A method for installing a front shock absorber in an engine vibration damping system

Abstract

This invention provides a method for installing a front vibration damper in an engine vibration damping system, comprising the following steps: S1, connecting the front vibration damper to the engine and installing the front vibration damper on the engine using the engine mounting interface; S2, moving the engine and bringing the front vibration damper closer to the engine mounting frame, and connecting the front vibration damper and the engine mounting frame using the frame mounting interface; S3, connecting one end of the ball joint connecting rod to the torque compensation device mounting interface, and connecting the other end of the ball joint connecting rod to the actuator of the torque compensation device. The engine vibration damper front vibration damper installation method proposed in this invention can achieve the assembly and connection between the front vibration damper, engine, engine mounting frame, and torque compensation device within a relatively limited space. The installation process is convenient for adjustment and alignment, and is simple and efficient.

Description

Technical Field

[0001] This invention relates to the field of vibration reduction in transmission power systems, specifically a method for installing a front-side vibration damper in an engine vibration reduction system. Background Technology

[0002] In some power systems, the engine, as the power source, generates vibrations in all directions. To suppress these vibrations and improve comfort and system stability, vibration damping units or engine mounts are needed to provide flexible support for the engine. Generally, engine mounts mainly consist of rubber vibration damping pads and metal mounting components such as frames or supports. The rubber vibration damping pads primarily suppress vibrations, while the metal mounting components such as frames or supports connect the engine or engine mounting frame and secure the entire mount while transmitting engine vibrations. In actual installation, the engine is heavy, and the space between it and the engine mounting frame is relatively small. Therefore, it is necessary to design reasonable mounting interfaces and installation methods to achieve efficient and accurate mount installation.

[0003] A search revealed existing technical documents related to shock absorbers or mounts. For example, the utility model authorization announcement document with publication number "CN221097336U" entitled "An Engine Front Mount Shock Absorber" relates to a shock absorber, particularly an engine front mount shock absorber, comprising: an upper connecting plate; a lower connecting plate having a limiting hole and being disposed opposite to the upper connecting plate; a shock-absorbing rubber having a shock-absorbing hole, the two ends of which are respectively connected to the upper connecting plate and the lower connecting plate, the shock-absorbing hole communicating with the limiting hole; a limiting post disposed on the upper connecting plate and movably inserted into the shock-absorbing hole and the limiting hole; and a limiting plate disposed on the limiting post and located below the lower connecting plate, the limiting plate being larger than the limiting hole.

[0004] For example, the invention patent publication document with publication number "CN101852266A" and title "Engine Mount Pad Assembly" relates to an engine mount pad assembly for mounting an engine to a vehicle body. It consists of an upper mounting plate, a lower mounting plate, rubber pads, an upper limit plate, and a lower limit plate. The rubber pads are located between the upper and lower mounting plates and are integrated with them. The upper limit plates are vertically fixed downwards to the left and right sides of the upper mounting plate, and the lower limit plates are vertically fixed upwards to the front and rear sides of the lower mounting plate. Studs are vertically fixed to the upper mounting plate, and mounting holes are provided on the lower mounting plate. The technical solutions disclosed in the above prior art documents do not disclose specific mounting methods. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a method for installing a front damper in an engine vibration damping system. The front damper includes a first damping component and a second damping component, and also includes a support. The support has a vertically extending mounting plate and an engine mounting interface. One end of the first damping component has a frame mounting interface, and one end of the mounting plate has a torque compensation device mounting interface. The method includes the following steps:

[0006] S1, connect the front shock absorber to the engine, and install the front shock absorber on the engine using the engine mounting interface;

[0007] S2, move the engine and bring the front shock absorber close to the engine mounting frame, and connect the front shock absorber and the engine mounting frame using the frame mounting interface;

[0008] S3 connects one end of the ball joint link to the torque compensation device mounting interface, and connects the other end of the ball joint link to the actuator of the torque compensation device.

[0009] Furthermore, in step S3, after connecting one end of the ball joint link to the torque compensation device mounting interface, the angle of the ball joint link is adjusted according to the actuator position of the torque compensation device, and then the other end of the ball joint link is connected to the actuator of the torque compensation device.

[0010] Furthermore, a connecting rod mounting hole is provided on the side of the mounting plate as an interface for mounting the torque compensation device. A screw mounting through hole is also provided in the vertical direction of the connecting rod mounting hole. In step S3, after one end of the ball joint connecting rod is inserted into the connecting rod mounting hole, the ball joint connecting rod is fixed in the connecting rod mounting hole with a bolt.

[0011] Furthermore, before inserting one end of the ball joint connecting rod into the connecting rod mounting hole, a limiting bushing and a first wear-resistant bushing are first coaxially fitted into the screw mounting through hole, and then one end of the ball joint connecting rod is inserted into the connecting rod mounting hole.

[0012] Furthermore, the mounting plate also has a nut mounting hole perpendicular to the screw mounting through hole. Before fixing one end of the ball joint connecting rod with bolts, a nut is placed through the nut mounting hole, and the bolts are used in conjunction with the nut to fix one end of the ball joint connecting rod in the connecting rod mounting hole.

[0013] Furthermore, the first damping component has a first base, on which a first rubber body is symmetrically vulcanized and connected; the second damping component has a second base, on which a second rubber body is symmetrically vulcanized and connected. In step S2, the first and second damping components are pre-compressed. Specifically, a force F is applied to the first or second base to reduce the distance between the first and second bases by a pre-compression amount ΔH, so that both the first and second rubber bodies are in a compressed state. Then, the front damper and the engine mounting frame are connected to maintain the pre-compression amount ΔH.

[0014] Furthermore, a hollow sleeve for limiting is provided between the first base and the second base. The bottom end of the hollow sleeve abuts against the first base, and the distance between the top end of the hollow sleeve and the second base is a pre-compression amount ΔH. When a force F is applied, the second base and the top end of the hollow sleeve abut against each other to complete the pre-compression amount ΔH.

[0015] Furthermore, a fixing screw is provided and extends through the second base and into the hollow sleeve. The end of the fixing screw passes through the mounting surface. By rotating the fixing screw, a force F is applied to reduce the gap between the first base and the second base and finally lock the pre-compression amount ΔH.

[0016] Furthermore, a first through hole is opened in the center of the mounting plate, and a second through hole and a third through hole are opened in the center of the first vibration damping component and the second vibration damping component, respectively. In step S1, the front vibration damper is first assembled, specifically by connecting the first vibration damping component to the side of the mounting plate, then the hollow sleeve is sequentially passed through the first through hole and the second through hole and extends out from the second through hole, then the second vibration damping component is connected to the other side of the mounting plate, and finally the fixing screw is passed through the third through hole and the hollow sleeve and extends out from the end of the hollow sleeve.

[0017] Furthermore, before the hollow sleeve is passed through the first through hole and the second through hole in sequence, the second wear-resistant sleeve is first coaxially sleeved in the second through hole.

[0018] Compared with the prior art, the technical solution of this application has the following beneficial effects: The engine vibration reduction system front damper installation method proposed in this invention can realize the assembly and connection between the front damper, engine, engine mounting frame and torque compensation device in a relatively limited space. The installation process is convenient to adjust and align and is simple and efficient. Attached Figure Description

[0019] Figure 1 : Installation diagram of the engine front shock absorber;

[0020] Figure 2 : Schematic diagram of ball joint linkage installation;

[0021] Figure 3 : Schematic diagram of the front shock absorber assembly;

[0022] Figure 4 : Schematic diagram of the split structure of the front shock absorber;

[0023] Figure 5 : Sectional view of the support;

[0024] Figure 6 : Axial cross-sectional view of the engine front shock absorber along the hollow sleeve;

[0025] Figure 7 : Cross-sectional view of the engine front shock absorber along the axis of the mounting plate;

[0026] Figure 8 : Schematic diagram of the overall structure of the front shock absorber;

[0027] Figure 9 : Schematic diagram of the pre-compression method. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] A method for installing a front damper in an engine vibration damping system, the front damper comprising a first damping component 1 and a second damping component 2, and a support 3, the support 3 having a vertically extending mounting plate 31, the support 3 having an engine mounting interface, one end of the first damping component 1 having a frame mounting interface, and one end of the mounting plate 31 having a torque compensation device mounting interface, comprising the following steps:

[0030] S1, connect the front shock absorber to the engine, and install the front shock absorber on the engine using the engine mounting interface;

[0031] S2, move the engine and bring the front shock absorber close to the engine mounting frame, and connect the front shock absorber and the engine mounting frame using the frame mounting interface;

[0032] S3, connect one end of the ball joint link 5 to the torque compensation device mounting interface, and connect the other end of the ball joint link 5 to the actuator of the torque compensation device.

[0033] For details, please refer to [link / reference]. Figure 1The front shock absorber is first connected to the engine to facilitate alignment between them. The engine is heavy and bulky, making movement inconvenient. After the front shock absorber and engine are properly connected, the engine can be hoisted and moved to the vicinity of the engine mounting frame. The front shock absorber and engine mounting frame are then connected via the frame mounting interface. Once the front shock absorber and engine mounting frame are connected, their positions are essentially fixed and cannot be significantly moved for alignment. Therefore, by utilizing the universal joint at both ends of the ball joint link 5, the actuator of the torque compensation device can be accurately and smoothly connected to the front shock absorber.

[0034] In a more preferred embodiment, in step S3, after connecting one end of the ball joint link 5 to the torque compensation device mounting interface, the angle of the ball joint link 5 is adjusted according to the actuator position of the torque compensation device, and then the other end of the ball joint link 5 is connected to the actuator of the torque compensation device.

[0035] In a more preferred embodiment, see Figure 2 The mounting plate 31 has a connecting rod mounting hole 313 on its side as an interface for mounting the torque compensation device. A screw mounting through hole 314 is also provided vertically in the connecting rod mounting hole 313. In step S3, after inserting one end of the ball joint connecting rod 5 into the connecting rod mounting hole 313, a bolt is used to fix one end of the ball joint connecting rod 5 in the connecting rod mounting hole 313. As described above, the connection of the torque compensation device requires the front shock absorber to have a certain degree of freedom for alignment. Therefore, after connecting one end of the ball joint connecting rod 5, adjusting the angle of the ball joint connecting rod 5 will smoothly complete the alignment and achieve the actuator connection of the torque compensation device.

[0036] In a more preferred embodiment, before inserting one end of the ball joint connecting rod 5 into the connecting rod mounting hole 313, a limiting bushing 315 and a second wear-resistant sleeve 318 are first coaxially fitted into the screw mounting through hole 314, and then one end of the ball joint connecting rod 5 is inserted into the connecting rod mounting hole 313. The limiting bushing 315, fitted into the screw mounting through hole 314, can axially limit the end of the ball joint connecting rod 5, while the second wear-resistant sleeve 318 serves as a wear-resistant component, preventing wear between the limiting bushing 315, the ball joint connecting rod 5, and the screw from affecting the service life of the entire front shock absorber.

[0037] In a more preferred embodiment, after the front shock absorber is connected to the engine, the bottom surface of the support 3 is flush with the engine, leaving no extra space for bolt tightening and nut placement and tightening. Therefore, the mounting plate 31 also has a nut mounting hole 317 perpendicular to the screw mounting through hole 314. Before fixing one end of the ball joint connecting rod 5 with bolts, a nut is placed through the nut mounting hole 317, and the bolts are used to fix one end of the ball joint connecting rod 5 into the connecting rod mounting hole 313. This way, space other than the front shock absorber body is not occupied; the nut is placed through the nut mounting hole 317, and the ball joint connecting rod 5 can be installed and connected by using the screws.

[0038] In a more preferred embodiment, see Figure 6 and Figure 9 The first damping component 1 has a first base 13, on which a first rubber body 14 is symmetrically vulcanized and connected. The second damping component 2 has a second base 23, on which a second rubber body 24 is symmetrically vulcanized and connected. In step S2, the first damping component 1 and the second damping component 2 are pre-compressed. Specifically, a force F is applied to the first base 13 or the second base 23 to reduce the distance between the first base 13 and the second base 23 by a pre-compression amount ΔH, so that both the first rubber body 14 and the second rubber body 24 are in a compressed state. Then, the front damper and the engine mounting frame are connected to maintain the pre-compression amount ΔH.

[0039] The first damping component 1 and the second damping component 2 are symmetrically arranged relative to the mounting plate 31. When the front damper is subjected to vibration load from the engine, the mounting plate 31 transfers the vibration load to the first rubber body 14 and the second rubber body 24, buffering the vibration load through the flexible support of the rubber bodies. If the first rubber body 14 and the second rubber body 24 are in a free state initially, if one rubber body is compressed, the other will be subjected to tensile deformation. In the method provided in this embodiment, when the front damper is installed on the mounting surface S, by continuously applying a force F to the first base 13 or the second base 23, the distance between the first base 13 and the second base 23 is shortened by a pre-compression amount ΔH. That is, the first rubber body 14 and the second rubber body 24 will generate a pre-compression amount ΔH in the direction of the force F. When this pre-compression amount ΔH is locked, the first rubber body 14 and the second rubber body 24 are in a compressed state in the initial state, and even if they are deformed by load, both rubber bodies are subjected to compressive deformation. It is understandable that the pre-compression amount ΔH should not be less than the deformation of the first rubber body 14 and the second rubber body 24 under the maximum load.

[0040] In a more preferred embodiment, a hollow sleeve 32 for limiting is provided between the first base 13 and the second base 23. The bottom end of the hollow sleeve 32 abuts against the first base 13, and the distance between the top end of the hollow sleeve 32 and the second base 23 is a pre-compression amount ΔH. When a force F is applied, the second base 23 and the top end of the hollow sleeve 32 come into contact, thus completing the pre-compression amount ΔH. The control of the pre-compression amount ΔH is crucial. In this embodiment, the top end of the hollow sleeve 32 can play a precise limiting role. When a force F is applied until the second base 23 and the top end of the hollow sleeve 32 contact, the pre-compression of the first rubber body 14 and the second rubber body 24 is completed.

[0041] In a more preferred embodiment, a fixing screw 312 is provided, which passes through the second base 23 and extends from within the hollow sleeve 32. The end of the fixing screw 312 passes through the mounting surface S. By rotating the fixing screw 312, a force F is applied, reducing the distance between the first base 13 and the second base 23 and ultimately locking the pre-compression amount ΔH. During pre-compression, the fixing screw 312 can be rotated. Threads or opposing nuts can be provided on the mounting surface S. The pre-compression process is completed when the fixing screw 312 is rotated until the second base 23 and the top of the hollow sleeve 32 contact each other.

[0042] In a more preferred embodiment, see Figure 3 and Figure 4 A first through hole 311 is formed in the center of the mounting plate 31. A second through hole 11 and a third through hole 21 are formed in the center of the first damping component 1 and the second damping component 2, respectively. In step S1, the front damper is first assembled, specifically by connecting the first damping component 1 to the side of the mounting plate 31. Then, a hollow sleeve 32 is sequentially inserted through the first through hole 311 and the second through hole 11, extending out from the second through hole 11. The second damping component 2 is then connected to the other side of the mounting plate 31. Finally, a fixing screw 312 is inserted through the third through hole 21 and the hollow sleeve 32, extending out from the end of the hollow sleeve 32. The hollow sleeve 32 has a limiting step 321 that engages and limits the movement of the second through hole 11. The fixing screw 312 penetrates from the top surface of the second base 23 and extends out from one end of the hollow sleeve 32. The extended end of the fixing screw 312 can fix the entire front damper to the engine mounting frame.

[0043] In a more preferred embodiment, before the hollow sleeve 32 is sequentially passed through the first through hole 311 and the second through hole 11, the first wear-resistant sleeve 12 is first coaxially fitted inside the second through hole 11. The inner wall of the first wear-resistant sleeve 12 is in contact with the outer wall of the hollow sleeve 32. Generally, in order to reduce weight as much as possible, the material of the first base 13 of the first vibration damping assembly 1 may not have good wear resistance. Therefore, the first wear-resistant sleeve 12 has better wear resistance to prevent excessive wear of the first base 13. The first wear-resistant sleeve 12 can be replaced as a consumable part.

[0044] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0045] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for installing a front damper in an engine vibration damping system, the front damper comprising a first damping component (1) and a second damping component (2), and further comprising a support (3), the support (3) having a vertically extending mounting plate (31), the support (3) having an engine mounting interface, one end of the first damping component (1) having a frame mounting interface, and one end of the mounting plate (31) having a torque compensation device mounting interface, characterized in that, Includes the following steps: S1, connect the front shock absorber to the engine, and install the front shock absorber on the engine using the engine mounting interface; S2, move the engine and bring the front shock absorber close to the engine mounting frame, and connect the front shock absorber and the engine mounting frame using the frame mounting interface; S3, connect one end of the ball joint link (5) to the torque compensation device mounting interface, and connect the other end of the ball joint link (5) to the actuator of the torque compensation device; In step S3, after connecting one end of the ball joint link (5) to the torque compensation device mounting interface, the angle of the ball joint link (5) is adjusted according to the position of the actuator of the torque compensation device, and then the other end of the ball joint link (5) is connected to the actuator of the torque compensation device. The mounting plate (31) has a connecting rod mounting hole (313) on its side as a torque compensation device mounting interface. The connecting rod mounting hole (313) also has a screw mounting through hole (314) in the vertical direction. In step S3, after one end of the ball joint connecting rod (5) is inserted into the connecting rod mounting hole (313), the ball joint connecting rod (5) is fixed in the connecting rod mounting hole (313) with a bolt. Before inserting one end of the ball joint connecting rod (5) into the connecting rod mounting hole (313), first, the limiting bushing (315) and the first wear-resistant sleeve (12) are coaxially fitted into the screw mounting through hole (314), and then one end of the ball joint connecting rod (5) is inserted into the connecting rod mounting hole (313).

2. The method for installing the front damper of the engine vibration damping system as described in claim 1, characterized in that, The mounting plate (31) also has a nut mounting hole (317) perpendicular to the screw mounting through hole (314). Before fixing one end of the ball joint connecting rod (5) with a bolt, a nut is placed through the nut mounting hole (317). The bolt is used to fix one end of the ball joint connecting rod (5) in the connecting rod mounting hole (313).

3. The method for installing the front damper of the engine vibration damping system as described in claim 1, characterized in that, The first damping component (1) has a first base (13), on which a first rubber body (14) is symmetrically vulcanized and connected; the second damping component (2) has a second base (23), on which a second rubber body (24) is symmetrically vulcanized and connected; in step S2, the first damping component (1) and the second damping component (2) are pre-compressed first, specifically by applying a force F to the first base (13) or the second base (23) to reduce the distance between the first base (13) and the second base (23) by a pre-compression amount ΔH so that the first rubber body (14) and the second rubber body (24) are both in a compressed state; then the front damper and the engine mounting frame are connected to maintain the pre-compression amount ΔH.

4. The method for installing the front damper of the engine vibration damping system as described in claim 3, characterized in that, A hollow sleeve (32) for limiting is provided between the first base (13) and the second base (23). The bottom end of the hollow sleeve (32) abuts against the first base (13), and the distance between the top end of the hollow sleeve (32) and the second base (23) is the pre-compression amount ΔH. When the force F is applied, the second base (23) and the top end of the hollow sleeve (32) abut against each other to complete the pre-compression amount ΔH.

5. The method for installing the front damper of the engine vibration damping system as described in claim 4, characterized in that, A fixing screw (312) is provided and passes through the second base (23) and extends from the hollow sleeve (32). The end of the fixing screw (312) passes through the mounting surface (S). By rotating the fixing screw (312), a force F is applied to reduce the gap between the first base (13) and the second base (23) and finally lock the pre-compression amount ΔH.

6. The method for installing the front damper of the engine vibration damping system as described in claim 5, characterized in that, The mounting plate (31) has a first through hole (311) in the center. The first damping component (1) and the second damping component (2) have a second through hole (11) and a third through hole (21) in the center, respectively. In step S1, the front damper is assembled first. Specifically, the first damping component (1) is connected to the side of the mounting plate (31). Then, the hollow sleeve (32) is passed through the first through hole (311) and the second through hole (11) in sequence and extends out from the second through hole (11). Then, the second damping component (2) is connected to the other side of the mounting plate (31). Finally, the fixing screw (312) is passed through the third through hole (21) and the hollow sleeve (32) and extends out from the end of the hollow sleeve (32).

7. The method for installing the front damper of the engine vibration damping system as described in claim 6, characterized in that, Before passing the hollow sleeve (32) through the first through hole (311) and the second through hole (11) in sequence, the first wear-resistant sleeve (12) is first coaxially sleeved in the second through hole (11).

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