Engine support with damping function

Abstract

The utility model discloses an engine support with damping shock absorption, which relates to the technical field of engine supports, and comprises a support main body and symmetrical shock absorption structures, a fixing structure is arranged outside the support main body, and the fixing structure comprises a first fixing plate, a second fixing plate and a control assembly, the control assembly is arranged between the first fixing plate and the second fixing plate. Through the arrangement of the fixing structure, the engine can be stably supported while being placed at the top end of the support body, so that the effectiveness of short-time supporting of the engine can be guaranteed, the two hands for manually supporting the engine can be liberated, and the engine can be rapidly installed at the top end of the support body by a single person; according to the engine support, convenience is provided for installation of the engine, manual installation cost is reduced, convenience and efficiency of installation of the engine and the support body are enhanced, and meanwhile the application range and practicability of the support body are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of engine brackets, in particular to an engine bracket with damping and shock absorption. Background Art

[0002] The engine bracket is a type of engine fastener, and the engine bracket is usually used to mount the engine on the front axle at the front of the vehicle body. Therefore, the engine needs to be installed and fixed before the engine bracket so that it can be installed and used using the bracket.

[0003] When installing an existing engine bracket with an engine, it is usually necessary to manually place the engine on the top of the engine bracket first, and then support the engine to ensure the stability of the engine on the bracket, so that the engine can be fastened to the bracket using bolts, nuts or other fasteners. During this process, in order to ensure the stability of the engine on the bracket, one person is usually required to support the engine and another person is required to fasten the engine. The labor cost is high and the time is long, resulting in low installation efficiency between the engine and the bracket. Therefore, in order to solve the above problems, an engine bracket with damping and shock absorption is proposed. Utility Model Content

[0004] The purpose of the utility model is to provide an engine bracket with damping and vibration reduction to solve the problems raised in the above background technology.

[0005] To achieve the above object, the utility model provides the following technical solution: an engine bracket with damping and shock absorption, comprising a bracket body and a symmetrical shock absorption structure, wherein the shock absorption structure is fixedly arranged at the bottom end of the bracket body, and a fixed structure is arranged outside the bracket body, wherein the fixed structure comprises:

[0006] A first fixing plate, the first fixing plate is movably inserted and arranged on one side of the bracket body;

[0007] A second fixing plate, the second fixing plate is movably interlaced and arranged on the other side of the bracket body, the first fixing plate and the second fixing plate are both L-shaped, and the first fixing plate and the second fixing plate are used to stabilize the position of the engine on the bracket body;

[0008] A control component is disposed between the first fixing plate and the second fixing plate, and is used for the lateral movement of the first fixing plate and the second fixing plate.

[0009] Preferably, the control component includes a movable rod, a control tooth ring and a plurality of tooth grooves, the movable rod is movably inserted and arranged at the top end of the bracket body, the control tooth ring is movably arranged between the first fixed plate and the second fixed plate, the plurality of tooth grooves are respectively opened in the middle of the relative end surfaces of the first fixed plate and the second fixed plate, and the control tooth ring is meshed with the tooth grooves.

[0010] Preferably, the fixing structure further comprises an insertion rod and a spiral groove, the insertion rod is fixedly arranged on the inner wall of the control gear ring, the spiral groove is opened on the outer wall of the movable rod, and the insertion rod and the inner cavity of the spiral groove are movably inserted.

[0011] Preferably, the bottom end of the movable rod passes through the inner wall of the bracket body and extends downward, and the outer wall of the movable rod is provided with a friction sleeve, and the friction sleeve is fixedly arranged in the inner cavity of the bracket body.

[0012] Preferably, the shock absorbing structure comprises a support plate and a plurality of dampers, the support plate is arranged at the bottom end of the bracket body, and the plurality of dampers are symmetrically fixedly arranged between the support plate and the bracket body.

[0013] Preferably, an annular groove is formed at the top end of the control gear ring, a support rod is movably inserted into the inner cavity of the annular groove, and the top end of the support rod is fixedly disposed on the inner wall of the bracket body.

[0014] Technical effects and advantages of the utility model:

[0015] The utility model provides a fixed structure so that the engine can be stably supported in position when placed on the top of the bracket body, thereby ensuring the effectiveness of supporting the engine for a short time, and further freeing the hands of manually supporting the engine, so that a single person can quickly install the engine on the top of the bracket body, which provides convenience for the installation of the engine, reduces the manual installation cost, enhances the convenience and efficiency of the installation of the engine and the bracket body, and also improves the scope of application and practicality of the bracket body. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the three-dimensional structure of the utility model.

[0017] Figure 2 It is a front sectional structural schematic diagram of the movable rod and the control gear ring of the utility model.

[0018] Figure 3 This is a schematic diagram of the cross-sectional structure of the control gear ring of the utility model.

[0019] In the figure: 1. bracket body; 2. shock absorbing structure; 201. support plate; 202. damper; 3. fixing structure; 301. first fixing plate; 302. second fixing plate; 303. movable rod; 304. control gear ring; 305. insertion rod; 306. spiral groove; 307. friction sleeve; 308. tooth groove; 4. support rod. DETAILED DESCRIPTION

[0020] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0021] The utility model provides Figure 1-3 An engine bracket with damping and shock absorption is shown, comprising a bracket body 1 and a symmetrical shock absorbing structure 2, the shock absorbing structure 2 is fixedly arranged at the bottom end of the bracket body 1, a fixing structure 3 is arranged outside the bracket body 1, the fixing structure 3 comprises a first fixing plate 301, a second fixing plate 302 and a control component, the first fixing plate 301 is movably interspersed on one side of the bracket body 1, the second fixing plate 302 is movably interspersed on the other side of the bracket body 1, the first fixing plate 301 and the second fixing plate 302 are both L-shaped, and the first fixing plate 301 and the second fixing plate 302 are used to stabilize the position of the engine on the bracket body 1.

[0022] like Figure 1 As shown in , the cross-sections of the first fixing plate 301 and the second fixing plate 302 in the front view and the top view are both L-shaped. The first fixing plate 301 and the second fixing plate 302 are flexibly arranged on both sides of the bracket body 1. When the engine is placed on the top of the bracket body 1, the first fixing plate 301 and the second fixing plate 302 will automatically move to the two sides of the engine for clamping under the cooperation of the control component, so that the position of the engine at the top of the bracket body 1 can be initially fixed, and then the first fixing plate 301 and the second fixing plate 302 can be used to quickly fix the engine when the engine is fixed for a short time, so that the method of manually tightening the bolts when the engine is fixed for a short time can be avoided, which provides convenience for fixing the engine on the bracket body 1. At the same time, when the engine needs to be fastened to the bracket body 1 by bolts, the first fixing plate 301 and the second fixing plate 302 can also be used to fix the engine, freeing the hands of the manual support of the engine, so that the manual can free the hands and then install and fix the engine on the bracket body 1 separately, effectively improving the convenience and flexibility of installing the engine on the bracket body 1, and thus effectively improving the scope of application and practicality of the bracket body 1.

[0023] The control component is arranged between the first fixed plate 301 and the second fixed plate 302. The control component is used for the lateral movement of the first fixed plate 301 and the second fixed plate 302. The control component includes a movable rod 303, a control tooth ring 304 and a plurality of tooth grooves 308. The movable rod 303 is movably inserted and arranged at the top of the bracket body 1. The control tooth ring 304 is movably arranged between the first fixed plate 301 and the second fixed plate 302. The plurality of tooth grooves 308 are respectively opened in the middle of the opposite end surfaces of the first fixed plate 301 and the second fixed plate 302, and the control tooth ring 304 is meshed with the tooth grooves 308.

[0024] like Figure 2 and Figure 3 As shown in the figure, the movable rod 303 is movably inserted in the top of the bracket body 1 and can be movably inserted in the middle of the control gear ring 304 by moving downward, so that the movable rod 303 can move downward after being subjected to the pressure of the engine, and the control gear ring 304 is driven to rotate while moving downward, so that the rotating control gear ring 304 can be engaged with the tooth grooves 308 provided on the first fixing plate 301 and the second fixing plate 302, and the first fixing plate 301 and the second fixing plate 302 can be driven to move in opposite directions while engaging. Conversely, when the movable rod 303 moves upward, the first fixing plate 301 and the second fixing plate 302 will be driven to move in opposite directions. Therefore, the movement of the first fixing plate 301 and the second fixing plate 302 does not require manual control or electric drive. The pressure of the engine on the top of the bracket body 1 can drive the first fixing plate 301 and the second fixing plate 302 to move toward each other, so that the position of the engine can be fixed while the engine is placed on the top of the bracket body 1, which provides convenience for the stability of the position of the engine on the bracket body 1, improves the efficiency of fixing the engine on the top of the bracket body 1, and further provides convenience for the installation of the engine on the top of the bracket body 1, effectively improving the efficiency and effectiveness of the installation between the engine and the bracket body 1.

[0025] The fixed structure 3 also includes an insertion rod 305 and a spiral groove 306. The insertion rod 305 is fixedly arranged on the inner wall of the control gear ring 304, and the spiral groove 306 is opened on the outer wall of the movable rod 303. The insertion rod 305 and the inner cavity of the spiral groove 306 are movably inserted.

[0026] like Figure 2 and Figure 3As shown in the figure, the coordinated arrangement of the insertion rod 305 and the spiral groove 306 enables the insertion rod 305 to move along the inner cavity of the spiral groove 306 when the movable rod 303 is lowered by the pressure of the engine. As the spiral groove 306 moves downward, the insertion rod 305 will rotate while moving along the inner cavity of the spiral groove 306, thereby prompting the control gear ring 304 to rotate, and then driving the first fixed plate 301 and the second fixed plate 302 to move. Therefore, the arrangement of the insertion rod 305 and the spiral groove 306 provides support for the movable rod 303 to drive the rotation of the control gear ring 304, thereby ensuring the effectiveness of the movement of the first fixed plate 301 and the second fixed plate 302, and effectively enhancing the stability of the engine fixation.

[0027] The bottom end of the movable rod 303 penetrates the inner wall of the bracket body 1 and extends downward. The outer wall of the movable rod 303 is provided with a friction sleeve 307 , and the friction sleeve 307 is fixedly arranged in the inner cavity of the bracket body 1 .

[0028] like Figure 2 As shown in the figure, the friction sleeve 307 is any one of elastic rubber or elastic silicone. The friction sleeve 307 generates friction with the outer wall of the movable rod 303 through the movement of the movable rod 303, thereby ensuring the stability of the upper and lower positions of the movable rod 303 and preventing the movable rod 303 from rotating. At the same time, the friction between the friction sleeve 307 and the movable rod 303 also supports the installation of the movable rod 303, preventing the movable rod 303 from moving downward without pressure, thereby ensuring the stability of the position of the movable rod 303 and the effectiveness of its use.

[0029] The shock absorbing structure 2 includes a support plate 201 and a plurality of dampers 202 . The support plate 201 is disposed at the bottom end of the support body 1 . The plurality of dampers 202 are symmetrically fixedly disposed between the support plate 201 and the support body 1 .

[0030] like Figure 1 As shown in the figure, there is a spatial distance between the support plate 201 and the bottom end of the bracket body 1. By installing the damper 202, when the engine is installed on the bracket body 1 for use, the damper 202 can be used to achieve a shock-absorbing effect, thereby reducing the vibration amplitude of the engine when in use, thereby ensuring the firmness of the installation between the engine and the bracket body 1, and enhancing the safety of the engine use.

[0031] An annular groove is formed at the top of the control gear ring 304 , and a support rod 4 is movably inserted into the inner cavity of the annular groove. The top of the support rod 4 is fixed to the inner wall of the bracket body 1 .

[0032] like Figure 2As shown in the figure, there are two support rods 4, and the cross-section of the support rod 4 is convex-shaped, and the front cross-section of the annular groove is also convex-shaped, which is adapted to the shape of the support rod 4, so that the support rod 4 can be movably interlaced with the inner cavity of the annular groove while avoiding falling off. The setting of the support rod 4 plays a supporting role for the control gear ring 304, ensuring the stability of the position installation of the control gear ring 304, and at the same time does not affect the rotation of the control gear ring 304, ensuring the effectiveness of the use of the control gear ring 304.

[0033] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An engine bracket with damping and shock absorption, comprising a bracket body (1) and symmetrical shock absorption structures (2), wherein the shock absorption structures (2) are fixedly arranged at the bottom end of the bracket body (1), characterized in that: A fixing structure (3) is arranged outside the support body (1), and the fixing structure (3) comprises: A first fixing plate (301), the first fixing plate (301) being movably interlaced and arranged on one side of the bracket body (1); A second fixing plate (302), the second fixing plate (302) is movably interlaced and arranged on the other side of the bracket body (1), the first fixing plate (301) and the second fixing plate (302) are both L-shaped, and the first fixing plate (301) and the second fixing plate (302) are used to stabilize the position of the engine on the bracket body (1); A control component is disposed between the first fixed plate (301) and the second fixed plate (302), and is used for lateral movement of the first fixed plate (301) and the second fixed plate (302).

2. The engine bracket with damping and vibration reduction according to claim 1, characterized in that: The control assembly comprises a movable rod (303), a control tooth ring (304) and a plurality of tooth grooves (308); the movable rod (303) is movably inserted and arranged at the top end of the bracket body (1); the control tooth ring (304) is movably arranged between the first fixed plate (301) and the second fixed plate (302); the plurality of tooth grooves (308) are respectively opened in the middle of the opposite end surfaces of the first fixed plate (301) and the second fixed plate (302); the control tooth ring (304) is meshed with the tooth grooves (308).

3. The engine bracket with damping and vibration reduction according to claim 1, characterized in that: The fixed structure (3) further comprises an insertion rod (305) and a spiral groove (306), wherein the insertion rod (305) is fixedly arranged on the inner wall of the control gear ring (304), and the spiral groove (306) is opened on the outer wall of the movable rod (303), and the insertion rod (305) and the inner cavity of the spiral groove (306) are movably inserted.

4. The engine bracket with damping and vibration reduction according to claim 2, characterized in that: The bottom end of the movable rod (303) passes through the inner wall of the bracket body (1) and extends downward. The outer wall of the movable rod (303) is provided with a friction sleeve (307), and the friction sleeve (307) is fixedly arranged in the inner cavity of the bracket body (1).

5. The engine bracket with damping and vibration reduction according to claim 1, characterized in that: The shock absorbing structure (2) comprises a support plate (201) and a plurality of dampers (202); the support plate (201) is arranged at the bottom end of the support body (1); and the plurality of dampers (202) are symmetrically fixedly arranged between the support plate (201) and the support body (1).

6. The engine bracket with damping and vibration reduction according to claim 2, characterized in that: An annular groove is provided at the top end of the control gear ring (304), a support rod (4) is movably inserted into the inner cavity of the annular groove, and the top end of the support rod (4) is fixedly arranged on the inner wall of the bracket body (1).

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