A powertrain suspension buffer pad and its assembly method

Abstract

This invention relates to the field of automotive powertrain connection technology, specifically a powertrain suspension buffer pad and its assembly method. Hereinafter referred to as the buffer pad, its front upper end has a first limiting surface, the shape of which conforms to the outer contour of the upper connection of the suspension housing. The front lower end of the buffer pad has a second limiting surface, the shape of which conforms to the outer contour of the lower connection of the suspension housing. The back of the buffer pad has a third limiting surface, the shape of which conforms to the outer contour of the connection of the suspension bracket. The assembly method includes the following steps: S1, the buffer pad is inserted into the suspension bracket arm through the open portion of its front; S2, it is pushed to the position of the third limiting surface to conform to the suspension bracket; S3, a damping component is provided inside the suspension housing, and the buffer pad is pressed into the damping component, so that the lower end of the first limiting surface conforms to the damping component, and the upper end of the second limiting surface conforms to the damping component. Compared with the prior art, the buffer pad is firmly installed, provides a buffering and vibration isolation function, is simple to assemble, low in cost, and reliable in performance.

Description

Technical Field

[0001] This invention relates to the field of automotive powertrain technology, specifically a powertrain suspension buffer pad and its assembly method. Background Technology

[0002] A typical powertrain mount includes components such as the mount bracket, shock absorber, mount housing, and damping assembly. The mount bracket connects to the powertrain, and the mount housing connects to the vehicle frame. During driving, the powertrain undergoes multi-degree-of-freedom motion. Under certain conditions of significant displacement, the mount bracket may impact the mount housing. Therefore, a shock absorber is needed between the mount bracket and the mount housing to isolate the impact. The shock absorber is usually made of rubber and plays a crucial role in overall vehicle vibration isolation and noise reduction.

[0003] Currently, the installation method for the buffer pads on automotive powertrain suspensions mainly relies on their own clips for installation. However, the clips are not secure enough and are prone to falling off, increasing the collision and wear between the suspension bracket and the suspension housing. Summary of the Invention

[0004] To address the problems mentioned in the background art, the present invention aims to provide a powertrain suspension buffer pad. The buffer pad is integrally formed, with a hollow center on the front side. The hollow shape conforms to the outer contour of the suspension bracket arm. An extension surface extends outward along the hollow shape. A first limiting surface is provided at the upper end of the front side of the buffer pad, and the shape of the first limiting surface conforms to the outer contour of the upper end connection of the suspension housing. A second limiting surface is provided at the lower end of the front side of the buffer pad, and the shape of the second limiting surface conforms to the outer contour of the lower end connection of the suspension housing. A third limiting surface is provided on the back side of the buffer pad, and the shape of the third limiting surface conforms to the outer contour of the suspension bracket connection. The extension surface protrudes outward, with the upper end of the extension surface connected to the lower end of the first limiting surface and the lower end of the extension surface connected to the upper end of the first limiting surface. A portion of the bottom end of the buffer pad protrudes downward.

[0005] The assembly method includes the following steps: S1, the front hollow part of the buffer pad is fitted onto the suspension bracket arm; S2, it is pushed to the third limiting surface position and fits against the suspension bracket to form the engine bracket and buffer pad sub-assembly; S3, the inner side of the suspension housing is provided with a damping component, the engine bracket and buffer pad sub-assembly are pressed into the damping component, so that the lower end of the first limiting surface fits against the damping component, and the upper end of the second limiting surface fits against the damping component to form the powertrain suspension assembly.

[0006] The buffer pad has two straight sides.

[0007] The lower end of the first limiting surface contour bends outward to form an "L" shape.

[0008] The second limiting surface has an upper end that bends outward and a lower end that slopes inward.

[0009] The third limiting surface has a vertical upper end, an inward concave middle end, and an outward sloping lower end.

[0010] The outer contour of the buffer pad is chamfered.

[0011] Step S3 further includes leaving a gap between the upper end of the first limiting surface and the suspension housing, and leaving a gap between the lower end of the second limiting surface and the suspension housing.

[0012] Compared with existing technologies, the buffer pad of this invention is installed between the suspension bracket and the suspension housing and will not fall off. When the powertrain displacement is too large and impacts the suspension housing, the buffer pad can provide a buffering and vibration isolation function. It is simple to assemble, low in cost, and reliable in performance. Attached Figure Description

[0013] Figure 1 This is a front view of the cushioning pad in this embodiment;

[0014] Figure 2 This is a side view of the buffer pad in this embodiment;

[0015] Figure 3 This is a side view of the engine connecting bracket and buffer pad assembly in this embodiment;

[0016] Figure 4 This is a cross-sectional view of the engine connecting bracket and buffer pad assembly in this embodiment;

[0017] Figure 5 This is a cross-sectional view of the powertrain mounting assembly in this embodiment;

[0018] Figure 6 This is a side view of the powertrain mount assembly in this embodiment;

[0019] See Figures 1 to 6 1. Buffer pad; 2. Suspension bracket; 3. Suspension bracket arm; 4. Suspension housing; 5. Vibration damping component; 6. First limiting surface; 7. Second limiting surface; 8. Third limiting surface. Detailed Implementation

[0020] The present invention will now be further described with reference to the accompanying drawings.

[0021] like Figures 1 to 6A type of automotive powertrain suspension buffer pad, wherein the buffer pad 1 is integrally formed, the front of the buffer pad 1 has a hollow center, the hollow shape of which fits the outer contour of the suspension bracket arm 3, and an extension surface is provided outward along the hollow shape. The upper end of the front of the buffer pad 1 has a first limiting surface 6, the shape of which fits the outer contour of the upper end connection of the suspension housing 4. The lower end of the front of the buffer pad 1 has a second limiting surface 7, the shape of which fits the outer contour of the lower end connection of the suspension housing 4. The back of the buffer pad 1 has a third limiting surface 8, the shape of which fits the outer contour of the connection of the suspension bracket 2. The extension surface protrudes outward, the upper end of the extension surface is connected to the lower end of the first limiting surface 6, the lower end of the extension surface is connected to the upper end of the second limiting surface 7, and a portion of the bottom end of the buffer pad 1 protrudes downward.

[0022] The assembly method includes the following steps: S1, the front hollow part of the buffer pad 1 is fitted onto the suspension bracket arm 3; S2, it is pushed to the position of the third limiting surface 8 and fits against the suspension bracket 3 to form the engine bracket and buffer pad sub-assembly; S3, the inner side of the suspension housing 4 is provided with a vibration damping component 5, and the engine bracket and buffer pad sub-assembly are pressed into the vibration damping component 5, so that the lower end of the first limiting surface 6 fits against the vibration damping component 5, and the upper end of the second limiting surface 7 fits against the vibration damping component 5 to form the powertrain suspension assembly.

[0023] The connection between the buffer pad 1 and the suspension bracket 2 and suspension bracket arm 3 has an interference fit of 0.5mm, which increases the rigidity and stability of the connection, improves the shock resistance and deformation resistance of the assembly, reduces noise and vibration, and extends the service life of the product.

[0024] The left and right sides of the buffer pad 1 are straight, making the edges smoother and reducing friction and resistance during assembly.

[0025] The lower end of the first limiting surface 6 bends outward to form an "L" shape.

[0026] The second limiting surface 7 has an outline that bends outward at the top and tilts inward at the bottom.

[0027] The third limiting surface 8 has a vertical upper end, an inward concave middle end, and an outward sloping lower end.

[0028] The outer contour of the buffer pad 1 is chamfered to reduce collisions and damage to parts during assembly.

[0029] Step S3 also includes leaving a gap between the upper end of the first limiting surface 6 and the suspension housing 4 and a gap between the lower end of the second limiting surface 7 and the suspension housing 4, so as to allow space for assembly errors and displacement of the suspension housing 4 and the vibration damping component 5.

[0030] When the powertrain jumps upward, the first limiting surface 6 provides lateral buffering; when the powertrain jumps downward, the upper end of the second limiting surface 7 provides longitudinal buffering; when the powertrain moves laterally, the lower end of the second limiting surface 7 provides lateral buffering. In general, the buffer pad can provide buffering and vibration isolation for the displacement of the powertrain caused by different operating conditions.

Claims

1. A powertrain suspension buffer pad, characterized in that: The buffer pad (1) is integrally formed. The buffer pad (1) has a hollow center on the front, and the hollow shape fits the outer contour of the suspension bracket arm (3). An extension surface is provided outward along the hollow shape. The upper end of the front of the buffer pad (1) has a first limiting surface (6), and the shape of the first limiting surface (6) fits the outer contour of the upper end connection of the suspension housing (4). The lower end of the front of the buffer pad (1) has a second limiting surface (7), and the shape of the second limiting surface (7) fits the outer contour of the lower end connection of the suspension housing (4). The back of the buffer pad (1) has a third limiting surface (8), and the shape of the third limiting surface (8) fits the outer contour of the connection of the suspension bracket (2). The extension surface protrudes outward. The upper end of the extended surface is connected to the lower end of the first limiting surface (6), and the lower end of the extended surface is connected to the upper end of the second limiting surface (7). A portion of the bottom end of the buffer pad (1) protrudes downward. The assembly method includes the following steps: S1, the front hollow part of the buffer pad (1) is fitted onto the suspension bracket arm (3); S2, it is pushed to the position of the third limiting surface (8) and fits against the suspension bracket (3) to form the engine bracket and buffer pad sub-assembly; S3, the suspension housing (4) is provided with a vibration damping component (5), and the engine bracket and buffer pad sub-assembly are pressed into the vibration damping component (5) so that the lower end of the first limiting surface (6) fits against the vibration damping component (5), and the upper end of the second limiting surface (7) fits against the vibration damping component (5) to form the powertrain suspension assembly.

2. The powertrain suspension buffer pad according to claim 1, characterized in that: The buffer pad (1) has straight sides on both sides.

3. The powertrain suspension buffer pad according to claim 1, characterized in that: The lower end of the first limiting surface (6) bends outward to form an "L" shape.

4. A powertrain suspension buffer pad according to claim 1, characterized in that: The second limiting surface (7) has an outline that bends outward at the top and tilts inward at the bottom.

5. A powertrain suspension buffer pad according to claim 1, characterized in that: The third limiting surface (8) has a vertical upper end, an inward concave middle end, and an outward sloping lower end.

6. A powertrain suspension buffer pad according to claim 1, characterized in that: The outer contour of the buffer pad (1) is chamfered.

7. A powertrain suspension buffer pad according to claim 1, characterized in that: Step S3 further includes a gap between the upper end of the first limiting surface (6) and the suspension housing (4) and a gap between the lower end of the second limiting surface (7) and the suspension housing (4).

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