A suspension support structure for an automobile engine

Abstract

The application discloses a suspension support structure for an automobile engine, which comprises a support and a base, the base is arranged at the bottom of the support, first locking holes and second locking holes are respectively arranged at the bottom of the two sides of the support, a connecting plate is arranged at the back of the support, and third locking holes are arranged on the connecting plate, the buffer part structure of the main spring is designed as an inverted bowl shape, can bear vertical large load, a plurality of ribs are uniformly arranged on the outer circumferential surface of the buffer part to improve the lateral stiffness of the main spring and prevent the rubber from bulging when being pressed, a plurality of reinforcing ribs are uniformly arranged on the tapered surface of the buffer part, the geometric shape of the rubber body is cooperatively designed with the material formula, a unique nonlinear stiffness curve is constructed, the main spring is kept soft in a small amplitude state to absorb idling fine vibration, is automatically switched to a high stiffness mode to strictly limit the displacement of the engine in a large displacement state, and the dual requirements of vibration isolation comfort and structural safety are met.

Description

Technical Field

[0001] This invention relates to the field of automotive powertrain mounting systems, and in particular to a mounting support structure for automotive engines. Background Technology

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

[0003] However, traditional engine mounting technology has gradually revealed several inherent defects when facing the high performance, lightweight, and stringent noise requirements of modern automobiles. First, in terms of materials and structure, although the cast iron or ordinary steel frames used extensively have high static strength, they are too heavy, which is not conducive to the overall vehicle lightweighting and energy consumption reduction. The existing mounting structure design often cannot balance the contradiction between limiting low-frequency large-amplitude vibrations and isolating high-frequency small-amplitude vibrations, often resulting in a "trade-off" phenomenon, that is, while ensuring sufficient support stiffness to limit engine displacement, it is unable to effectively attenuate high-frequency vibrations transmitted from the road surface.

[0004] Therefore, it is necessary to provide a suspension support structure for automobile engines to solve the above-mentioned technical problems. Summary of the Invention

[0005] The purpose of this invention is to provide a suspension support structure for an automobile engine to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a suspension support structure for an automobile engine, comprising a bracket and a base, the base being disposed at the bottom of the bracket, a first locking hole and a second locking hole being respectively provided on the bottom sides of the bracket, a connecting plate being disposed on the back of the bracket, a third locking hole being provided on the connecting plate, an mounting hole being provided on the front of the bracket, a connector being disposed in the mounting hole, three protrusions being evenly distributed at the bottom of the connector, a third connecting hole being provided in the protrusions, a slot being provided at the bottom of the connector, a main spring being inserted into the slot, the main spring being a rubber main spring, the main spring including a connecting part and a buffer part, the buffer part having an inverted bowl shape, multiple ribs being evenly distributed on the outer circumference of the buffer part, multiple reinforcing ribs being evenly distributed on the conical surface of the buffer part, a stop mechanism being disposed at the bottom of the mounting hole, the stop mechanism being located directly below the main spring, the lower end of the main spring being disposed at the top of the stop mechanism, a protrusion being disposed at the middle position of the bottom of the base, an mounting groove being provided at the bottom of the protrusion, and a buffer block being disposed in the mounting groove.

[0007] As a preferred embodiment of the present invention, the upper surface of the base is provided with a second slot, the bottom of the bracket is engaged in the second slot, the bottom front of the bracket is provided with a first slot, a rubber pad is engaged in the first slot, the outer edge of the rubber pad abuts against the inner side wall of the second slot, the outer edge of the base is provided with multiple folded edges, the bottom ends of the second slot are respectively provided with a first connecting hole and a second connecting hole, the first connecting hole is aligned with the first locking hole, the second connecting hole is aligned with the second locking hole and the two are adapted in shape, and the outer edge of the base is provided with a second groove.

[0008] As a preferred embodiment of the present invention, the protrusion is annular, the buffer block structure is annular column structure, the buffer block material is rubber, and the bottom of the base is provided with two rows of buckles, which are located at both ends of the protrusion, and the protrusion is inserted into the car fastener.

[0009] As a preferred embodiment of the present invention, the stop mechanism includes a base plate, which is disposed at the bottom of the mounting hole. A column is disposed on the base plate, and a placement hole is opened in the middle of the column. A stop post is movably disposed in the placement hole. A buffer plate is disposed on the top of the stop post. A buffer spring is disposed between the buffer plate and the placement hole. The buffer spring is sleeved on the stop post and lifts the buffer plate. A plurality of fourth connection holes are evenly opened on the surface of the connecting part. The main spring is locked and fixed by screwing a bolt through the fourth connection hole into the buffer plate.

[0010] As a preferred embodiment of the present invention, the diameter of the stop post is smaller than the diameter of the placement hole, a groove is provided on the upper surface of the post, a limit ring is provided at the bottom of the buffer plate, the limit ring is slidably disposed in the groove, and the shape of the limit ring is adapted to the shape of the groove.

[0011] As a preferred embodiment of the present invention, the three third connecting holes are used with bolts to lock and fix the engine base to the connector head. Ribs are provided between the three protrusions. A third groove is provided at the middle of the top of the connector head. The third groove is located directly above the protrusion. A fifth groove is provided at both ends of the top of the connector head. The two fifth grooves are located directly above the two protrusions respectively. Two fourth grooves are evenly provided on the top of the connector head. Chamfers are provided at both ends of the bottom of the connector head.

[0012] As a preferred embodiment of the present invention, the top of the buffer part is provided with a clip, the clip is inserted into the slot, and a through hole is provided at the middle position of the top of the clip.

[0013] As a preferred embodiment of the present invention, the plurality of reinforcing ribs are arranged radially.

[0014] As a preferred embodiment of the present invention, grooves are provided on both sides of the bracket, the second locking hole is an elongated hole, bolts are provided in both the first and second locking holes, stiffeners are provided at both ends of the upper surface of the connection between the connecting plate and the bracket, a first groove is provided in the middle of the back of the bracket, the first groove is a semi-circular groove, and the outer edge of the bracket is covered with rubber.

[0015] Compared with the prior art, the beneficial effects of the present invention are: 1. The present invention discloses a suspension support structure for an automobile engine. The present invention provides a first locking hole and a second locking hole respectively on the bottom of both sides of the bracket. The bracket is locked and fixed by screwing bolts into the automobile fixing parts. A third locking hole is opened on the connecting plate. The bracket is further locked and fixed by screwing bolts through the third locking hole into the automobile fixing parts. A connector is set in the mounting hole of the bracket. The engine base is locked and fixed to the connector by bolts through the three third connecting holes. The connector supports the engine. The main spring is inserted into the slot of the connector. The buffer part of the main spring is designed as an inverted bowl shape to withstand large vertical loads. Multiple ribs are evenly arranged on the outer circumference of the buffer part to improve the lateral stiffness of the main spring and prevent the rubber from bulging under pressure. Multiple reinforcing ribs are evenly arranged on the conical surface of the buffer part. The multiple reinforcing ribs are radially distributed, which not only improves the local stiffness to prevent deformation, but also increases the contact area with the rubber to prevent the rubber from sliding off at the limit displacement. 2. The present invention discloses a suspension support structure for an automobile engine. This invention features a stop mechanism at the bottom of the mounting hole, with the main spring mounted on top of the stop mechanism. When the engine vibrates during operation, the main spring undergoes slight deformation to absorb the vibration, ensuring stable engine operation. When the vehicle experiences significant vibration during driving, the engine presses down on the main spring, causing it to deform significantly. The main spring then presses down on the buffer plate of the stop mechanism, which in turn presses down on the buffer spring to further buffer the vibration. During the downward movement of the buffer plate, a limiting ring slides along a groove to limit the buffer plate, preventing it from sliding off-center. Simultaneously, a stop post moves downward within the mounting hole. When the stop post reaches the top of the base plate, the stop mechanism provides limiting support for the engine. The main spring contacts the hard stop, instantly increasing the dynamic stiffness and thus strictly limiting engine displacement, effectively protecting the engine. Through the synergistic design of the rubber body geometry and material formulation, a unique nonlinear stiffness curve is constructed, allowing the engine to remain soft under small amplitude conditions to absorb minor vibrations at idle, and automatically switching to a high-stiffness mode under large displacement conditions to strictly limit engine displacement, simultaneously meeting the dual requirements of vibration isolation comfort and structural safety. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0017] Figure 1 This is a front view of the overall structure of the present invention; Figure 2 This is a three-dimensional schematic diagram of the overall structure of the present invention; Figure 3 This is a three-dimensional exploded view of the overall structure of the present invention; Figure 4 This is a three-dimensional schematic diagram of the support structure of the present invention; Figure 5 This is an isometric view of the support structure of the present invention; Figure 6 This is a three-dimensional schematic diagram of the base structure of the present invention; Figure 7 This is an isometric view of the base structure of the present invention; Figure 8 This is a three-dimensional schematic diagram of the connector structure of the present invention; Figure 9 This is an isometric view of the connector structure of the present invention; Figure 10 This is a three-dimensional schematic diagram of the main spring structure of the present invention; Figure 11 This is a three-dimensional schematic diagram of the stopping mechanism structure of the present invention; Figure 12 This is a cross-sectional view of the stop mechanism structure of the present invention; Figure 13 This is a three-dimensional schematic diagram of the column structure of the present invention.

[0018] In the diagram: 1. Bracket; 101. Mounting hole; 102. Groove; 103. First locking hole; 104. Second locking hole; 105. Connecting plate; 106. First groove; 107. Rib plate; 108. Connecting hole; 109. Rubber sheet; 110. First slot; 2. Base; 201. Second slot; 202. Folded edge; 203. Second groove; 204. First connecting hole; 205. Second connecting hole; 206. Protrusion; 207. Mounting groove; 208. Buffer block; 209. Buckle; 3. Connector; 301. Protrusion Column; 302, Third connecting hole; 303, Rib; 304, Third groove; 305, Fourth groove; 306, Chamfer; 307, Fifth groove; 308, Slot; 4, Rubber pad; 5, Main spring; 51, Connecting part; 511, Fourth connecting hole; 52, Buffer part; 53, Clip; 531, Through hole; 54, Rib; 55, Reinforcing rib; 6, Stopping mechanism; 61, Base plate; 62, Buffer plate; 63, Column; 631, Placement hole; 632, Slide groove; 64, Stopping column; 65, Limiting ring; 66, Buffer spring. Detailed Implementation

[0019] Embodiments of the present invention will now be described with reference to the accompanying drawings. In this process, to ensure clarity and convenience of explanation, we may exaggerate the width of lines or the size of constituent elements in the drawings.

[0020] Furthermore, the terms used below are defined based on the functionality of this invention and may vary depending on the user's, operator's, or conventions. Therefore, these terms are defined based on the entire contents of this specification.

[0021] like Figures 1 to 13 As shown, a suspension support structure for an automobile engine includes a bracket 1 and a base 2. The base 2 is disposed at the bottom of the bracket 1. Grooves 102 are formed on both side walls of the bracket 1. A first locking hole 103 and a second locking hole 104 are respectively formed on the bottom of both sides of the bracket 1. The second locking hole 104 is an elongated hole to facilitate adjustment of the bracket 1. Bolts are provided in both the first locking hole 103 and the second locking hole 104, and the bolts are screwed into the first locking hole 103 and the second locking hole 104. The bracket 1 is locked and fixed inside the car fastener. A connecting plate 105 is provided on the back of the bracket 1. Ribs 107 are provided at both ends of the upper surface of the connection between the connecting plate 105 and the bracket 1. A third locking hole 108 is provided on the connecting plate 105. The bracket 1 is further locked and fixed by screwing the bolt through the third locking hole 108 into the car fastener. A first groove 106 is provided in the middle of the back of the bracket 1. The first groove 106 is a semi-circular groove. The outer edge of the bracket 1 is covered with rubber 109.

[0022] like Figures 8 to 10As shown, the bracket 1 has a mounting hole 101 on its front side, and a connector 3 is installed in the mounting hole 101. Three protrusions 301 are evenly distributed on the bottom of the connector 3. A third connecting hole 302 is formed within each protrusion 301. The engine base is locked and fixed to the connector 3 through the three third connecting holes 302 and bolts. The connector 3 supports the engine. Ribs 303 are provided between the three protrusions 301 to increase their strength. A third groove 304 is formed at the center of the top of the connector 3, located directly above the protrusions 301, facilitating engine base installation. Fifth grooves 307 are formed at both ends of the top of the connector 3, with the two fifth grooves 307 located directly above the two protrusions 301 respectively. Two fourth grooves 305 are evenly distributed on the top of the connector 3. Both ends of the bottom are chamfered 306. The bottom of the connector 3 is provided with a slot 308, and a main spring 5 is inserted into the slot 308. The main spring 5 is a rubber main spring and includes a connecting part 51 and a buffer part 52. The buffer part 52 has an inverted bowl shape and can withstand large vertical loads. A locking head 53 is provided at the top of the buffer part 52 and is inserted into the slot 308. A through hole 531 is provided at the middle of the top of the locking head 53. Multiple ribs 54 are evenly provided on the outer circumference of the buffer part 52 to improve the lateral stiffness of the main spring 5 and prevent the rubber from bulging under pressure. Multiple reinforcing ribs 55 are evenly provided on the conical surface of the buffer part 52. The multiple reinforcing ribs 55 are radially distributed, which not only improves the local stiffness to prevent deformation, but also increases the contact area with the rubber to prevent the rubber from sliding off at the limit displacement.

[0023] like Figures 11 to 13 As shown, a stop mechanism 6 is provided at the bottom of the mounting hole 101. The stop mechanism 6 is located directly below the main spring 5. The stop mechanism 6 includes a base plate 61, which is disposed at the bottom of the mounting hole 101. A column 63 is provided on the base plate 61. A placement hole 631 is opened in the middle of the column 63. A stop post 64 is movably disposed in the placement hole 631. The diameter of the stop post 64 is smaller than the diameter of the placement hole 631. A buffer plate 62 is provided on the top of the stop post 64. The buffer plate 62 and the placement hole 631 are connected. A buffer spring 66 is provided, which is sleeved on the stop post 64. The buffer spring 66 lifts the buffer plate 62. A sliding groove 632 is provided on the upper surface of the post 63. A limit ring 65 is provided at the bottom of the buffer plate 62. The limit ring 65 is slidably disposed in the sliding groove 632. The shape of the limit ring 65 is adapted to the shape of the sliding groove 632. A plurality of fourth connecting holes 511 are evenly provided on the surface of the connecting part 51. The main spring 5 is locked and fixed by screwing the bolt through the fourth connecting holes 511 into the buffer plate 62.

[0024] like Figure 6 and Figure 7 As shown, the bracket 1 has a first slot 110 at the bottom front, and a rubber pad 4 is engaged in the first slot 110. The base 2 has a second slot 201 on its upper surface, and the bottom of the bracket 1 is engaged in the second slot 201. The outer edge of the rubber pad 4 abuts against the inner sidewall of the second slot 201. The outer edge of the base 2 has multiple folded edges 202, which cover the bottom of the bracket 1. The bottom ends of the second slot 201 have a first connecting hole 204 and a second connecting hole 205, respectively. The first connecting hole 204 is directly opposite to the first locking hole 103, and the second connecting hole 205 is directly opposite to the second locking hole 104 and their shapes are compatible. The outer edge of the base 2 has... The second groove 203, the base 2 has a protrusion 206 at the middle of the bottom, the protrusion 206 is annular, the bottom of the protrusion 206 has an installation groove 207, the installation groove 207 has a buffer block 208, the buffer block 208 has an annular cylindrical structure, the buffer block 208 is made of rubber to enhance the elasticity of the base 2, the bottom of the base 2 has two rows of buckles 209, the two rows of buckles 209 are respectively located at both ends of the protrusion 206, the two rows of buckles 209 cooperate with the limiting holes of the car fastener to facilitate the installation of the base 2, the protrusion 206 is inserted into the car fastener so that the buffer block 208 abuts against the support block, which plays a certain role in buffering vibration.

[0025] Specifically, the implementation involves opening first locking holes 103 and second locking holes 104 on the bottom sides of the bracket 1, respectively, and screwing them into the automotive fastener with bolts to lock and fix the bracket 1. A third locking hole 108 is opened on the connecting plate 105, and bolts are passed through the third locking hole 108 and screwed into the automotive fastener to further lock and fix the bracket 1. A connector 3 is installed in the mounting hole 101 of the bracket 1, and the engine base is locked and fixed to the connector 3 through the three third connecting holes 302 with bolts. The connector 3 supports the engine. The main spring 5 is inserted into the slot 308 of the head 3. The buffer part 52 of the main spring 5 is designed as an inverted bowl shape to withstand large vertical loads. Multiple ribs 54 are evenly arranged on the outer circumference of the buffer part 52 to improve the lateral stiffness of the main spring 5 and prevent the rubber from bulging under pressure. Multiple reinforcing ribs 55 are evenly arranged on the conical surface of the buffer part 52. The multiple reinforcing ribs 55 are radially distributed, which not only improves the local stiffness to prevent deformation, but also increases the contact area with the rubber to prevent the rubber from sliding off at the limit displacement. A stop mechanism is provided at the bottom of the mounting hole 101. 6. The bottom of the main spring 5 is installed on the top of the stop mechanism 6. When the engine vibrates during operation, the main spring 5 undergoes slight deformation to absorb the vibration and ensure smooth engine operation. When the car experiences greater vibration while driving, the engine presses down on the main spring 5, causing it to deform significantly. The main spring 5 presses down on the buffer plate 62 of the stop mechanism 6, and the buffer plate 62 presses down on the buffer spring 66 to further buffer the vibration. During the downward movement of the buffer plate 62, the limiting ring 65 slides along the slide groove 632 to limit the buffer plate 62 and prevent it from sliding off course. At the same time, the stop post 64... As the placement hole 631 moves downward, when the stop post 64 moves down to abut the top of the base plate 61, the stop mechanism 6 provides limiting support for the engine. The main spring 5 contacts the hard stop, instantly increasing the dynamic stiffness, thereby strictly limiting the engine displacement and effectively protecting the engine. Through the coordinated design of the rubber body geometry and material formula, a unique nonlinear stiffness curve is constructed, which keeps it soft in the small amplitude state to absorb the fine vibration of idling, and automatically switches to a high stiffness mode in the large displacement state to strictly limit the engine displacement, while meeting the dual requirements of vibration isolation comfort and structural safety.

[0026] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A suspension support structure for an automobile engine, comprising a bracket (1) and a base (2), wherein the base (2) is disposed at the bottom of the bracket (1), characterized in that: The bracket (1) has a first locking hole (103) and a second locking hole (104) respectively on the bottom of both sides. The bracket (1) has a connecting plate (105) on the back. The connecting plate (105) has a third locking hole (108). The bracket (1) has a mounting hole (101) on the front. The mounting hole (101) has a connector (3). The connector (3) has three protrusions (301) evenly arranged at the bottom. The protrusions (301) have a third connecting hole (302) in them. The connector (3) has a slot (308) at the bottom. The slot (308) has a main spring (5) inserted into it. The main spring (5) is a rubber main spring. The spring (5) includes a connecting part (51) and a buffer part (52). The buffer part (52) has an inverted bowl shape. Multiple ribs (54) are evenly arranged on the outer circumference of the buffer part (52). Multiple reinforcing ribs (55) are evenly arranged on the conical surface of the buffer part (52). A stop mechanism (6) is provided at the bottom of the mounting hole (101). The stop mechanism (6) is located directly below the main spring (5). The lower end of the main spring (5) is set at the top of the stop mechanism (6). A protrusion (206) is provided at the middle position of the bottom of the base (2). An installation groove (207) is opened at the bottom of the protrusion (206). A buffer block (208) is provided in the installation groove (207).

2. The suspension support structure for an automobile engine according to claim 1, characterized in that: The base (2) has a second slot (201) on its upper surface. The bottom of the bracket (1) is engaged in the second slot (201). The bottom of the front of the bracket (1) has a first slot (110). A rubber pad (4) is engaged in the first slot (110). The outer edge of the rubber pad (4) abuts against the inner side wall of the second slot (201). The outer edge of the base (2) has multiple folded edges (202). The bottom ends of the second slot (201) have a first connecting hole (204) and a second connecting hole (205) respectively. The first connecting hole (204) is opposite to the first locking hole (103). The second connecting hole (205) is opposite to the second locking hole (104) and the two are compatible in shape. The outer edge of the base (2) has a second groove (203).

3. The suspension support structure for an automobile engine according to claim 1, characterized in that: The protrusion (206) is annular, the buffer block (208) is annular column structure, the buffer block (208) is made of rubber, the base (2) has two rows of buckles (209) at the bottom, the two rows of buckles (209) are located at both ends of the protrusion (206), and the protrusion (206) is inserted into the car fastener.

4. The suspension support structure for an automobile engine according to claim 1, characterized in that: The stop mechanism (6) includes a base plate (61), which is located at the bottom of the mounting hole (101). A column (63) is provided on the base plate (61). A placement hole (631) is provided in the middle of the column (63). A stop post (64) is movably arranged in the placement hole (631). A buffer plate (62) is provided on the top of the stop post (64). A buffer spring (66) is provided between the buffer plate (62) and the placement hole (631). The buffer spring (66) is sleeved on the stop post (64) and the buffer plate (62) is lifted by the buffer spring (66). A plurality of fourth connection holes (511) are evenly provided on the surface of the connecting part (51). The main spring (5) is locked and fixed by screwing the bolt through the fourth connection hole (511) into the buffer plate (62).

5. The suspension support structure for an automobile engine according to claim 4, characterized in that: The diameter of the stop post (64) is smaller than the diameter of the placement hole (631). A groove (632) is provided on the upper surface of the post (63). A limit ring (65) is provided at the bottom of the buffer plate (62). The limit ring (65) is slidably disposed in the groove (632). The shape of the limit ring (65) is adapted to the shape of the groove (632).

6. The suspension support structure for an automobile engine according to claim 1, characterized in that: The three third connecting holes (302) are used with bolts to lock and fix the engine base to the connector (3). Ribs (303) are provided between the three protrusions (301). A third groove (304) is provided at the middle of the top of the connector (3). The third groove (304) is located directly above the protrusion (301). A fifth groove (307) is provided at both ends of the top of the connector (3). The two fifth grooves (307) are located directly above the two protrusions (301). Two fourth grooves (305) are evenly provided at the top of the connector (3). Chamfers (306) are provided at both ends of the bottom of the connector (3).

7. The suspension support structure for an automobile engine according to claim 1, characterized in that: The buffer section (52) is provided with a clip (53) at the top. The clip (53) is inserted into the slot (308). A through hole (531) is provided at the middle position of the top of the clip (53).

8. The suspension support structure for an automobile engine according to claim 1, characterized in that: The multiple reinforcing ribs (55) are radially distributed.

9. A suspension support structure for an automobile engine according to claim 1, characterized in that: The bracket (1) has grooves (102) on both sides of its side walls. The second locking hole (104) is a long strip hole. Bolts are provided in both the first locking hole (103) and the second locking hole (104). Ribs (107) are provided at both ends of the upper surface of the connection between the connecting plate (105) and the bracket (1). The bracket (1) has a first groove (106) in the middle of its back side. The first groove (106) is a semi-circular groove. The bracket (1) is covered with rubber (109) on its outer edge.

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