view of the overall structure of the present invention; Figure 5 This is a bottom view of the overall structure of the present invention; Figure 6 This is a top view of the overall structure of the present invention; Figure 7 This is a rear view of the overall structure of the present invention.

[0015] In the diagram: 1. Mounting plate; 101. First groove; 102. Through hole; 103. First elongated hole; 104. First connecting hole; 105. First adjusting hole; 2. First connector; 201. Second groove; 202. Third groove; 203. Second connecting hole; 3. Second connector; 301. Groove; 302. Second elongated hole; 303. Third elongated hole; 304. First threaded hole; 305. Second threaded hole; 306. First insertion hole; 4. Welded pipe; 5. Outer tube of bushing; 6. Bushing; 61. Second insertion hole; 7. Rubber part; 71. Buffer groove; 8. Support rib; 9. Reinforcing rib; 10. Pressure cavity; 11. First U-shaped part; 12. Second U-shaped part; 13. Connecting ear; 14. Connecting plate; 15. First welded nut; 16. Second welded nut; 17. Third welded nut. Detailed Implementation

[0016] Embodiments of the present invention will now be described with reference to the accompanying drawings. In this process, to ensure clarity and convenience, we may exaggerate the width of lines or the size of constituent elements in the drawings.

[0017] Furthermore, the terms used below are defined based on the functionality of this invention and may vary depending on the user's, operator's, or conventions. Therefore, these terms are defined based on the entire contents of this specification.

[0018] like Figures 1 to 7As shown, a high-strength shock-absorbing bracket with machine feet includes a mounting plate 1 and a first connecting member 2. The first connecting member 2 is disposed on the mounting plate 1. A second connecting member 3 is disposed on the side wall of the mounting plate 1. The second connecting member 3 is perpendicularly distributed to the mounting plate 1 and the first connecting member 2. High-strength cold-rolled steel plate is used as raw material. The stress path of the bracket is optimized through CAE simulation, stress concentration points are removed, and reinforcing ribs and load-bearing support structures are added to improve the torsional and compressive strength of the bracket. The traditional split welding structure is abandoned. The three parts are processed by one-piece stamping forming process to reduce welding nodes and avoid bracket deformation and breakage caused by welding stress. The edge of the mounting plate 1 is bent to form a first groove 101 at its bottom. The middle of the bottom of the first groove 101 is located at... A through hole 102 is provided, which is a square hole to reserve buffer space for the mounting plate 1. Two first elongated holes 103 are provided at the bottom of the first groove 101. The automotive parts that cooperate with the bracket can be adjusted and locked through the two first elongated holes 103 with bolts, which is convenient for installation and adjustment. The end of the mounting plate 1 away from the second connector 3 is provided with a first connecting hole 104 and a first adjusting hole 105. Bolts are provided in the first connecting hole 104 and the first adjusting hole 105 respectively. The two bolts are screwed into the car mounting bracket through the first connecting hole 104 and the first adjusting hole 105 respectively, thereby locking the mounting plate 1 onto the car mounting bracket. The first adjusting hole 105 is an elongated hole, which is convenient for installation and adjustment.

[0019] like Figure 6 As shown, the upper surface of the first connector 2 has two second grooves 201. The structure of the first connector 2 is V-shaped. A third groove 202 is provided at one corner of the first connector 2. A second connecting hole 203 is provided at both corners of the first connector 2. One of the second connecting holes 203 is located in the third groove 202. A bolt is provided in the second connecting hole 203. The bolt passes through the second connecting hole 203 and is screwed into the car mounting bracket to lock and fix the first connector 2. The planes where the two first connectors 2 are located are perpendicular to the planes where the first connecting hole 104 and the first adjusting hole 105 are located, so that after the mounting plate 1 and the first connector 2 are fixed, they are mounted on the main beam of the car mounting bracket, and the installation is stable and reliable.

[0020] like Figure 7As shown, the first connector 2 is provided with a first U-shaped part 11, and a rubber part 7 is provided on the side wall of the first U-shaped part 11. The rubber part 7 has an arc-shaped structure and a buffer groove 71 is formed in the middle of the rubber part 7. The buffer groove 71 has an arc-shaped structure. The rubber part 7 adopts a customized high-damping rubber formula with a dynamic-to-static stiffness ratio ≤1.3, improving vibration isolation efficiency by 30%, completely improving the idling vibration problem, and optimizing the anti-aging and weather-resistant formula. It is temperature resistant from -40℃ to 120℃, and its service life is increased by 50% compared with traditional products. It is not easy to crack and age. Welded pipes 4 and bushing outer tubes 5 are provided at both ends of the rubber part 7. The outer tube 4 and bushing 5 are annular in structure. The welded pipe 4 is located outside the outer tube 5 and covers the outer tube 5. A bushing 6 is provided inside the outer tube 5. A second insertion hole 61 is opened in the middle of the bushing 6. A reinforcing rib 9 is provided on the side wall of the first U-shaped part 11. The reinforcing rib 9 is a V-shaped plate. The reinforcing rib 9 is located on one side of the bushing 6. A through hole is opened on the reinforcing rib 9 opposite to the second insertion hole 61. An installation ring is embedded in the through hole. The through hole of the installation ring is opposite to the second insertion hole 61. An engine base insertion rod is inserted into the second insertion hole 61. The engine base insertion rod is... The engine base is connected to the bushing 6 by passing through the through hole of the mounting ring and the second insertion hole 61 of the bushing 6, thereby pressing the weight of the engine onto the rubber component 7. The rubber component 7 provides cushioning support for the engine. A support rib 8 is provided between the bushing 6 and the rubber component 7. The support rib 8 has a V-shaped structure, and its head abuts against the outer circumferential surface of the bushing 6, further supporting the bushing 6. The height of the reinforcing rib 9 and the height of the support rib 8 gradually increase from the edge of the end face of the rubber component 7 to the bushing 6 in the direction of the distance, which can make the support force on the bushing 6 stronger. A pressure-bearing cavity 10 is formed between the ribs 8. The pressure-bearing cavity 10 has an S-shaped structure. The arc-shaped buffer groove 71 on the rubber part 7 and the S-shaped pressure-bearing cavity 10 can better buffer the vibration force on the engine and the impact force from the ground, thus improving the shock absorption effect. During the movement of the car, the weight and vibration force of the engine are pressed onto the support ribs 8 through the bushing 6. The support ribs 8 deform and squeeze the rubber part 7. During the squeezing process, the pressure-bearing cavity 10 and the buffer groove 71 first buffer the vibration force, and then the subsequent vibration force is transmitted to the rubber part 7 to further buffer the vibration force of the engine, which greatly improves the shock absorption effect.

[0021] like Figure 1 and Figure 6As shown, a second U-shaped component 12 is provided between the welded pipe 4 and the second connecting component 3. The bottom of the second U-shaped component 12 is set on the mounting plate 1 to enhance the connection stability between the mounting plate 1, the second connecting component 3 and the welded pipe 4. A connecting plate 14 is provided on the first connecting component 2. The connecting plate 14 is located on the side wall of the welded pipe 4 and is fixedly connected to it to enhance the strength of the welded pipe 4. A connecting ear 13 is provided on the first connecting component 2. The connecting ear 13 is located on one side of the connecting plate 14. A first welding nut 15 and a second welding nut 16 are fixedly connected to the side wall of the connecting ear 13. A third welding nut 17 is fixedly connected to the connection between the side wall of the second U-shaped component 12 and the second connecting component 3 to further enhance the strength of the second connecting component 3.

[0022] like Figure 4 As shown, the second connector 3 has a groove 301 on its surface. The bottom of the groove 301 has a second elongated hole 302 and a third elongated hole 303. The second elongated hole 302 and the third elongated hole 303 are used to lock and fix the connector to the parts on the car with bolts. The groove 301 also has a first threaded hole 304 and a second threaded hole 305. The second connector 3 is locked and fixed to the car mounting bracket with screws. The end of the groove 301 has a first insertion hole 306.

[0023] The specific implementation method is as follows: High-strength cold-rolled steel plates are used as raw materials. CAE simulation is used to optimize the stress path of the bracket, eliminating stress concentration areas. Reinforcing ribs 9 and load-bearing support structures are added to improve the bracket's torsional and compressive strength. The mounting plate 1, second connector 3, and first connector 2 abandon the traditional split welding structure and are processed using an integrated stamping process, reducing welding nodes and avoiding bracket deformation and breakage caused by welding stress. Each suspension component has precisely pre-reserved original-specification mounting holes with a tolerance controlled within ±0.5mm, perfectly matching the vehicle body and powertrain mounting interfaces, enabling direct installation without adjustment. An integrated limiting boss and buffer block are added, and the limiting gap is rationally designed to ensure normal powertrain displacement while preventing excessive shaking under extreme conditions and component interference. Two bolts are screwed into the vehicle mounting bracket through the first connecting hole 104 and the first adjusting hole 105 respectively, thereby locking the mounting plate 1 onto the vehicle mounting bracket. The planes of the two first connectors 2 are aligned with... The planes containing the first connecting hole 104 and the first adjusting hole 105 are perpendicular to each other, so that after the mounting plate 1 and the first connecting piece 2 are fixed, they are mounted on the main beam of the car mounting bracket, and the installation is stable and reliable. The engine base insert rod passes through the through hole of the mounting ring and the second insert hole 61 of the bushing 6 in sequence, thereby connecting the engine base and the bushing 6 together, and thus pressing the weight of the engine onto the rubber part 7. The rubber part 7 adopts a high-damping and aging-resistant composite rubber formula, which balances dynamic and static stiffness, takes into account both vibration isolation performance and extreme environment durability, breaks through the performance bottleneck of traditional rubber suspension, and adopts an innovative metal skeleton pretreatment and integrated precision vulcanization linkage process to improve the bonding strength between rubber and metal, and eliminates delamination, cracking and internal defects from the process. The height of the reinforcing rib 9 and the height of the supporting rib 8 gradually increase from the edge of the end face of the rubber part 7 to the distance from the bushing 6, which can make the support force on the bushing 6 stronger. The arc-shaped buffer groove 71 and the S-shaped pressure cavity 10 on the rubber part 7 can better buffer the vibration force on the engine and the impact force from the ground, improving the shock absorption effect.

[0024] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A high-strength shock-absorbing bracket for machine feet, comprising a mounting plate (1) and a first connecting member (2), wherein the first connecting member (2) is disposed on the mounting plate (1), characterized in that: The mounting plate (1) has a second connector (3) on its side wall. The second connector (3) is perpendicular to the mounting plate (1) and the first connector (2). The mounting plate (1) has a first connecting hole (104) and a first adjusting hole (105) at the end away from the second connector (3). The planes where the two first connectors (2) are located are perpendicular to the planes where the first connecting hole (104) and the first adjusting hole (105) are located. The first connector (2) has a second connecting hole (203) at each of its two corners. The upper surface of the first connector (2) has two second grooves (201). The structure of the first connector (2) is V-shaped. A third groove (202) is provided in one corner, and one of the second connecting holes (203) is located in the third groove (202). The bolt passes through the second connecting hole (203) and screws into the car mounting bracket to lock and fix the first connector (2). A first U-shaped part (11) is provided on the first connector (2). A rubber part (7) is provided on the side wall of the first U-shaped part (11). The rubber part (7) has an arc-shaped structure. A buffer groove (71) is provided in the middle of the rubber part (7). Welded pipes (4) and bushing outer tubes (5) are provided at both ends of the rubber part (7). A bushing (6) is provided inside the bushing outer tube (5). A second insertion hole (61) is provided in the middle of the bushing (6). The first U-shaped part (11) has a reinforcing rib (9) on its side wall. The reinforcing rib (9) has a V-shaped structure and is located on one side of the bushing (6). A through hole is opened on the reinforcing rib (9) opposite to the second insertion hole (61). An installation ring is embedded in the through hole. The through hole of the installation ring is opposite to the second insertion hole (61). The engine base rod passes through the through hole of the installation ring and the second insertion hole (61) of the bushing (6) in sequence, thereby connecting the engine base and the bushing (6) together. The engine base rod is inserted into the second insertion hole (61). A support rib (8) is provided between the bushing (6) and the rubber part (7). The support rib (8) has a V-shaped structure. The head of the supporting rib (8) abuts against the outer circumferential surface of the bushing (6). A pressure cavity (10) is formed between the reinforcing rib (9) and the supporting rib (8). A second U-shaped part (12) is provided between the welded pipe (4) and the second connecting part (3). A connecting plate (14) is provided on the first connecting part (2). The connecting plate (14) is located on the side wall of the welded pipe (4) and is fixedly connected to it. A third welding nut (17) is fixedly connected at the connection between the side wall of the second U-shaped part (12) and the second connecting part (3). A groove (301) is opened on the surface of the second connecting part (3). A first threaded hole (304) and a second threaded hole (305) are also opened in the groove (301).

2. The high-strength shock-absorbing bracket for machine feet according to claim 1, characterized in that: The welded pipe (4) and the bushing outer tube (5) are annular in structure. The welded pipe (4) is located outside the bushing outer tube (5). The buffer groove (71) is arc-shaped. The height of the reinforcing rib (9) and the height of the supporting rib (8) gradually increase from the edge of the rubber part (7) end face to the bushing (6) in the spacing direction. The pressure cavity (10) is S-shaped.

3. The high-strength shock-absorbing bracket for machine feet according to claim 1, characterized in that: The bottom of the second U-shaped part (12) is set on the mounting plate (1), and the first connector (2) is provided with a connecting ear (13). The connecting ear (13) is located on one side of the connecting plate (14), and the side wall of the connecting ear (13) is fixedly connected with a first welding nut (15) and a second welding nut (16).

4. The high-strength shock-absorbing bracket for machine feet according to claim 1, characterized in that: The mounting plate (1) has its edge bent to form a first groove (101) at its bottom. A through hole (102) is provided at the middle of the bottom of the first groove (101). The through hole (102) is a square hole. Two first elongated holes (103) are provided at the bottom of the first groove (101).

5. The high-strength shock-absorbing bracket for machine feet according to claim 1, characterized in that: Bolts are provided in both the first connecting hole (104) and the first adjusting hole (105). The two bolts are screwed into the car mounting bracket by passing through the first connecting hole (104) and the first adjusting hole (105) respectively. The first adjusting hole (105) is an elongated hole. Bolts are provided in the second connecting hole (203).

6. The high-strength shock-absorbing bracket for machine feet according to claim 1, characterized in that: The bottom of the groove (301) is provided with a second elongated hole (302) and a third elongated hole (303), and the end of the groove (301) is provided with a first insertion hole (306).

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