Engine gearbox shock absorber

Abstract

The utility model relates to the technical field of automobile engine shock absorption, and provides an engine gearbox shock absorber which comprises an aluminum support, a vulcanization body, an aluminum supporting arm and a nylon lower cover, the aluminum support is provided with an installation cavity, and the installation cavity is used for installation of the vulcanization body; top rubber is connected to the two sides of the vulcanization body and used for abutting against the inner side wall of the aluminum support. The aluminum support arm is connected with the vulcanization main body, the nylon lower cover is installed on the aluminum support and connected to the lower end of the vulcanization main body, and the nylon lower cover is used for enabling the upper end of the vulcanization main body to abut against the inner side wall of the aluminum support. The shock absorption effect of the shock absorber is improved.

Description

Technical Field

[0001] The present application relates to the technical field of automobile engine vibration reduction, and in particular to an engine transmission vibration reducer. Background Art

[0002] The automobile engine is the device that provides power to the vehicle, the heart of the car, and determines its power, economy, stability, and environmental performance. To maximize engine performance, a transmission is essential to coordinate engine speed with the actual driving speed of the wheels, creating different gear ratios between the engine and the wheels. The transmission, a crucial component in a car, regulates the vehicle's speed during driving.

[0003] During driving, the engine, transmission, and vehicle body often vibrate relative to each other due to the unevenness of the road surface. To mitigate the effects of this vibration, the transmission and vehicle body are typically connected via shock absorbers. These shock absorbers provide a flexible connection between the transmission and vehicle body, improving driving comfort and transmission stability.

[0004] Existing gearbox shock absorbers usually include an outer tube and a shock-absorbing element. The outer tube is provided with a mounting hole for the shock-absorbing element. The shock-absorbing element includes an outer bushing, an inner core tube and a rubber member arranged between the outer bushing and the inner core tube. The deformation and buffering capacity of the rubber member buffers the vibration transmitted from the outer tube to the inner core tube.

[0005] After the above shock absorber is installed on the gearbox, when the car shakes left and right during driving, the shock absorption effect on the gearbox is low. The support force of the shock absorber on the gearbox is generally not in the vertical direction, and the shock absorption effect in the horizontal direction needs to be improved. Utility Model Content

[0006] In order to improve the shock absorbing effect of the shock absorber, the present application provides an engine transmission shock absorber.

[0007] The present application provides an engine transmission shock absorber adopting the following technical solution:

[0008] An engine transmission shock absorber comprises an aluminum bracket, a vulcanized body, an aluminum support arm and a nylon lower cover, wherein the aluminum bracket is provided with an installation cavity for installing the vulcanized body; top glues are connected to both sides of the vulcanized body, and the top glues are used to abut against the inner side wall of the aluminum bracket; the aluminum support arm is connected to the vulcanized body, and the nylon lower cover is installed on the aluminum bracket and connected to the lower end of the vulcanized body, and the nylon lower cover is used to press the upper end of the vulcanized body against the inner side wall of the aluminum bracket.

[0009] By adopting this technical solution, the aluminum bracket serves as a carrier for mounting the vulcanized body; operators can install the engine and transmission on the aluminum bracket. When the vehicle vibrates side to side during driving, the vulcanized body, through the top glue, can be supported against the inner wall of the aluminum bracket. Due to the elasticity of the top glue, flexible contact is achieved between the vulcanized body and the aluminum bracket, which acts as a buffer, thereby reducing the impact of the vehicle's side-to-side vibration on the transmission and further improving the vehicle's shock absorption effect.

[0010] At the same time, the upper end of the vulcanized body abuts against the aluminum bracket, and the lower end abuts against the nylon lower cover, thereby limiting the up and down directions of the vulcanized body, thereby reducing the impact of the car's up and down vibration on the car's gearbox.

[0011] Preferably, a mounting groove is provided on the vulcanized body, and the aluminum support arm is inserted into the mounting groove.

[0012] By adopting the above technical solution, the vulcanized main body and the aluminum support arm can be detachably connected by plugging, which makes it convenient to disassemble and replace the aluminum support arm.

[0013] Preferably, the surface of the aluminum support arm inserted into the mounting groove is connected with a plurality of anti-slip strips, and the anti-slip strips are distributed at intervals along the insertion direction of the aluminum support arm.

[0014] By adopting the above technical solution, the anti-slip strip can increase the roughness of the surface of the aluminum support arm, thereby increasing the static friction between the aluminum support arm and the aluminum bracket, and improving the stability of the connection between the two.

[0015] Preferably, it further comprises a nylon partition and a flow channel plate, both of which are arranged in the vulcanization body, the nylon partition is located above the flow channel plate, and the flow channel plate is filled with a buffer solution.

[0016] By adopting this technical solution, the nylon baffle is placed on the flow channel plate, and the two enclose an internal space. During the vehicle's operation, the buffer filled in the flow channel plate flows back and forth, absorbing external vibration energy, achieving hydraulic cushioning for the engine, transmission, and body, effectively reducing the possibility of separation of the engine, transmission, and body due to vibration.

[0017] Preferably, a gasket is further included, and the gasket is arranged between the nylon partition and the flow channel plate.

[0018] By adopting the above technical solution, the gasket has a certain elasticity, which can improve the softness of the contact between the nylon partition and the flow channel plate.

[0019] Preferably, it further comprises a leather cup, which is arranged between the flow channel plate and the nylon lower cover, and the leather cup is recessed inward to form a groove, and the notch of the groove faces the flow channel plate.

[0020] By adopting the above technical solution, due to the setting of the leather cup, during the driving process of the car, the leather cup and the buffer solution filled in the flow channel plate can collaboratively buffer the engine, gearbox and body, further reducing the possibility of the engine, gearbox and body being separated due to shaking.

[0021] Preferably, it further comprises an iron bracket and a fastener, wherein the iron bracket is locked to the aluminum bracket via the fastener, and the aluminum bracket is provided with a mounting hole for the fastener to pass through.

[0022] By adopting the above technical solution, the iron bracket is connected to the aluminum bracket through the fastener, and the iron bracket is connected to the vehicle body, thereby fixing the position of the aluminum bracket.

[0023] Preferably, the nylon lower cover is connected to a plurality of limit blocks, each of which is spaced apart along the circumference of the nylon lower cover. The vulcanized body is connected to a limit convex ring, and each of the limit blocks is clamped on the limit convex ring.

[0024] By adopting the above technical solution, a plurality of limiting blocks can be clamped on the limiting convex ring, thereby realizing the connection between the vulcanized main body and the nylon lower cover.

[0025] In summary, this application includes at least one of the following beneficial technical effects:

[0026] (1) By setting top glue on both sides of the vulcanized body, flexible contact is achieved between the vulcanized body and the aluminum bracket, which can play a buffering role, thereby reducing the impact of the car's left and right vibrations on the car's gearbox.

[0027] (2) By setting an anti-slip strip on the aluminum support arm, the anti-slip strip can increase the roughness of the aluminum support arm surface, thereby increasing the static friction force when the aluminum support arm is inserted into the aluminum bracket.

[0028] (3) By setting up nylon partitions and flow channel plates, the buffer solution filled in the flow channel plates flows back and forth during the driving of the car, thereby absorbing external vibration energy and achieving hydraulic buffering of the engine, gearbox and body. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic structural diagram of a shock absorber in an embodiment of the present application;

[0030] Figure 2 is a partial structural diagram of a shock absorber in an embodiment of the present application;

[0031] Figure 3 It is an exploded schematic diagram of the components of the shock absorber in the embodiment of the present application.

[0032] Figure numerals: 1. Aluminum bracket; 2. Vulcanized main body; 3. Aluminum support arm; 4. Nylon lower cover; 5. Installation cavity; 6. Installation groove; 7. Anti-slip strip; 8. Top glue; 9. Limit block; 10. Limit convex ring; 11. Nylon partition; 12. Runner plate; 13. Leather cup; 14. Gasket; 15. Groove; 16. Iron bracket; 17. Fastener. DETAILED DESCRIPTION

[0033] The following will describe the technical solution of the present application in conjunction with the drawings in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. The present application can be embodied in many different forms and is not limited to the embodiments described here.

[0034] Throughout the present application, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present application. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0035] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned figure descriptions are intended to cover non-exclusive inclusions.

[0036] In the description of the embodiments of this application, unless otherwise specified or limited, technical terms such as "installed," "connected," "connected," and "fixed" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, integration, or mechanical connections. Those skilled in the art will understand the specific meanings of these terms in the embodiments of this application based on specific circumstances.

[0037] Some embodiments of the present application are described in detail below with reference to the accompanying drawings. In the absence of conflict, those skilled in the art may combine and combine the different embodiments or examples and features of the different embodiments or examples shown in the present application.

[0038] The embodiment of the present application discloses an engine transmission shock absorber. Figure 1 and Figure 2The shock absorber includes an aluminum bracket 1, a vulcanized body 2, an aluminum support arm 3 and a nylon lower cover 4. The aluminum bracket 1 serves as a carrier for the installation of the vulcanized body 2. A mounting cavity 5 is provided on the aluminum bracket 1, and the vulcanized body 2 is installed in the mounting cavity 5. The aluminum support arm 3 is installed on the vulcanized body 2, and the operator can install the engine and gearbox on the aluminum support arm 3. Specifically, a mounting groove 6 is provided at the upper end of the vulcanized body 2, and the aluminum support arm 3 is fixed in the mounting groove 6 by plugging, so as to realize the detachable connection between the aluminum support arm 3 and the vulcanized body 2, and facilitate the removal and replacement of the aluminum support arm 3. In some embodiments, the aluminum support arm 3 is plugged into the surface of the mounting groove 6 and fixedly connected with a plurality of anti-slip strips 7, and each anti-slip strip 7 is spaced apart along the insertion direction of the aluminum support arm 3. The anti-slip strip 7 can increase the roughness of the surface of the aluminum support arm 3, thereby increasing the static friction of the aluminum support arm 3 plugged into the aluminum bracket 1, and improving the stability of the connection between the two.

[0039] Top glue 8 is fixedly connected to both sides of the vulcanized body 2. The top glue 8 is elastic and abuts against the inner side wall of the aluminum bracket 1. The nylon lower cover 4 is installed on the aluminum bracket 1 and is also located in the installation cavity 5. The nylon lower cover 4 is connected to the lower end of the vulcanized body 2 and is used to press the upper end of the vulcanized body 2 against the inner side wall of the aluminum bracket 1. Specifically, a plurality of limit blocks 9 are fixedly connected to the nylon lower cover 4, and each limit block 9 is distributed along the circumference of the nylon lower cover 4. A limit ring 10 is fixedly connected to the surface of the vulcanized body 2. Each limit block 9 is used to snap onto the limit ring 10, and the connection between the vulcanized body 2 and the nylon lower cover 4 is achieved under the action of the clamping force.

[0040] When the car vibrates left and right during driving, the vulcanized body 2 can be pressed against the inner wall of the aluminum bracket 1 through the top glue 8. Since the top glue 8 has a certain elasticity, flexible contact is achieved between the vulcanized body 2 and the aluminum bracket 1, which can play a buffering role, thereby reducing the impact of the car's left and right vibrations on the car's gearbox and further improving the shock absorption effect of the car.

[0041] At the same time, the upper end of the vulcanized body 2 abuts against the aluminum bracket 1, and the lower end abuts against the nylon lower cover 4, thereby limiting the vertical direction of the vulcanized body 2, thereby reducing the impact of the car's up and down vibration on the car's gearbox.

[0042] Reference Figure 3In addition, a nylon baffle 11, a flow channel plate 12, and a leather cup 13 are installed in the vulcanized body 2. The nylon baffle 11, the flow channel plate 12, and the leather cup 13 are arranged in order from top to bottom. The nylon baffle 11 is located above the flow channel plate 12 and forms a closed internal space with the flow channel plate 12. The flow channel plate 12 is filled with a buffer. During the driving process of the car, the buffer filled in the flow channel plate 12 flows back and forth to absorb external vibration energy, thereby achieving hydraulic buffering of the engine, gearbox, and body, and effectively reducing the possibility of the engine, gearbox, and body being separated due to shaking. Among them, a gasket 14 is also installed between the nylon baffle 11 and the flow channel plate 12. The gasket 14 has a certain elasticity to improve the flexibility of the contact between the nylon baffle 11 and the flow channel plate 12.

[0043] The leather cup 13 is located between the flow channel plate 12 and the nylon lower cover 4. The leather cup 13 is recessed inward to form a groove 15, with the notch of the groove 15 facing the flow channel plate 12. The leather cup 13 and the buffer can synergistically cushion the engine, gearbox and body, further reducing the possibility of the engine, gearbox and body being separated due to vibration.

[0044] According to some embodiments of the present application, optionally, see FIG. *. Aluminum bracket 1 is further mounted with an iron bracket 16. Iron bracket 16 is secured to aluminum bracket 1 via fasteners 17. Aluminum bracket 1 has mounting holes for fasteners 17. Fasteners 17 are removable elements such as fastening bolts or studs. Iron bracket 16 serves as a connector, indirectly connecting aluminum bracket 1 to the vehicle body, thereby securing aluminum bracket 1 in place.

[0045] The implementation principle of an engine transmission shock absorber in an embodiment of the present application is as follows: when a car vibrates left and right while driving, the vulcanized body 2 can be pressed against the inner wall of the aluminum bracket 1 through the top glue 8, thereby limiting the vulcanized body 2 in the left and right directions, thereby reducing the impact of the car's left and right vibrations on the car's transmission and improving the shock absorption effect on the car.

[0046] The above are all preferred embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application should be included in the scope of protection of the present application.

Claims

1. An engine gearbox shock absorber, characterized in that: The invention comprises an aluminum bracket (1), a vulcanized body (2), an aluminum support arm (3) and a nylon lower cover (4); the aluminum bracket (1) is provided with an installation cavity (5), and the installation cavity (5) is used for installing the vulcanized body (2); top glue (8) is connected to both sides of the vulcanized body (2), and the top glue (8) is used to abut against the inner side wall of the aluminum bracket (1); the aluminum support arm (3) is connected to the vulcanized body (2), and the nylon lower cover (4) is installed on the aluminum bracket (1) and connected to the lower end of the vulcanized body (2); the nylon lower cover (4) is used to press the upper end of the vulcanized body (2) against the inner side wall of the aluminum bracket (1).

2. The engine transmission shock absorber according to claim 1, characterized in that: The vulcanized body (2) is provided with a mounting groove (6), and the aluminum support arm (3) is inserted into the mounting groove (6).

3. The engine transmission shock absorber according to claim 2, characterized in that: The surface of the aluminum support arm (3) inserted into the mounting groove (6) is connected to a plurality of anti-slip strips (7), and the anti-slip strips (7) are distributed at intervals along the insertion direction of the aluminum support arm (3).

4. The engine transmission shock absorber according to claim 1, characterized in that: It also comprises a nylon baffle (11) and a flow channel plate (12), wherein the nylon baffle (11) and the flow channel plate (12) are both arranged in the vulcanization body (2), the nylon baffle (11) is located above the flow channel plate (12), and the flow channel plate (12) is filled with a buffer solution.

5. The engine transmission shock absorber according to claim 4, characterized in that: It also includes a gasket (14), wherein the gasket (14) is arranged between the nylon partition plate (11) and the flow channel plate (12).

6. The engine transmission shock absorber according to claim 4, characterized in that: It also includes a leather cup (13), the leather cup (13) being arranged between the flow channel plate (12) and the nylon lower cover (4), the leather cup (13) being recessed inwardly to form a groove (15), the notch of the groove (15) facing the flow channel plate (12).

7. The engine transmission shock absorber according to claim 1, characterized in that: It also comprises an iron bracket (16) and a fastener (17), wherein the iron bracket (16) is locked onto the aluminum bracket (1) via the fastener (17), and the aluminum bracket (1) is provided with a mounting hole for the fastener (17) to pass through.

8. The engine transmission shock absorber according to claim 1, characterized in that: The nylon lower cover (4) is connected to a plurality of limit blocks (9), each of which is spaced apart along the circumference of the nylon lower cover (4); the vulcanized body (2) is connected to a limit convex ring (10), each of which is clamped on the limit convex ring (10).

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