A vibration damping structure for automotive engine pads

Abstract

This invention discloses a vibration damping structure for an automotive engine pad, comprising an inner tube injection molded part, a nested inner limiting assembly, and a buffer elastic ring. The inner tube injection molded part has a cylindrical structure. The nested inner limiting assembly is embedded in the inner center of the inner tube injection molded part. The buffer elastic ring is located in the inner center of the inner tube injection molded part and between the nested inner limiting assembly and the inner tube injection molded part. The nested inner limiting assembly includes an inner core post and a limiting sleeve. The limiting sleeve is sleeved on the outer side of the inner core post. The inner wall of the limiting sleeve is provided with a wedge-shaped limiting protrusion circumferentially. The outer part of the wedge-shaped limiting protrusion is connected to the inner wall of the limiting sleeve, and the inner part of the wedge-shaped limiting protrusion faces the inner core post. A reserved gap is left between the inner part of the wedge-shaped limiting protrusion and the inner core post. The buffer elastic ring is sleeved between the inner tube injection molded part and the limiting sleeve. This invention is an integrated damping and limiting structure.

Description

Technical Field

[0001] This invention relates to the field of automotive shock absorption technology, and in particular to a shock absorption structure for automotive engine pads. Background Technology

[0002] Current automotive engines convert the internal energy of fuel into kinetic energy through a crank-slider mechanism. Because the speed of this mechanism is not linear, varying throughout the four strokes and with the slider's direction of motion constantly changing, the engine experiences significant vibrations. The explosive force of the power stroke exacerbates these vibrations. Although various balancing methods are employed to reduce these vibrations, they cannot be completely eliminated. If this vibration is transmitted to the vehicle frame, it will inevitably affect ride comfort. Vibration reduction typically involves installing shock absorbers, with rubber pads being the most basic. However, rubber pads lack sufficient hardness and stiffness, and are prone to aging. Furthermore, rubber has poor energy storage capabilities, and this energy storage is related to the amount of deformation; excessive deformation leads to poor rebound performance, ultimately affecting vibration isolation. Moreover, the large size of automotive engines and the relatively weak overall structural integrity between fixed points make vibrations easier to transmit. Summary of the Invention

[0003] The purpose of this invention is to design a shock-absorbing structure for automotive engine pads to overcome the shortcomings of the above-mentioned technologies.

[0004] This invention designs a vibration damping structure for an automotive engine pad, including an inner tube injection molded part, a nested inner limiting assembly, and a buffer elastic ring. The inner tube injection molded part has a cylindrical structure. The nested inner limiting assembly is embedded in the inner center of the inner tube injection molded part. The buffer elastic ring is located in the inner center of the inner tube injection molded part and between the nested inner limiting assembly and the inner tube injection molded part. The nested inner limiting assembly includes an inner core column and a limiting sleeve. The limiting sleeve is sleeved on the outside of the inner core column. The inner wall of the limiting sleeve is provided with a wedge-shaped limiting protrusion circumferentially. The outer part of the wedge-shaped limiting protrusion is connected to the inner wall of the limiting sleeve, and the inner part of the wedge-shaped limiting protrusion faces the inner core column. A reserved gap is left between the inner part of the wedge-shaped limiting protrusion and the inner core column. The buffer elastic ring is sleeved between the inner tube injection molded part and the limiting sleeve.

[0005] Preferably, the system also includes an upper mounting plate and a lower mounting plate, the upper mounting plate being connected to the engine and the lower mounting plate being connected to the vehicle body, the inner tube injection molded part being connected between the upper mounting plate and the lower mounting plate, the upper end of the inner core column being connected to the upper mounting plate, the lower end of the inner core column being suspended after passing through the lower mounting plate, and the lower end of the limiting sleeve being connected to the lower mounting plate.

[0006] Further optimization involves four wedge-shaped limiting protrusions, evenly distributed along the inner circumference of the limiting sleeve to form a cross-shaped limiting sleeve. The four wedge-shaped limiting protrusions correspond to the front, back, left, and right directions of the inner core column, respectively, to form multi-directional synchronous limiting of the inner core column.

[0007] Further optimization involves the wedge-shaped limiting protrusion having a cross-section that is narrow on the inner side and wide on the outer side, with a beveled surface at the top of the inner side of the wedge-shaped limiting protrusion.

[0008] Preferably, the device also includes an axial preload assembly, which is located at the bottom of the inner core column. The axial preload assembly includes a preload spring and a positioning washer. The positioning washer is fixedly connected to the bottom end of the inner core column, and the preload spring is sleeved on the outside of the inner core column and located between the positioning washer and the lower mounting plate.

[0009] Preferably, the outer peripheral wall of the inner tube injection molded part has a plurality of uniformly distributed grooves.

[0010] Further optimization involves making the groove a square groove.

[0011] Further optimization involves several of the aforementioned grooves forming two concentric rings around the inner tube injection molded part, with the two corresponding grooves of the upper and lower rings aligned.

[0012] Preferably, the buffer elastic ring includes an upper ring and a lower ring in the same direction, which are separately configured, wherein the lower end of the lower ring is fixedly connected to the lower mounting plate.

[0013] Further optimization involves providing an annular recess or annular protrusion on the outer peripheral walls of the upper and lower rings, and an annular protrusion or annular recess on the inner wall of the inner tube injection molded part, so that the upper and lower rings form an annular-protrusion fit after being sleeved inside the inner tube injection molded part.

[0014] The technical effects of this invention are as follows: an inner core column and a limiting sleeve are installed inside the inner tube injection molded part, and the inner tube injection molded part and the limiting sleeve form a nested double-layer shock absorption structure. Four wedge-shaped limiting protrusions are provided between the limiting sleeve and the inner core column in a cross-shaped distribution, thereby forming an integrated limiting and shock absorption structure. Uniformly distributed grooves are opened on the outer periphery of the inner tube injection molded part, and the grooves can realize the progressive adaptive stiffness adjustment of the inner tube injection molded part. Attached Figure Description

[0015] Figure 1 It is an overall structural assembly drawing.

[0016] Figure 2 This is an exploded view of the overall structure.

[0017] Figure 3 It is the structure of the inner tube injection molded part Figure 1 .

[0018] Figure 4 It is the structure of the inner tube injection molded part Figure 2 .

[0019] Figure 5 This is a cross-sectional view of the inner tube injection molded part in three-dimensional state.

[0020] Figure 6 It is the structure of the inner tube injection molded part Figure 3 .

[0021] Figure 7 This is a structural diagram of one of the shapes of the wedge-shaped limiting protrusion.

[0022] Figure 8 This is a schematic diagram of another shape of the wedge-shaped limiting protrusion.

[0023] Figure 9 This is a schematic diagram showing the distribution of four wedge-shaped limiting protrusions.

[0024] In the diagram: 1. Upper mounting plate; 2. Lower mounting plate; 3. Inner tube injection molded part; 31. Groove; 4. Nested inner limit assembly; 41. Inner core column; 42. Limiting sleeve; 421. Wedge-shaped limiting protrusion; 422. Inner part; 423. Outer part; 424. Reserved gap; 425. Inclined surface; 5. Buffer elastic ring; 51. Upper ring; 52. Lower ring; 6. Ring concave; 7. Ring convex; 8. Axial preload assembly; 81. Preload spring; 82. Positioning gasket. Detailed Implementation

[0025] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention are within the scope of protection of the present invention.

[0026] This invention provides a vibration damping structure for automotive engine pads, such as... Figure 1 and Figure 2As shown, it includes an upper mounting plate 1, a lower mounting plate 2, an inner tube injection molded part 3, a nested inner limiting assembly 4, and a buffer elastic ring 5. The upper mounting plate 1 is mounted on the engine mount, and the lower mounting plate 2 is mounted on the car body or the subframe of the car body. The inner tube injection molded part 3 connects the upper mounting plate 1 and the lower mounting plate 2. The inner tube injection molded part 3 has a cylindrical structure, and its upper and lower ends are respectively vulcanized and connected to the upper mounting plate 1 and the lower mounting plate 2. The inner tube injection molded part 3 serves as a constant... The standard shock absorber body has a nested inner limiting assembly 4 embedded in the center of the inner tube injection molded part 3. The nested inner limiting assembly 4 includes an inner core column 41 and a limiting sleeve 42. The inner core column 41 is made of metal, and its upper end is fixedly connected to the upper mounting plate 1. The lower end of the inner core column 41 passes through the lower mounting plate 2 and is suspended in the air. The limiting sleeve 42 is sleeved on the outside of the inner core column 41, and its lower end is fixedly connected to the lower mounting plate 2. The inner wall is provided with a wedge-shaped limiting protrusion 421 around its circumference. The outer portion 423 of the wedge-shaped limiting protrusion 421 is connected to the inner wall of the limiting sleeve 42 or integrally connected with the limiting sleeve 42. The inner portion 422 of the wedge-shaped limiting protrusion 421 faces the inner core column 41. A reserved gap 424 is left between the inner portion 422 of the wedge-shaped limiting protrusion 421 and the inner core column 41. In this embodiment, the material of the inner tube injection molded part 3 is rubber, and the number of wedge-shaped limiting protrusions 421 is four. The four wedge-shaped limiting protrusions 42 are evenly distributed along the inner circumference of the limiting sleeve 42 to form a cross-shaped limiting sleeve 42. That is, the four wedge-shaped limiting protrusions 421 correspond to the front, back, left and right directions of the inner core column 41 respectively. The four wedge-shaped limiting protrusions 421 correspond to the front, back, left and right directions of the inner core column 41 respectively. That is, the four wedge-shaped limiting protrusions 421 form multi-directional synchronous limiting of the inner core column 41. The buffer elastic ring 5 is sleeved between the outer side of the limiting sleeve 42 and the inner wall of the inner tube injection molded part 3.

[0027] Specifically, the wedge-shaped limiting protrusion 421 has a wedge-shaped structure, and its width gradually increases from the inner part 422 to the outer part 423. That is, in cross-section, it is a gradually changing wedge structure with a narrow inner part 422 and a wide outer part 423. Figure 9 As shown, the inner part 422 of the wedge-shaped limiting protrusion 421 has a bevel 425 at its top end for adaptive compensation of wear gaps. A reserved gap 424 is left between the inner part 422 of the wedge-shaped limiting protrusion 421 and the inner core column 41. The reserved gap 424 can be set in three ways. Taking the vertical direction as an example (the reserved gaps 424 in each circumferential direction are graded synchronously), the first is the normal free gap, and the size of the reserved gap 424 is 3-5mm; the second is the buffer transition gap, and the size of the reserved gap 424 is 1-2mm; the third is the zero fit gap, that is, the inner part 422 of the wedge-shaped limiting protrusion 421 and the inner core column 41 are completely fitted. The above three reserved gaps 424 correspond to the three-level gradient force of small amplitude damping, medium amplitude buffering and large amplitude rigid limiting. When the vehicle is in a low-amplitude condition, that is, when the car is idling and driving smoothly, the vibration amplitude of the car engine is small and the engine offset is also small. At this time, the inner part 422 of the wedge-shaped limiting ridge 421 has no contact with the inner core column 41 and maintains the maximum reserved gap throughout the process. The main force-bearing part is only the outermost inner tube injection molded part 3. The inner tube injection molded part 3 absorbs shock through independent deformation. The nested inner limiting assembly 4 inside the inner tube injection molded part 3 is completely empty and does not participate in the force-bearing. Therefore, the shock absorption effect in this stage is pure flexible shock absorption, which isolates the engine idling vibration and the minor bumps of the road surface, thereby ensuring driving comfort and eliminating hard contact noise.

[0028] When the vehicle is in a medium-amplitude vibration condition, that is, when the vehicle is experiencing a gear shifting impact or a normal bumpy road surface, the engine displacement increases and the offset decreases. At this time, the inner tube injection molded part 3 and the buffer elastic ring 5 are pressed in sequence, which in turn compresses the wedge-shaped limiting ridge 421. The inclined surface 425 on the inner part 422 of the wedge-shaped limiting ridge 421 gradually approaches the inner core column 41. At this time, it is no longer the flexible damping of the inner tube injection molded part 3. At the same time, the impact force is dissipated by the deformation of the buffer elastic ring 5. The inclined surface 425 of the wedge-shaped limiting ridge 421 slowly adheres to the inner core column 41. The wedge-shaped limiting ridge 421 gradually bears pressure during the adhesion process, but there is no instantaneous hard collision. Therefore, the damping effect at this stage is between flexible damping and hard damping. It can smoothly absorb medium impact force, avoid vibration transmission to the vehicle body, and restrain the offset trend in advance.

[0029] When the vehicle is under high-amplitude conditions, such as when it passes over large potholes, accelerates rapidly, brakes suddenly, or experiences extreme bumps, the engine experiences a large displacement. At this time, the reserved gap 424 between the wedge-shaped limiting protrusion 421 and the inner core pillar 41 is completely eliminated. That is, the inclined surface 425 of the wedge-shaped limiting protrusion 421 is fully compressed. The inclined surface 425 of the wedge-shaped limiting protrusion 421 becomes a solid surface under compression and is completely fitted and pressed against the inner core pillar 41. At this time, the inner tube injection molded part 3 and the buffer elastic ring 5 are compressed to the point that they no longer deform. Therefore, the force transmission is switched to metal-to-metal rigidity. At this time, the four wedge-shaped limiting protrusions 421 simultaneously lock the displacement in the four directions of front, back, left, and right. They also lock the upper and lower end faces of the wedge-shaped limiting protrusions 421, that is, the displacement in the vertical direction. The damping effect at this stage is to forcibly limit the maximum jump and swing stroke of the engine, prevent the inner tube injection molded part 3 from being overstretched and compressed and torn, thereby protecting the entire pad block damping structure and preventing the engine from colliding with surrounding pipes and frame components. Therefore, the third-order gradient force perfectly matches the vibration amplitude caused by different driving conditions of the vehicle, realizing the separation of the damping and limiting functions in sequence, without interference between them; the combination of the graded reserved gap and the inclined surface 425 of the wedge-shaped limiting ridge 421 smoothly transitions from flexible shock absorption to rigid locking, greatly reducing the impact load generated at the moment of limiting; in addition, the size of the reserved gap 424 can be independently adjusted to adapt to the damping and limiting requirements of engines with different displacements and weights.

[0030] It should be noted that the wedge-shaped limiting protrusion 421 in this invention is different from the ordinary straight-walled limiting protrusion. The reserved gap 424 formed by the ordinary straight-walled limiting protrusion is uniform, and either there is no contact, or a direct collision occurs when there is contact, without a buffer transition layer. However, the wedge-shaped limiting protrusion 421 with the inclined surface 425 has a contact formed by the inclined surface 425, and the reserved gap 424 gradually changes from large to small. The greater the displacement, the larger the contact area and the higher the bearing stiffness. Naturally, a three-level transition of soft, medium and hard is formed, and the force switching is smooth and without impact.

[0031] The axial preload assembly 8 includes a preload spring 81 and a positioning washer 82. The preload spring 81 and the positioning washer 82 are located at the bottom of the metal inner core column 41 to eliminate assembly gaps and prevent loosening due to engine start-stop impact.

[0032] The buffer elastic ring 5 is located inside the center of the inner tube injection molded part 3. The lower end of the buffer elastic ring 5 is vulcanized and connected to the lower mounting plate 2, and is located between the limiting sleeve 42 and the inner tube injection molded part 3. It is made of high damping elastic material and forms a buffer layer.

[0033] Typically, the entire damping pad structure is installed at three points: the left engine mount, the right engine mount, and the rear engine mount. When installed on the left engine mount, the damping pad structure is located between the left side of the engine and the vehicle body or subframe. When installed on the right engine mount, the damping pad structure is located between the right side of the engine (near the front pulley) and the longitudinal beam of the vehicle body. When installed on the rear engine mount, the damping pad structure is located between the rear of the engine and the subframe of the chassis. In short, the entire damping pad structure supports the engine and plays a role in damping and limiting its movement.

[0034] Furthermore, the present invention also includes an axial preload assembly 8, which is disposed at the bottom of the inner core column 41. The axial preload assembly 8 includes a preload spring 81 and a positioning washer 82. The positioning washer 82 is fixedly connected to the bottom end of the inner core column 41. The preload spring 81 is sleeved on the outside of the inner core column 41 and located between the positioning washer 82 and the lower mounting plate 2 to eliminate assembly gaps.

[0035] Furthermore, such as Figures 3 to 6As shown, the outer peripheral wall of the inner tube injection molded part 3 has multiple evenly distributed grooves 31. The grooves 31 are usually square grooves. Several grooves 31 surround the inner tube injection molded part 3 to form two rings, with the two corresponding grooves 31 in the upper and lower rings aligned. The grooves 31 are equivalent to cutting off the continuous solid of the inner tube injection molded part 3. When subjected to radial force, the inner tube injection molded part 3 is prone to deforming and bending inward, thus the radial stiffness drops significantly. The main rubber solid in the vertical direction remains continuous, so the axial stiffness remains unchanged. Therefore, it forms a characteristic of being hard in the vertical direction and soft in the horizontal direction. It is hard in the vertical direction and can be used to support the engine, while it is soft in the horizontal direction and can be used for shock absorption, thus solving the contradiction between the horizontal and vertical shock absorption effects of conventional pads.

[0036] In addition, during the vibration process, the rubber walls on both sides of the opening of the groove 31 will repeatedly open and close, rub, and shear deform, increasing the internal friction of the rubber. Compared with solid rubber, the rubber structure with groove 31 can absorb more high-frequency vibration energy of the engine, resulting in better noise reduction and vibration isolation effects.

[0037] In addition, when the engine vibrates or accelerates rapidly, resulting in large horizontal displacement, the solid rubber is easily squeezed and jammed. The rubber structure with grooves 31 on the outer periphery can provide deformation margin for inward contraction and outward expansion, which can theoretically increase the horizontal buffer stroke and reduce impact.

[0038] Furthermore, when solid rubber is subjected to force, the stress is evenly concentrated, while the rubber structure with groove 31 releases the stress preferentially at the opening of groove 31, thereby dispersing the overall force and enabling the whole to withstand greater instantaneous impact.

[0039] With the three-order gradient force, under small amplitude conditions, the opening of the tank 31 deforms and opens, and the inner tube injection molded part 3 forms a better flexible damping effect; under medium and large amplitude conditions, the opening of the tank 31 deforms and closes, and the inner tube injection molded part 3 becomes harder, thereby automatically and progressively increasing the stiffness. With the wedge-shaped limiting protrusion 421, dual protection is achieved by the gradual buffering of the inner tube injection molded part 3 on the outside and the rigid limiting of the inside.

[0040] It should be noted that under small amplitude conditions, the opening and closing range of the tank 31 is small and the rigidity of the inner tube injection molded part 3 is relatively soft. Under medium and large amplitude conditions, the inner wall of the tank 31 is deformed and squeezed, and the rigidity of the inner tube injection molded part 3 becomes harder. Therefore, without additional structure, the adaptive adjustment of the larger the amplitude and the higher the rigidity can be naturally achieved.

[0041] Furthermore, the buffer elastic ring 5 includes an upper ring 51 and a lower ring 52 that are coaxial. The upper ring 51 and the lower ring 52 are set separately. The radial dimensions of the upper ring 51 and the lower ring 52 are the same, and their thicknesses can be the same or different. The lower end of the lower ring 52 is fixedly connected to the lower mounting plate 2. In this way, the buffer elastic ring 5 can form a layered deformation when it is compressed, which improves the resistance to impact force.

[0042] The outer peripheral walls of the upper ring 51 and the lower ring 52 are provided with annular recesses 6 or annular protrusions 7, and the inner wall of the inner tube injection molded part 3 is provided with annular protrusions 7 or annular recesses 6, so that the upper ring 51 and the lower ring 52 are fitted into the inner tube injection molded part 3 to form a concave-convex fit, so that the inner tube injection molded part 3 is firmly connected to the buffer elastic ring 5 and is not prone to axial displacement.

[0043] In addition, such as Figure 8 As shown, the inclined surface 425 of the wedge-shaped limiting protrusion 421 is convex on top and concave on the bottom, that is, it is formed by the bottom of the inner part 422 end face tilting inward. In this way, the convex part of the inner part 422 end face first abuts against the inner core post 41; as Figure 7 As shown, the inclined surface 425 of the wedge-shaped limiting protrusion 421 can also be V-shaped, so that the two protruding parts on both sides of the inner part 422 end face first abut against the inner core post 41.

[0044] This invention is not limited to the preferred embodiments described above. Anyone can derive other products in various forms under the guidance of this invention. However, regardless of any changes in shape or structure, any technical solution that is the same as or similar to this application falls within the protection scope of this invention.

Claims

1. A vibration damping structure for an automotive engine pad, characterized in that, The device includes an inner tube injection molded part (3), a nested inner limiting assembly (4), and a buffer elastic ring (5). The inner tube injection molded part (3) has a cylindrical structure. The nested inner limiting assembly (4) is embedded in the inner center of the inner tube injection molded part (3). The buffer elastic ring (5) is located in the inner center of the inner tube injection molded part (3) and between the nested inner limiting assembly (4) and the inner tube injection molded part (3). The nested inner limiting assembly (4) includes an inner core column (41) and a limiting sleeve (42). The limiting sleeve (42) is sleeved on the inner core column (41). On the outside of the limiting sleeve (41), the inner wall of the limiting sleeve (42) is provided with a wedge-shaped limiting protrusion (421) circumferentially. The outer part (423) of the wedge-shaped limiting protrusion (421) is connected to the inner wall of the limiting sleeve (42). The inner part (422) of the wedge-shaped limiting protrusion (421) faces the inner core column (41). A reserved gap (424) is left between the inner part (422) of the wedge-shaped limiting protrusion (421) and the inner core column (41). The buffer elastic ring (5) is sleeved on the inner tube injection molded part (3) and the limiting sleeve (41). 42) between; also includes an upper mounting plate (1) and a lower mounting plate (2), the upper mounting plate (1) being connected to the engine, the lower mounting plate (2) being connected to the car body, the inner tube injection molded part (3) being connected between the upper mounting plate (1) and the lower mounting plate (2), the upper end of the inner core column (41) being connected to the upper mounting plate (1), the lower end of the inner core column (41) being suspended after passing through the lower mounting plate (2), the lower end of the limiting sleeve (42) being connected to the lower mounting plate (2); the number of wedge-shaped limiting protrusions (421) There are four wedge-shaped limiting protrusions (421) evenly distributed along the inner circumference of the limiting sleeve (42) to form a cross-shaped limiting sleeve (42). The four wedge-shaped limiting protrusions (421) correspond to the front, back, left and right directions of the inner core column (41) respectively, so as to form a multi-directional synchronous limiting of the inner core column (41). The width cross section of the wedge-shaped limiting protrusion (421) is a gradually changing wedge structure with a narrow inner part (422) and a wide outer part (423). The top of the inner part (422) of the wedge-shaped limiting protrusion (421) is provided with a slope (425).

2. The vibration damping structure for an automotive engine pad according to claim 1, characterized in that, It also includes an axial preload assembly (8), which is located at the bottom of the inner core column (41). The axial preload assembly (8) includes a preload spring (81) and a positioning pad (82). The positioning pad (82) is fixedly connected to the bottom end of the inner core column (41). The preload spring (81) is sleeved on the outside of the inner core column (41) and located between the positioning pad (82) and the lower mounting plate (2).

3. The vibration damping structure for an automotive engine pad according to claim 1, characterized in that, The outer peripheral wall of the inner tube injection molded part (3) has multiple uniformly distributed grooves (31).

4. The vibration damping structure for an automotive engine pad according to claim 3, characterized in that, The groove (31) is a square groove.

5. The vibration damping structure for an automotive engine pad according to claim 3, characterized in that, Several of the grooves (31) are arranged in two rings around the inner tube injection molded part (3), with the two grooves (31) corresponding to the upper and lower rings aligned.

6. The vibration damping structure for an automotive engine pad according to claim 1, characterized in that, The buffer elastic ring (5) includes an upper ring (51) and a lower ring (52) in the same direction. The upper ring (51) and the lower ring (52) are set separately, wherein the lower end of the lower ring (52) is fixedly connected to the lower mounting plate (2).

7. The vibration damping structure for an automotive engine pad according to claim 6, characterized in that, The outer peripheral walls of the upper ring (51) and the lower ring (52) are provided with an annular recess (6) or an annular protrusion (7), and the inner wall of the inner tube injection molded part (3) is provided with an annular protrusion (7) or an annular recess (6), so that the upper ring (51) and the lower ring (52) are fitted into the inner tube injection molded part (3) to form an annular-protrusion fit.

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