Engine bracket assembly

Abstract

The invention relates to the technical field of engine supporting equipment, in particular to an engine bracket assembly which comprises a supporting assembly and a buffering assembly, the supporting assembly comprises a bracket and a supporting piece, the supporting piece comprises a supporting plate and a sliding plate, the supporting plate and the sliding plate are both parallel to the bottom of the bracket, and a gap is reserved between the supporting plate and the bottom of the bracket; the sliding plate is slidably connected to the supporting plate. The buffering assembly comprises four buffering pieces and a second adjusting piece, the four buffering pieces are all located on the side, away from the supporting plate, of the sliding plate, each buffering piece comprises a clamping plate, the clamping plates are perpendicular to the sliding plate, the four clamping plates form a clamping area for clamping an engine, and the second adjusting piece is close to the side, away from the sliding plate, of the supporting plate. The second adjusting part comprises a weight box and a plurality of balancing weights, a bottom plate is connected to the bottom of the bracket, the weight box is slidably connected to the bottom plate, the sliding direction of the weight box is opposite to the sliding direction of the sliding plate, and the balancing weights are all located in the weight box; the application has the effect of improving the stability of the system.

Description

Technical Field

[0001] This application relates to the technical field of engine support equipment, and in particular to an engine bracket assembly. Background Art

[0002] The main function of the engine bracket is to support and fix the engine, facilitating the assembly, transportation and storage of engine accessories. Its stability, heat dissipation performance and installation convenience directly affect the working efficiency and service life of the engine. With the development of modern industry, especially the increasing requirements for engine performance in fields such as construction machinery, vehicles and generator sets, the role of the engine bracket becomes more and more important.

[0003] In the prior art, in order to achieve stable installation and convenient maintenance of the engine, various means are usually adopted for design. For example, the overall strength of the bracket is improved by adding support structures; the engine is fixed by using threaded connections or clamping devices; buffer protection is provided by springs or other elastic elements; and heat dissipation devices are set to reduce the temperature accumulation during engine operation. In addition, some solutions also combine methods such as gear transmission and sliding guide rails to make the bracket have certain adjustability to adapt to the needs of engines of different models or sizes. Although these methods have different focuses, they all aim to improve the functionality and applicability of the bracket.

[0004] In view of the above related technologies, especially when facing large or heavy engines, traditional brackets often have difficulty in meeting multiple requirements such as high-strength support, precise adjustment and effective shock absorption at the same time. In particular, the high-frequency vibrations generated during engine operation may cause the fixing devices to loosen or break, thereby affecting the stability of the entire system. Therefore, how to improve the stability of the system to achieve better support effects and anti-vibration performance has become a technical problem to be solved urgently. Summary of the Invention

[0005] In order to facilitate improving the stability of the system, this application provides an engine bracket assembly.

[0006] The engine bracket assembly provided by this application adopts the following technical solutions: An engine bracket assembly includes a support component and a buffer component. The support component includes a bracket and a support member. The support member includes a support plate and a sliding plate. Both the support plate and the sliding plate are located inside the bracket. Both the support plate and the sliding plate are arranged parallel to the bottom of the bracket. The support plate is connected to the bracket, and there is a gap between the support plate and the bottom of the bracket. The sliding plate is slidably connected to the support plate. The sliding direction of the sliding plate is the same as the setting direction of the support plate, and the sliding plate can slide out of the bracket. The buffer assembly includes four buffer members and a second adjusting member. The four buffer members are all located on the side of the sliding plate away from the support plate, and the four buffer members are evenly distributed along the circumferential direction of the sliding plate. Each buffer member includes a clamping plate which is perpendicular to the sliding plate. The four clamping plates form a clamping area for clamping the engine. The second adjusting member is close to the side of the support plate away from the sliding plate. The second adjusting member includes a counterweight box and a plurality of counterweight blocks. The bottom of the bracket is connected with a bottom plate, and the counterweight box is slidably connected to the bottom plate. The sliding direction of the counterweight box is opposite to the sliding direction of the sliding plate, and the plurality of counterweight blocks are all located inside the counterweight box.

[0007] By adopting the above technical solution, the cooperation of the bracket with the support plate and the sliding plate realizes the stable support of the engine. At the same time, the design that the sliding plate can slide out of the bracket is convenient for the installation and maintenance of the engine. The clamping plates in the four buffer members are evenly distributed along the circumferential direction of the sliding plate to form a clamping area, which can adapt to engines of different sizes and provide a stable clamping effect. The counterweight box in the second adjusting member slides on the bottom plate in the direction opposite to the movement direction of the sliding plate, thereby effectively adjusting the center of gravity of the entire bracket assembly, enhancing the system stability, and avoiding the inclination or damage of the device caused by the vibration of the engine. The setting of a plurality of counterweight blocks in the counterweight box can be flexibly adjusted according to the weight of the engine, further improving the applicability and anti-vibration performance of the bracket.

[0008] In a specific feasible implementation, the buffer assembly further includes a sliding member. The sliding member includes a gear and a first rack. The gear is located at the bottom of the support plate, and the axial direction of the gear is parallel to the setting direction of the support plate. The setting direction of the first rack is consistent with the setting direction of the sliding plate. The first rack is connected to the bottom of the sliding plate. The support plate is provided with a through groove for the gear to pass through, and the gear meshes with the first rack after passing through the through groove.

[0009] By adopting the above technical solution, the setting of the sliding member can realize the stable sliding of the sliding plate relative to the support plate. Specifically, the meshing transmission structure of the gear and the first rack makes the sliding of the sliding plate more accurate and stable, effectively improving the operation convenience of the bracket. At the same time, this structural design can also enhance the overall stability of the bracket. When the sliding plate slides out of the bracket, it provides a larger operating space for the installation and maintenance of the engine and ensures the reliability of the system.

[0010] In a specific feasible implementation, the sliding member further includes a plurality of first telescopic rods. The plurality of first telescopic rods are all located at the front end of the support plate close to the sliding direction of the sliding plate. The first telescopic rods are arranged parallel to the support plate, and the plurality of first telescopic rods are arranged parallel to each other. One end of the first telescopic rod is connected to the support plate, and the other end is connected to the sliding plate.

[0011] By adopting the above technical solution, the arrangement of multiple first telescopic rods can enhance the connection stability between the sliding plate and the support plate; the specific effects include: when the sliding plate is sliding, the first telescopic rods can expand and contract with the movement of the sliding plate, thereby effectively preventing the sliding plate from shifting or shaking, ensuring the smooth movement of the sliding plate within the bracket; in addition, when the sliding plate slides out of the bracket, the first telescopic rods can provide additional support force to the sliding plate, increasing the load-bearing capacity of the sliding plate, and avoiding the sliding plate from sagging or being damaged due to overloading, thereby improving the structural reliability of the entire bracket assembly.

[0012] In a specific feasible implementation, the second adjusting member further includes a second rack, a guiding groove is formed on the bottom plate, the setting direction of the guiding groove is consistent with the sliding direction of the sliding plate, the second rack is located within the guiding groove, the setting direction of the second rack is consistent with the setting direction of the guiding groove, the second rack is slidably connected to the bottom plate, the second rack can be engaged with the gear, and the counterweight box is connected to the second rack.

[0013] By adopting the above technical solution, when the second rack is engaged with the gear, it can drive the second rack to slide along the guiding groove by rotating the gear, thereby driving the counterweight box to move accordingly; this design enables the position of the counterweight box to be flexibly adjusted according to the weight and position of the engine, thereby adjusting the center of gravity of the entire bracket assembly and improving the stability of the bracket under different working conditions; at the same time, the sliding direction of the counterweight box is opposite to that of the sliding plate, which can prevent the device from tilting when the sliding plate extends out of the bracket, ensuring the safety and reliability of the operation.

[0014] In a specific feasible implementation, the buffer assembly further includes a lifting member, the lifting member includes a sleeve, a threaded rod, a second telescopic rod and two moving blocks, the sleeve is vertically connected to the side of the support plate close to the bottom plate, the threaded rod is coaxially arranged with the sleeve, one end of the threaded rod is inserted into the end of the sleeve away from the support plate, the threaded rod is threadedly connected to the sleeve, the threaded rod and the sleeve form a lifting rod, the second telescopic rod and the sleeve are distributed along the length direction of the second rack, one end of the second telescopic rod is connected to the support plate, one of the moving blocks corresponds to the threaded rod, the other moving block corresponds to the second telescopic rod, the moving block corresponding to the threaded rod is rotatably connected to the end of the threaded rod away from the sleeve, the moving block corresponding to the second telescopic rod is connected to the end of the second telescopic rod away from the support plate, the second rack sequentially passes through the two moving blocks, and the second rack is sequentially slidably connected to the two moving blocks.

[0015] By adopting the above technical solution, the setting of the lifting member can achieve the engagement or separation of the second rack and the gear, so as to synchronously adjust the positions of the sliding plate and the counterweight box when needed. Specifically, the lifting rod formed by the sleeve and the threaded rod can adjust its length by screwing, thereby controlling the height of the second rack. When the second rack engages with the gear, rotating the gear can drive the sliding plate and the counterweight box to move simultaneously, ensuring the balance of the device; when the second rack is separated from the gear, the sliding plate and the counterweight box can be adjusted independently, providing greater flexibility. In addition, the cooperation of the second telescopic rod and the moving block enhances the structural stability and prevents deviation or jamming during the adjustment process.

[0016] In a specific feasible embodiment, the side wall of the moving block is attached to the wall of the guiding groove.

[0017] By adopting the above technical solution, the attachment of the side wall of the moving block to the wall of the guiding groove can ensure the stable sliding of the moving block in the guiding groove, avoid deviation or shaking of the moving block during movement, and thus improve the structural stability of the entire bracket assembly. This design effectively guarantees the accuracy of the position adjustment of the counterweight box and further enhances the reliability of the bracket in supporting the engine.

[0018] In a specific feasible embodiment, the buffer member further includes a buffer plate and a plurality of buffer springs. The buffer plate is located in the clamping area and corresponds to the clamping plate one by one. There is a buffer gap between the buffer plate and the clamping plate. The plurality of buffer springs are located in the buffer gap and are arranged from the buffer plate to the clamping plate. One end of the buffer spring is connected to the buffer plate, and the other end is connected to the clamping plate.

[0019] By adopting the above technical solution, the buffer springs between the buffer plate and the clamping plate can effectively absorb the vibration energy generated during the operation of the engine, thereby reducing the impact of vibration on the engine and the overall structure of the bracket and improving the stability of the system. At the same time, the setting of the buffer springs enables the clamping plate to adapt to the size change of the engine within a certain range, enhancing the reliability and applicability of the clamping and fixing. Specifically, the elastic characteristics of the buffer springs can provide a continuous pressing force to ensure the stability of the engine in the clamping area, avoid loosening or displacement caused by vibration, and thus extend the service life of the engine and its accessories.

[0020] In a specific feasible implementation, it further includes an adjustment component. The adjustment component includes four first adjustment members. Each first adjustment member includes a screw rod, a bevel gear, and a sliding seat. Four placement grooves are formed at the top of the sliding plate. The four placement grooves are distributed circumferentially along the sliding plate. The placement grooves are formed from the side of the sliding plate to the middle of the sliding plate. A receiving groove is formed in the middle of the sliding plate. The screw rods correspond to the placement grooves one by one. The screw rods are located in the placement grooves. The setting direction of the screw rods is the same as that of the placement grooves. Both ends of the screw rods are rotatably connected to the sliding plate. One end of the screw rod close to the receiving groove penetrates through the sliding plate and extends into the receiving groove. The bevel gears are located in the receiving groove. The screw rods are coaxially connected to the bevel gears. Two adjacent bevel gears are meshed with each other. After the sliding seat extends into the placement groove, it is threadedly connected to the screw rod. The sliding seat can slide along the length direction of the screw rod on the screw rod. The clamping plate is connected to the sliding seat.

[0021] By adopting the above technical solution, accurate clamping and fixing of the engine can be achieved. Specifically, the coordinated action of the four first adjustment members enables the clamping plate to accurately move along the length direction of the screw rod driven by the sliding seat, so as to adapt to the requirements of engines of different sizes. At the same time, due to the meshing relationship between adjacent bevel gears, rotating any one screw rod can synchronously drive the rotation of other screw rods, greatly improving the adjustment efficiency and consistency, and ensuring the stability and safety of the engine in the bracket. In addition, this design also simplifies the operation process, reduces the complexity of manual adjustment, and improves the practicability and reliability of the overall device.

[0022] In a specific feasible implementation, it further includes a heat dissipation component. The heat dissipation component includes a heat dissipation frame and a heat dissipation member. The heat dissipation frame is connected to one side of the bracket. The heat dissipation member is connected to the heat dissipation frame. The heat dissipation member is used for dissipating heat from the engine.

[0023] By adopting the above technical solution, the setting of the heat dissipation component can effectively reduce the heat accumulation generated by the engine during operation. Specifically, the heat dissipation frame is connected to one side of the bracket, providing a stable installation foundation for the heat dissipation member. The heat dissipation member directly acts on the engine, avoiding problems such as performance degradation or damage of the engine caused by overheating through heat dissipation operations, thereby improving the working efficiency and service life of the engine.

[0024] In a specific feasible implementation, a buffer pad is fixedly bonded to the side of the buffer plate away from the clamping plate.

[0025] By adopting the above technical solution, the buffer pad can directly contact the engine, effectively reducing the wear caused by vibration or impact during the operation of the engine, while enhancing the protection effect on the engine and extending the service life of the engine.

[0026] In summary, the present application includes at least one of the following beneficial technical effects: For the designed engine bracket assembly, the clamping plates in the four buffer members are evenly distributed circumferentially along the sliding plate to form a clamping area, which can adapt to engines of different sizes and provide a stable clamping effect. The counterweight box in the second adjusting member slides on the bottom plate in the direction opposite to the movement direction of the sliding plate, thereby effectively adjusting the center of gravity of the entire bracket assembly, enhancing the system stability, and avoiding tilting or damage of the device caused by engine vibration. The setting of multiple counterweight blocks in the counterweight box can be flexibly adjusted according to the weight of the engine, further improving the applicability and anti-vibration performance of the bracket.

[0027] For the designed engine bracket assembly, the meshing transmission structure between the gear and the first rack makes the sliding of the sliding plate more precise and stable, effectively improving the operation convenience of the bracket. At the same time, this structural design can also enhance the overall stability of the bracket. When the sliding plate slides out of the bracket, it provides a larger operating space for the installation and maintenance of the engine and ensures the reliability of the system.

[0028] For the designed engine bracket assembly, the elastic characteristics of the buffer spring can provide a continuous pressing force to ensure the stability of the engine in the clamping area, avoiding loosening or displacement caused by vibration, and thus extending the service life of the engine and its accessories. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic structural diagram of the first perspective in the embodiment of the present application.

[0030] Figure 2 is a schematic structural diagram of the sliding plate in this embodiment.

[0031] Figure 3 is a schematic structural diagram of the first perspective of the buffer assembly in this embodiment.

[0032] Figure 4 is a schematic structural diagram of the second perspective of the buffer assembly in this embodiment.

[0033] Figure 5 is a schematic structural diagram of the third perspective of the buffer assembly in this embodiment.

[0034] Figure 6 is a schematic structural diagram of the second perspective in this embodiment.

[0035] Description of reference numerals: 1, support assembly; 11, bracket; 111, base plate; 1111, guide groove; 12, support member; 121, support plate; 1211, through groove; 122, sliding plate; 1221, placement groove; 1222, accommodation groove; 1223, sliding groove; 123, support rod; 2, adjustment assembly; 21, first adjustment member; 211, screw; 212, bevel gear; 213, sliding seat; 22, driving member; 3, buffer assembly; 31, buffer member; 311, clamping plate; 312, buffer plate; 313, buffer spring; 32, sliding member; 321, gear; 322, first rack; 323, first telescopic rod; 324, driving rod; 3241, rotating seat; 33, second adjustment member; 331, second rack; 332, counterweight box; 333, counterweight block; 34, lifting member; 341, sleeve; 342, threaded rod; 343, second telescopic rod; 344, moving block; 4, heat dissipation assembly; 41, heat dissipation frame; 42, heat dissipation member. Detailed implementation manners

[0036] The following will Figure 1-6 describe the present application in further detail.

[0037] An embodiment of the present application discloses an engine bracket assembly.

[0038] Referring to Figure 1 , an engine bracket assembly includes a support assembly 1, an adjustment assembly 2, a buffer assembly 3 and a heat dissipation assembly 4, and the adjustment assembly 2, the buffer assembly 3 and the heat dissipation assembly 4 are all arranged on the support assembly 1.

[0039] Referring to Figure 1 , the support assembly 1 includes a bracket 11 and a support member 12. In this embodiment, the bracket 11 is a rectangular frame, and the support member 12 includes a support plate 121, a sliding plate 122 and a plurality of support rods 123. The support plate 121 and the sliding plate 122 are both located inside the bracket 11, and the support plate 121 and the sliding plate 122 are both arranged parallel to the bottom of the bracket 11. A gap is left between the support plate 121 and the bottom of the bracket 11. The plurality of support rods 123 are all located in the gap, and the support rods 123 are arranged perpendicular to the support plate 121. The plurality of support rods 123 are arranged parallel to each other. One end of the support rod 123 is welded to the support plate 121, and the other end is welded to the bottom of the bracket 11. The sliding plate 122 is located on the side of the support plate 121 away from the support rods 123. The sliding plate 122 is slidably connected to the support plate 121. The sliding direction of the sliding plate 122 is the same as the arrangement direction of the support plate 121, and the sliding plate 122 can slide out to the outside of the bracket 11.

[0040] Referring to Figure 1 and Figure 2, the adjusting assembly 2 is located on the side of the sliding plate 122 away from the bottom of the bracket 11. The adjusting assembly 2 includes four first adjusting members 21 and a driving member 22. The first adjusting member 21 includes a screw 211, a bevel gear 212 and a sliding seat 213. Four placing grooves 1221 are formed in the top of the sliding plate 122. The four placing grooves 1221 are distributed circumferentially along the sliding plate 122. The placing grooves 1221 are formed from the side of the sliding plate 122 to the middle of the sliding plate 122. A receiving groove 1222 is formed in the middle of the sliding plate 122. The screws 211 correspond to the placing grooves 1221 one by one. The screws 211 are located in the placing grooves 1221. The arrangement direction of the screws 211 is the same as that of the placing grooves 1221. Both ends of the screws 211 are rotatably connected to the sliding plate 122. One end of the screw 211 close to the receiving groove 1222 penetrates through the sliding plate 122 and extends into the receiving groove 1222. The bevel gear 212 is located in the receiving groove 1222, and the screw 211 is coaxially welded to the bevel gear 212. Adjacent two bevel gears 212 are meshed with each other. After the sliding seat 213 extends into the placing groove 1221, it is threadedly connected to the screw 211. The sliding seat 213 can slide along the length direction of the screw 211 on the screw 211. The top of the sliding seat 213 is flush with the top of the sliding plate 122. The driving member 22 is a handle. The handle is located on one side of the sliding plate 122. After the handle penetrates through the sliding plate 122, it is coaxially welded to the screw 211. The handle is rotatably connected to the sliding plate 122. When a person rotates the handle, the screw 211 can be driven to rotate.

[0041] Refer to Figure 2 , Figure 3 and Figure 4, the buffer assembly 3 includes four buffer members 31, a sliding member 32 and a second adjusting member 33. The buffer members 31 correspond to the screw rods 211 one by one. The buffer member 31 includes a clamping plate 311, a buffer plate 312 and a plurality of buffer springs 313. The clamping plate 311 is perpendicular to the sliding plate 122. The clamping plate 311 is fixedly connected to the sliding seat 213 by screws, and the clamping plate 311 can reciprocate along the length direction of the screw rod 211 with the sliding seat 213. The four clamping plates 311 form a clamping area for clamping the engine, and can clamp engines of different sizes. The buffer plate 312 is located in the clamping area and corresponds to the clamping plate 311 one by one. There is a buffer gap between the buffer plate 312 and the clamping plate 311. A plurality of buffer springs 313 are located in the buffer gap between the buffer plate 312 and the clamping plate 311. The buffer springs 313 are arranged from the buffer plate 312 to the clamping plate 311. One end of the buffer spring 313 is welded to the buffer plate 312, and the other end is welded to the clamping plate 311. In this embodiment, the buffer spring 313 is a compression spring. When the engine is located between the four buffer plates 312 and a person drives the handle to rotate, the screw rod 211 can be driven to rotate. At the same time, the buffer plate 312 moves synchronously with the clamping plate 311 and can clamp and fix the engine. A buffer pad is provided on the side of the buffer plate 312 away from the clamping plate 311. The buffer pad is fixedly bonded to the buffer plate 312. When the engine contacts the buffer pad, the wear of the engine can be reduced.

[0042] Refer to Figure 1 , Figure 3 and Figure 4, the sliding member 32 includes a gear 321, a first rack 322, a plurality of first telescopic rods 323 and a driving rod 324. The gear 321 is located at the bottom of the support plate 121, and the axial direction of the gear 321 is parallel to the setting direction of the support plate 121. The setting direction of the first rack 322 is the same as the setting direction of the sliding plate 122. The first rack 322 is welded to the bottom of the sliding plate 122. A sliding groove 1223 for accommodating the first rack 322 is formed at the bottom of the sliding plate 122. A through groove 1211 for the gear 321 to pass through is formed in the support plate 121. After the gear 321 passes through the through groove 1211, it meshes with the first rack 322. The plurality of first telescopic rods 323 are all located at the front end of the support plate 121 close to the sliding direction of the sliding plate 122. The first telescopic rods 323 are arranged parallel to the support plate 121, and the plurality of first telescopic rods 323 are arranged parallel to each other. One end of the first telescopic rod 323 is welded to the support plate 121, and the other end is welded to the sliding plate 122. The driving rod 324 is close to the gear 321, and the setting direction of the driving rod 324 is the same as the axial direction of the gear 321. The driving rod 324 is rotatably connected with a rotating seat 3241, and the rotating seat 3241 is welded to the bottom of the support plate 121. One end of the driving rod 324 close to the gear 321 is coaxially welded to the gear 321. When a person rotates the driving rod 324, the gear 321 moves the first rack 322, thereby sliding the sliding plate 122. The sliding plate 122 can be slid out of the bracket 11. At this time, the first telescopic rod 323 extends, which can support the sliding plate 122, so as to increase the support of the sliding plate 122 for the engine and facilitate the removal of the engine for maintenance.

[0043] Refer to Figure 3 and Figure 5, a bottom plate 111 is provided at the bottom of the bracket 11. The bottom plate 111 is welded to the bracket 11. The second adjusting member 33 includes a second rack 331, a counterweight box 332 and a plurality of counterweight blocks 333. A guide groove 1111 is formed on the bottom plate 111. The arrangement direction of the guide groove 1111 is the same as the sliding direction of the sliding plate 122. The second rack 331 is located in the guide groove 1111, and the arrangement direction of the second rack 331 is the same as the arrangement direction of the guide groove 1111. The second rack 331 is slidably connected to the bottom plate 111. The second rack 331 can be engaged with the gear 321. The counterweight box 332 is located at one end of the second rack 331 away from the gear 321. The counterweight box 332 is welded to the second rack 331. The counterweight box 332 moves synchronously with the second rack 331. The sliding direction of the counterweight box 332 is opposite to the sliding direction of the sliding plate 122. The counterweight box 332 is provided with a hollow interior. The top of the counterweight box 332 is provided with an opening. A plurality of counterweight blocks 333 are located inside the counterweight box 332. The specific number of the counterweight blocks 333 is determined according to the weight of the engine. On the one hand, by adjusting the position of the counterweight box 332, the center of gravity of the bracket 11 can be adjusted. After the center of gravity is adjusted, the high-frequency vibration energy of the engine can be absorbed, preventing premature wear of the engine and the buffer pad. On the other hand, during the process of moving the sliding plate 122, the counterweight box 332 moves with the second rack 331, which can prevent the engine from sliding out of the bracket 11 and the device from tilting.

[0044] Refer to Figure 3 and Figure 5, the buffer assembly 3 further includes a lifting member 34. The lifting member 34 includes a sleeve 341, a threaded rod 342, a second telescopic rod 343, and two moving blocks 344. The sleeve 341 is located on the side of the support plate 121 close to the bottom plate 111. The sleeve 341 is perpendicularly arranged with the support plate 121. One end of the sleeve 341 is welded to the support plate 121. The end of the sleeve 341 away from the support plate 121 is open. The threaded rod 342 is coaxially arranged with the sleeve 341. The threaded rod 342 is located at the end of the sleeve 341 away from the support plate 121. One end of the threaded rod 342 is inserted into the sleeve 341 and is threadedly connected to the sleeve 341. The threaded rod 342 and the sleeve 341 form a lifting rod. When a person twists the threaded rod 342, the lifting rod can be lengthened or shortened. The second telescopic rod 343 is arranged parallel to the threaded rod 342, and the second telescopic rod 343 and the sleeve 341 are spaced along the length direction of the second rack 331. One end of the second telescopic rod 343 is welded to the support plate 121. One moving block 344 corresponds to the threaded rod 342, and the other moving block 344 corresponds to the second telescopic rod 343. The moving block 344 corresponding to the threaded rod 342 is rotatably connected to the end of the threaded rod 342 away from the sleeve 341. The moving block 344 corresponding to the second telescopic rod 343 is welded to the end of the second telescopic rod 343 away from the support plate 121. The second rack 331 sequentially passes through the two moving blocks 344 and is sequentially slidably connected to the two moving blocks 344. The side wall of the moving block 344 fits against the wall of the guiding groove 1111. When it is necessary to adjust the center of gravity of the bracket 11, a person twists the threaded rod 342, and the lifting rod can be shortened. At this time, the second rack 331 rises with the lifting rod until the second rack 331 meshes with the gear 321. Then the person can rotate the gear 321 and simultaneously move the sliding plate 122 and the counterweight box 332. If there is no need to adjust, the person twists the threaded rod 342 in the opposite direction, and the lifting rod can be lengthened. At this time, the second rack 331 descends with the lifting rod until the second rack 331 is separated from the gear 321.

[0045] Refer to Figure 6 , the heat dissipation assembly 4 includes a heat dissipation frame 41 and a heat dissipation member 42. The heat dissipation frame 41 is located on one side of the bracket 11. The heat dissipation frame 41 is fixedly connected to the bracket 11 by screws. In this embodiment, the heat dissipation member 42 is a heat dissipation fan. The housing of the heat dissipation fan is fixedly connected to the heat dissipation frame 41 by screws. The heat dissipation fan is electrically connected to the controller. The heat dissipation fan can dissipate heat from the engine to prevent the engine from overheating.

[0046] The implementation principle of an engine bracket assembly in an embodiment of this application is as follows: When the device needs to be used, first, the operator starts the lifting member 34 to connect the second adjusting member 33 to the sliding member 32, that is, the second rack 331 meshes with the gear 321. Then, the operator rotates the gear 321, and at the same time moves the sliding plate 122 and the counterweight box 332. Through observation by the operator, when the sliding plate 122 moves to a suitable position, stop rotating the gear 321. The operator starts the adjusting assembly 2, and clamps and fixes the engine through the buffer member 31. According to the weight of the engine, select an appropriate number of counterweight blocks 333, and place the selected counterweight blocks 333 in the counterweight box 332. The operator screws the gear 321 to move the sliding plate 122 into the bracket 11. At this time, the engine is located in the bracket 11. According to the actual situation, adjust the position of the counterweight box 332. When the engine is working, the heat dissipation assembly 4 can dissipate heat from the engine.

[0047] When the position of the counterweight box 332 needs to be adjusted, the operator screws the threaded rod 342, which can shorten the lifting rod. At this time, the second rack 331 rises with the lifting rod until the second rack 331 meshes with the gear 321, and then the operator can rotate the gear 321 to move the counterweight box 332. If there is no need to adjust, the operator screws the threaded rod 342 in the opposite direction, which can lengthen the lifting rod. At this time, the second rack 331 descends with the lifting rod until the second rack 331 separates from the gear 321.

[0048] The above are all the preferred embodiments of this application, and do not limit the protection scope of this application accordingly. Therefore, all equivalent changes made according to the structure, shape, and principle of this application should be covered within the protection scope of this application.

Claims

1. An engine bracket assembly, characterized in that: It includes a support component (1) and a buffer component (3). The support component (1) includes a bracket (11) and a support member (12). The support member (12) includes a support plate (121) and a sliding plate (122). Both the support plate (121) and the sliding plate (122) are located within the bracket (11). Both the support plate (121) and the sliding plate (122) are arranged parallel to the bottom of the bracket (11). The support plate (121) is connected to the bracket (11). There is a gap between the support plate (121) and the bottom of the bracket (11). The sliding plate (122) is slidably connected to the support plate (121). The sliding direction of the sliding plate (122) is the same as the setting direction of the support plate (121). The sliding plate (122) can slide out of the bracket (11). The buffer component (3) includes four buffer members (31) and a second adjusting member (33). All four buffer members (31) are located on the side of the sliding plate (122) away from the support plate (121). The four buffer members (31) are evenly distributed along the circumference of the sliding plate (122). The buffer member (31) includes a clamping plate (311). The clamping plate (311) is arranged perpendicular to the sliding plate (122). The four clamping plates (311) form a clamping area for clamping the engine. The second adjusting member (33) is close to the side of the support plate (121) away from the sliding plate (122). The second adjusting member (33) includes a counterweight box (332) and a plurality of counterweight blocks (333). The bottom of the bracket (11) is connected to a bottom plate (111). The counterweight box (332) is slidably connected to the bottom plate (111). The sliding direction of the counterweight box (332) is opposite to the sliding direction of the sliding plate (122). A plurality of counterweight blocks (333) are all located within the counterweight box (332).

2. The engine bracket assembly according to claim 1, characterized in that: The buffer component (3) further includes a sliding member (32). The sliding member (32) includes a gear (321) and a first rack (322). The gear (321) is located at the bottom of the support plate (121). The axis direction of the gear (321) is parallel to the setting direction of the support plate (121). The setting direction of the first rack (322) is the same as the setting direction of the sliding plate (122). The first rack (322) is connected to the bottom of the sliding plate (122). The support plate (121) is provided with a through slot (1211) for the gear (321) to pass through. After passing through the through slot (1211), the gear (321) meshes with the first rack (322).

3. The engine bracket assembly according to claim 2, characterized in that: The sliding member (32) further includes a plurality of first telescopic rods (323). The plurality of first telescopic rods (323) are all located at the front end of the support plate (121) close to the sliding direction of the sliding plate (122). The first telescopic rods (323) are arranged parallel to the support plate (121). The plurality of first telescopic rods (323) are arranged parallel to each other. One end of the first telescopic rod (323) is connected to the support plate (121), and the other end is connected to the sliding plate (122).

4. The engine bracket assembly according to claim 2, characterized in that: The second adjusting member (33) further includes a second rack (331). A guiding groove (1111) is formed on the bottom plate (111). The setting direction of the guiding groove (1111) is the same as the sliding direction of the sliding plate (122). The second rack (331) is located in the guiding groove (1111). The setting direction of the second rack (331) is the same as the setting direction of the guiding groove (1111). The second rack (331) is slidably connected to the bottom plate (111). The second rack (331) can be engaged with the gear (321). The counterweight box (332) is connected to the second rack (331).

5. The engine bracket assembly according to claim 4, characterized in that: The buffer assembly (3) further includes a lifting member (34). The lifting member (34) includes a sleeve (341), a threaded rod (342), a second telescopic rod (343) and two moving blocks (344). The sleeve (341) is vertically connected to the side of the support plate (121) close to the bottom plate (111). The threaded rod (342) is coaxially arranged with the sleeve (341). One end of the threaded rod (342) is inserted into the end of the sleeve (341) far from the support plate (121). The threaded rod (342) is threadedly connected to the sleeve (341). The threaded rod (342) and the sleeve (341) form a lifting rod. The second telescopic rod (343) and the sleeve (341) are distributed along the length direction of the second rack (331). One end of the second telescopic rod (343) is connected to the support plate (121). One of the moving blocks (344) corresponds to the threaded rod (342), and the other moving block (344) corresponds to the second telescopic rod (343). The moving block (344) corresponding to the threaded rod (342) is rotatably connected to the end of the threaded rod (342) far from the sleeve (341). The moving block (344) corresponding to the second telescopic rod (343) is connected to the end of the second telescopic rod (343) far from the support plate (121). The second rack (331) passes through the two moving blocks (344) in sequence. The second rack (331) is slidably connected to the two moving blocks (344) in sequence.

6. The engine bracket assembly according to claim 5, characterized in that: The side wall of the moving block (344) is attached to the groove wall of the guiding groove (1111).

7. The engine bracket assembly according to claim 1, wherein: The buffer member (31) further includes a buffer plate (312) and a plurality of buffer springs (313). The buffer plate (312) is located within the clamping area, and the buffer plate (312) corresponds to the clamping plate (311) one by one. A buffer gap is left between the buffer plate (312) and the clamping plate (311). The plurality of buffer springs (313) are located within the buffer gap. The buffer springs (313) are arranged from the buffer plate (312) to the clamping plate (311). One end of the buffer spring (313) is connected to the buffer plate (312), and the other end is connected to the clamping plate (311).

8. The engine bracket assembly according to claim 1, characterized in that: It further includes an adjusting assembly (2). The adjusting assembly (2) includes four first adjusting members (21). The first adjusting member (21) includes a screw rod (211), a bevel gear (212), and a sliding seat (213). Four placement grooves (1221) are formed at the top of the sliding plate (122). The four placement grooves (1221) are circumferentially distributed along the sliding plate (122). The placement grooves (1221) are formed from the side of the sliding plate (122) to the middle of the sliding plate (122). A receiving groove (1222) is formed in the middle of the sliding plate (122). The screw rod (211) corresponds to the placement groove (1221) one by one. The screw rod (211) is located within the placement groove (1221). The setting direction of the screw rod (211) is the same as the setting direction of the placement groove (1221). Both ends of the screw rod (211) are rotatably connected to the sliding plate (122). One end of the screw rod (211) close to the receiving groove (1222) penetrates through the sliding plate (122) and extends into the receiving groove (1222). The bevel gear (212) is located within the receiving groove (1222). The screw rod (211) is coaxially connected to the bevel gear (212). Adjacent two bevel gears (212) are meshed with each other. After the sliding seat (213) extends into the placement groove (1221), it is threadedly connected to the screw rod (211). The sliding seat (213) can slide along the length direction of the screw rod (211) on the screw rod (211). The clamping plate (311) is connected to the sliding seat (213).

9. The engine bracket assembly according to claim 1, characterized in that: It further includes a heat dissipation assembly (4). The heat dissipation assembly (4) includes a heat dissipation frame (41) and a heat dissipation member (42). The heat dissipation frame (41) is connected to one side of the bracket (11). The heat dissipation member (42) is connected to the heat dissipation frame (41). The heat dissipation member (42) is used for dissipating heat from the engine.

10. The engine bracket assembly according to claim 7, characterized in that: A buffer pad is fixedly bonded to the side of the buffer plate (312) away from the clamping plate (311).

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