All-terrain vehicle engine damping structure

Abstract

The utility model discloses an all-terrain vehicle engine damping structure, which comprises a first bolt, a second bolt and a metal plate adapter, the first bolt and the second bolt are respectively used for connecting a frame with the front part and the rear part of an engine, first rubber buffer parts are sleeved outside the inner side of the head part and the inner side of the end part of the first bolt, and second rubber buffer parts are sleeved outside the inner side of the head part and the inner side of the end part of the first bolt. The inner side of the head and the inner side of the end of the second bolt are sleeved with second rubber buffering pieces. The upper end of the metal plate adapter is connected with an upper beam of a frame, and the lower metal plate is hung on an engine cylinder head. In order to solve the problem that the vibration of the engine is directly transmitted to the whole vehicle, improve the vehicle using experience of a driver and passengers, adjust the fixing mode of the engine and the vehicle frame, use flexible connection, enable rubber to absorb part of vibration generated by the engine, and reduce the vibration of the whole vehicle.

Description

Technical Field

[0001] This utility model relates to the field of all-terrain vehicle engine vibration reduction technology, and in particular to an all-terrain vehicle engine vibration reduction structure. Background Technology

[0002] Most small-displacement all-terrain vehicles on the market have a rigid connection between the engine and the frame, and the engine vibration is directly transmitted to the whole vehicle, resulting in a poor driving experience.

[0003] The State Intellectual Property Office's utility model patent application number 200420079592.2 discloses an engine mounting structure for an all-terrain vehicle, including a front engine bracket and a rear engine bracket. One end of the front engine bracket is connected to the front of the engine housing, and the other end is fixedly connected to the vehicle frame plane via a rubber pad. One end of the rear engine bracket is connected to the rear of the engine housing, and the other end is fixedly connected to the vehicle frame plane via a rubber pad. This utility model uses an engine-driven shock-absorbing suspension method to reduce vehicle vibration; however, the connecting bolts between the engine and the vehicle frame in this application are still a rigid connection, resulting in poor shock absorption. Summary of the Invention

[0004] To solve the above-mentioned technical problems, this utility model provides an all-terrain vehicle engine shock absorption structure, including a first bolt, a second bolt, and a sheet metal adapter. The first bolt and the second bolt are used to connect the vehicle frame to the front and rear of the engine, respectively. A first rubber buffer is fitted on the inner side of the head and the inner side of the end of the first bolt, and a second rubber buffer is fitted on the inner side of the head and the inner side of the end of the second bolt. The upper end of the sheet metal adapter is connected to the upper beam of the vehicle frame, and the lower sheet metal is suspended from the engine cylinder head.

[0005] Preferably, a first bushing is provided between the first rubber buffer and the first bolt, and the first bushing is cylindrical.

[0006] Preferably, the first rubber buffer includes a main body and an annular vertical wall. The main body is annular, and the annular vertical wall is located inside the main body. The outer diameter of the annular vertical wall is larger than the outer diameter of the main body.

[0007] Preferably, the inner side of the first rubber buffer is provided with a first gasket; the first gasket is annular and is sleeved on the outside of the screw of the first bolt.

[0008] Preferably, a second bushing is provided between the second rubber buffer and the second bolt, and the second bushing is cylindrical.

[0009] Preferably, the sheet metal adapter includes an upper sheet metal and a lower sheet metal, which are connected to each other at their ends.

[0010] Preferably, a rubber bushing is provided between the lower sheet metal and the upper sheet metal at the connecting end.

[0011] Preferably, it also includes screws, the lower sheet metal and the upper sheet metal have through holes at their ends, and the rubber bushing has a central hole; the screws pass through the through holes and the central hole of the rubber bushing, and are fastened at the ends by nuts.

[0012] Preferably, the first bushing is made of 45# steel, and the first bolt and the first bushing are vulcanized as one piece.

[0013] Preferably, the second bushing is made of 45# steel, and the second bushing and the second bolt are vulcanized together.

[0014] This invention addresses the problem of engine vibration being directly transmitted to the entire vehicle, thereby improving the driving experience for drivers and passengers. It adjusts the way the engine is fixed to the chassis by using a flexible connection, allowing rubber to absorb some of the vibration generated by the engine and reducing overall vehicle vibration. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the connection between the engine and the chassis.

[0016] Figure 2 This is a cross-sectional view showing the connection between the front of the engine and the chassis.

[0017] Figure 3 This is a cross-sectional view showing the connection between the rear of the engine and the chassis.

[0018] Figure 4 A perspective view showing the connection between the upper part of the engine and the chassis.

[0019] Figure 5 This is a perspective view showing the connection between the upper part of the engine and the chassis.

[0020] Figure 6 This is a structural diagram of the vehicle frame.

[0021] In the diagram: 1. First gasket, 2. First rubber buffer, 3. First bolt, 4. First bushing, 5. Second bolt, 6. Second bushing, 7. Upper sheet metal, 8. Rubber bushing, 9. Second gasket, 10. Nut, 11. Second rubber buffer, 12. Cylinder head, 13. Lower sheet metal, 14. Through hole, 15. Upper beam, 21. Annular vertical wall. Detailed Implementation

[0022] The technical solution of this utility model will be further described in detail below through specific embodiments and in conjunction with the accompanying drawings.

[0023] Example 1:

[0024] like Figure 1-6As shown, this utility model discloses a shock absorption structure for an all-terrain vehicle engine, including a front flexible connection structure, a rear flexible connection structure and an upper flexible connection structure. The front flexible connection structure includes a first bolt 3, a first bushing 4, a first gasket 1, and a first rubber buffer 2. The end of the first bolt 3 is provided with an external thread. The first bolt 3 is used to connect the front of the engine to the vehicle frame. The first bolt 3 is an existing connecting part.

[0025] The first bushing 4 is fitted on the inner side outside the head and the inner side outside the end of the first bolt 3. The inner side refers to the side of the first bolt 3 near the middle. The outer side of the first bushing 4 is fitted with a first rubber buffer 2. The first rubber buffer 2 is annular. The rubber buffer 2 includes a main body and an annular vertical wall 21. The annular vertical wall 21 is located inside the main body. The outer diameter of the annular vertical wall 21 is larger than the outer diameter of the main body.

[0026] The inner side of the first rubber buffer 2 is provided with an annular first gasket 1, which is sleeved on the outside of the first bolt 3; the use of the first gasket 1 increases the contact area and extends the service life.

[0027] A second pad 9 is provided on the outer side of the annular vertical wall 21 of the first rubber buffer 2.

[0028] The first bushing 4 is made of 45# steel.

[0029] The first rubber buffer component 2 is made of rubber and serves to cushion and reduce shock.

[0030] The rear flexible connection structure includes a second bolt 5 and a second bushing 6, with the end of the second bolt 5 having an external thread.

[0031] The second bushing 6 is fitted inside the head and outside the end of the second bolt 5; the second rubber buffer 11 is fitted outside the second bushing 6, and the second bushing 6 and the second bolt 5 are vulcanized together.

[0032] The upper flexible connection structure includes a sheet metal adapter and a rubber bushing 8. The sheet metal adapter includes an upper sheet metal 7 and a lower sheet metal 13. The upper end of the upper sheet metal 7 is connected to the upper beam 15 of the frame, and the lower sheet metal 13 is suspended from the engine cylinder head 12. The lower sheet metal 13 and the upper sheet metal 7 are connected by screws (not shown in the figure). A rubber bushing 8 is provided between the lower sheet metal 13 and the upper sheet metal 7. The screws pass through the hole 14 and the center hole of the rubber bushing 8, and the ends are fastened by nuts.

[0033] There was not enough space for the upper part of the engine to connect directly to the frame, so sheet metal adapters were added and rubber bushings were used to achieve the purpose of shock absorption.

[0034] This utility model adds rubber bushings and buffer bushings at the connection between the engine and the frame; after the engine is placed inside the frame, the bushings are inserted at both ends and then bolted in place; a hanging point is added to the upper part of the engine, which is fixed by sheet metal + rubber bushing.

[0035] The features of this utility model's all-terrain vehicle engine shock absorption structure are as follows:

[0036] 1. All connection points between the engine and the chassis are made of flexible material to absorb vibration and reduce overall vehicle vibration.

[0037] 2. When installing the front of the engine, first place the bushings on both sides, then press them down with the engine hanger sheet metal. After the engine hanger sheet metal is fixed to the frame, then pass the bolts through the buffer bushings and the engine hanger points.

[0038] 3. When installing the engine at the rear, first place the entire engine inside the frame, then align the engine's rear mounting point with the mounting point on the frame. Insert the buffer bushing into the mounting point, and then pass the bolt through the buffer bushing and the engine mounting point to complete the installation.

[0039] 4. When installing the upper part of the engine, the sheet metal and rubber bushings can be installed first, and then connected to the frame and engine.

[0040] This invention vulcanizes rubber and sheet metal, mounts them on the frame, and connects them to the engine via a flexible connection; it also adds rubber bushings for flexible connection to buffer and dampen shocks; for parts that cannot be directly connected to the frame, it adds sheet metal adapters and rubber bushings for buffer and damping.

[0041] Example 2

[0042] like Figure 1 , 2 As shown in Figure 6, this utility model discloses an all-terrain vehicle engine shock absorption structure, including a front flexible connection structure. The front flexible connection structure includes a first bolt 3 and a first bushing 4. The first bushing 4 is sleeved on the inner side of the head and the outer side of the inner side of the end of the first bolt 3.

[0043] The first bushing 4 is fitted with a first rubber buffer 2; the first rubber buffer 2 is annular, and the rubber buffer 2 includes a main body and an annular vertical wall 21. The annular vertical wall 21 is located inside the main body, and the outer diameter of the annular vertical wall 21 is larger than the outer diameter of the main body.

[0044] The inner side of the first rubber buffer 2 is provided with a first gasket 1; the first gasket 1 is annular and is sleeved on the outside of the screw of the first bolt 3; the use of the first gasket 1 increases the contact area and extends the service life.

[0045] A second pad 9 is provided on the outer side of the annular vertical wall 21 of the first rubber buffer 2.

[0046] The first bushing 4 is made of 45# steel.

[0047] The first rubber buffer component 2 is made of rubber and serves to cushion and reduce shock.

[0048] In this embodiment, the frame is softly connected to the front of the engine.

[0049] Example 3

[0050] like Figure 1 , 3 As shown in Figure 6, this embodiment discloses an all-terrain vehicle engine shock absorption structure, including a rear flexible connection structure. The rear flexible connection structure includes a second bolt 5 and a second bushing 6. The second bushing 6 is sleeved on the inner side of the head and the outer side of the inner side of the end of the second bolt 5. A second rubber buffer 11 is sleeved on the outer side of the second bushing 6.

[0051] The second bushing 6 is made of 45# steel, and the second bushing 6 and the second bolt 5 are vulcanized together.

[0052] In this embodiment, the frame is flexibly connected to the rear of the engine.

[0053] Example 4

[0054] like Figure 1 , 4 As shown in Figures 5 and 6, this embodiment discloses an all-terrain vehicle engine shock absorption structure, including an upper flexible connection structure. The upper flexible connection structure includes a sheet metal adapter and a rubber bushing 8. The sheet metal adapter includes an upper sheet metal 7 and a lower sheet metal 13. The lower sheet metal 13 and the upper sheet metal 7 are connected to each other at their ends. A rubber bushing 8 is provided between the lower sheet metal 13 and the upper sheet metal 7 at the connection end.

[0055] The lower sheet metal 13 and the upper sheet metal 7 are connected at their ends by screws; the lower sheet metal 13 and the upper sheet metal 7 are provided with through holes 14 at their ends, and the rubber bushing 8 is provided with a central hole; the screws pass through the through holes 14 and the central hole of the rubber bushing 8, and are fastened at their ends by nuts.

[0056] In this embodiment, the rubber and sheet metal are vulcanized. For the upper part of the engine that cannot be directly connected to the frame, a sheet metal adapter and rubber bushing are added for shock absorption.

[0057] Example 5

[0058] like Figure 1 , 2As shown in Figures 4, 5, and 6, this embodiment discloses an all-terrain vehicle engine shock absorption structure, including an upper flexible connection structure and a front flexible connection structure. The upper flexible connection structure includes a sheet metal adapter and a rubber bushing 8. The sheet metal adapter includes an upper sheet metal 7 and a lower sheet metal 13. The lower sheet metal 13 and the upper sheet metal 7 are connected to each other at their ends, and a rubber bushing 8 is provided between the lower sheet metal 13 and the upper sheet metal 7 at the connection end.

[0059] The lower sheet metal 13 and the upper sheet metal 7 are connected at their ends by screws; the lower sheet metal 13 and the upper sheet metal 7 are provided with through holes 14 at their ends, and the rubber bushing 8 is provided with a central hole; the screws pass through the through holes 14 and the central hole of the rubber bushing 8, and are fastened at their ends by nuts.

[0060] The front flexible connection structure includes a first bolt 3 and a first bushing 4, wherein the first bushing 4 is sleeved on the inner side of the head and the outer side of the inner side of the end of the first bolt 3.

[0061] The first bushing 4 is fitted with a first rubber buffer 2; the first rubber buffer 2 is annular, and the rubber buffer 2 includes a main body and an annular vertical wall 21. The annular vertical wall 21 is located inside the main body, and the outer diameter of the annular vertical wall 21 is larger than the outer diameter of the main body.

[0062] The inner side of the first rubber buffer 2 is provided with a first gasket 1; the first gasket 1 is annular and is sleeved on the outside of the screw of the first bolt 3; the use of the first gasket 1 increases the contact area and extends the service life.

[0063] In this embodiment, the upper and front parts of the engine are flexibly connected to the vehicle frame.

[0064] Example 6

[0065] like Figure 1 , 3 As shown in Figures 4, 5, and 6, this embodiment discloses an all-terrain vehicle engine shock absorption structure, including an upper flexible connection structure and a rear flexible connection structure. The rear flexible connection structure includes a second bolt 5 and a second bushing 6. The second bushing 6 is sleeved on the inner side of the head and the outer side of the inner side of the end of the second bolt 5. A second rubber buffer 11 is sleeved on the outer side of the second bushing 6.

[0066] The upper flexible connection structure includes a sheet metal adapter and a rubber bushing 8. The sheet metal adapter includes an upper sheet metal 7 and a lower sheet metal 13. The lower sheet metal 13 and the upper sheet metal 7 are connected to each other at their ends. A rubber bushing 8 is provided between the lower sheet metal 13 and the upper sheet metal 7 at the connection end.

[0067] The lower sheet metal 13 and the upper sheet metal 7 are connected at their ends by screws; the lower sheet metal 13 and the upper sheet metal 7 are provided with through holes 14 at their ends, and the rubber bushing 8 is provided with a central hole; the screws pass through the through holes 14 and the central hole of the rubber bushing 8, and are fastened at their ends by nuts.

[0068] The second bushing 6 is made of 45# steel, and the second bushing 6 and the second bolt 5 are vulcanized together.

[0069] In this embodiment, the rear and upper parts of the engine are flexibly connected to the vehicle frame.

[0070] Example 7

[0071] like Figure 1 , 2 As shown in Figures 3 and 6, this embodiment discloses an all-terrain vehicle engine shock absorption structure, including a front flexible connection structure and a rear flexible connection structure. The front flexible connection structure includes a first bolt 3 and a first bushing 4. The first bushing 4 is sleeved on the inner side of the head and the outer side of the inner side of the end of the first bolt 3.

[0072] The first rubber buffer 2 is fitted on the outside of the first bushing 4.

[0073] The first rubber buffer 2 is annular in shape. The rubber buffer 2 includes a main body and an annular vertical wall 21. The annular vertical wall 21 is located inside the main body, and the outer diameter of the annular vertical wall 21 is larger than the outer diameter of the main body.

[0074] The inner side of the first rubber buffer 2 is provided with a first gasket 1; the first gasket 1 is annular and is sleeved on the outside of the screw of the first bolt 3.

[0075] The rear flexible connection structure includes a second bolt 5 and a second bushing 6, with the second bushing 6 sleeved on the inner side of the head and the outer side of the inner side of the end of the second bolt 5.

[0076] The second bushing 6 is covered with a second rubber cushioning element 11.

[0077] The first bushing 4 is made of 45# steel, and the first bolt 3 and the first bushing 4 are vulcanized together.

[0078] The second bushing 6 is made of 45# steel, and the second bushing 6 and the second bolt 5 are vulcanized together.

[0079] In this embodiment, the front and rear of the engine are flexibly connected to the vehicle frame.

[0080] Example 8

[0081] An all-terrain vehicle engine shock absorption structure includes a front flexible connection structure, a rear flexible connection structure, and an upper flexible connection structure.

[0082] The front flexible connection structure includes a first bolt 3 and a first rubber buffer 2, wherein the first rubber buffer 2 is sleeved on the inner side of the head and the outer side of the inner side of the end of the first bolt 3.

[0083] The first rubber buffer 2 is annular in shape. The rubber buffer 2 includes a main body and an annular vertical wall 21. The annular vertical wall 21 is located inside the main body, and the outer diameter of the annular vertical wall 21 is larger than the outer diameter of the main body.

[0084] The first rubber buffer 2 has a first gasket 1 on its inner side; the first gasket 1 is annular and is sleeved on the outside of the screw of the first bolt 3.

[0085] The rear flexible connection structure includes a second bolt 5 and a second rubber buffer 11, with the second rubber buffer 11 sleeved on the inner side of the head and the outer side of the inner side of the end of the second bolt 5.

[0086] The upper flexible connection structure includes a sheet metal adapter and a rubber bushing 8. The sheet metal adapter includes an upper sheet metal 7 and a lower sheet metal 13. The lower sheet metal 13 and the upper sheet metal 7 are connected to each other at their ends. A rubber bushing 8 is provided between the lower sheet metal 13 and the upper sheet metal 7 at the connection end.

[0087] The lower sheet metal 13 and the upper sheet metal 7 are connected at their ends by screws; the lower sheet metal 13 and the upper sheet metal 7 are provided with through holes 14 at their ends, and the rubber bushing 8 is provided with a central hole; the screws pass through the through holes 14 and the central hole of the rubber bushing 8, and are fastened at their ends by nuts.

[0088] In this embodiment, rubber buffers are directly sleeved on the outside of the first bolt 3 and the second bolt 5, without the first bushing 4 and the second bushing 6, which serves as a buffer and shock absorber.

[0089] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An all-terrain vehicle engine damping structure characterized by, It includes first bolt (3), second bolt (5) and sheet metal adapter, the first bolt (3), second bolt (5) is used for the front and rear connection of frame and engine respectively, the head inner side and end inner side of the first bolt (3) are provided with first rubber buffer (2) outside, the head inner side and end inner side of the second bolt (5) are provided with second rubber buffer (11) outside;The upper end of the sheet metal adapter is connected with the upper beam (15) of frame, and the lower sheet metal (13) is hung on the engine cylinder head (12).

2. The ATV engine damping structure of claim 1, wherein The first rubber buffer (2) is provided with a first bushing (4) between the first bolt (3), and the first bushing (4) is cylindrical.

3. The ATV engine damping structure according to claim 1 or 2, characterized by, The first rubber buffer (2) includes a main body and a ring-shaped vertical wall (21), the main body is circular, the ring-shaped vertical wall (21) is located on the inner side of the main body, and the outer diameter of the ring-shaped vertical wall (21) is greater than the outer diameter of the main body.

4. The ATV engine dampening structure of claim 2, wherein, The inner side of the first rubber buffer (2) is provided with a first gasket (1), and the first gasket (1) is annular and sleeved outside the screw rod of the first bolt (3).

5. The ATV engine dampening structure of claim 1, wherein, The second rubber buffer (11) is provided with a second bushing (6) between the second bolt (5), and the second bushing (6) is cylindrical.

6. The ATV engine dampening structure of claim 1, wherein, The sheet metal adapter includes an upper sheet metal (7) and a lower sheet metal (13), and the lower sheet metal (13) and the upper sheet metal (7) are connected at the end.

7. The ATV engine dampening structure of claim 6, wherein, A rubber bushing (8) is arranged between the lower sheet metal (13) and the upper sheet metal (7) at the connecting end.

8. The ATV engine dampening structure of claim 7, wherein, It also includes a screw, the lower sheet metal (13) and the upper sheet metal (7) are provided with through holes (14) at the end, the rubber bushing (8) is provided with a center hole, the screw passes through the through hole (14) and the center hole of the rubber bushing (8), and is fastened by a nut at the end.

9. The ATV engine dampening structure of claim 2, wherein, The material of the first bushing (4) is 45# steel, and the first bolt (3) and the first bushing (4) are vulcanized as a whole.

10. The ATV engine dampening structure of claim 5, wherein, The material of the second bushing (6) is 45# steel, and the second bushing (6) and the second bolt (5) are vulcanized as a whole.

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