Engine foot rubber

Abstract

The utility model discloses an engine foot rubber, and aims to provide an engine foot rubber which is good in damping effect and strong in structural stability, and adopts the technical scheme that the engine foot rubber comprises a bracket main body, and an elastic buffer layer is arranged at the bottom of the bracket main body; the elastic buffer layer comprises a hydraulic damper, a rubber damping body arranged outside the hydraulic damper in a sleeving mode and an outer shell arranged outside the rubber damping body, a honeycomb-shaped micropore structure is arranged in the rubber damping body, the support body is further provided with a fixing structure, and the fixing structure is used for connecting an engine and a vehicle body. The utility model is suitable for the technical field of engine damping rubber mats.

Description

Technical Field

[0001] This utility model relates to the technical field of engine shock-absorbing rubber pads, and more specifically, to an engine foot pad. Background Technology

[0002] While current engine mounts have significantly improved in vibration damping performance, some shortcomings remain. Under conditions of high engine speed, rapid acceleration, or rapid deceleration, the mounts may not completely isolate engine vibrations, causing some vibrations to be transmitted to the vehicle body and affecting ride comfort. Furthermore, for some newer engines, such as turbocharged engines and hybrid engines, their vibration characteristics differ from traditional engines, and existing engine mounts may not be adequately suited to the vibration damping requirements of these newer engines. Utility Model Content

[0003] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide an engine mount with good shock absorption and strong structural stability.

[0004] To achieve the above objectives, the present invention provides the following technical solution: an engine mount, comprising a bracket body, wherein the bottom of the bracket body is provided with an elastic buffer layer, the elastic buffer layer comprising a hydraulic damper, a rubber shock absorber sleeved outside the hydraulic damper, and an outer shell disposed outside the rubber shock absorber, wherein the rubber shock absorber has a honeycomb microporous structure inside, and the bracket body is further provided with a fixing structure, the fixing structure being used to connect the engine and the vehicle body.

[0005] The utility model is further configured such that: the fixing structure includes a concave connecting part and a mounting part extending from both ends of the bracket body, and both the concave connecting part and the mounting part are provided with a plurality of fixing holes.

[0006] The utility model is further configured such that: a metal protective layer is provided on the outside of the bracket body, and the surface of the metal protective layer is provided with uniformly distributed concave texture.

[0007] The utility model is further configured such that two through holes are symmetrically provided at the bottom of the metal protective layer.

[0008] The utility model is further configured such that the length of the upper edges on both sides of the concave connecting part is 1 / 2 to 2 / 3 of the length of the middle concave part.

[0009] The utility model is further configured such that: a metal reinforcing mesh is provided at the bottom of the buffer layer to enhance the strength of the overall structure.

[0010] The utility model is further configured such that the metal reinforcing mesh is woven from cold-drawn low-carbon steel wire and has a cross-shaped structure.

[0011] The beneficial effects of this utility model are:

[0012] 1. Hydraulic damping dynamically adjusts the damping force according to the intensity and frequency of engine vibration. When the engine operates under high load and generates severe vibration, hydraulic damping rapidly increases resistance, effectively suppressing the transmission of vibration; while when the engine is running smoothly with less vibration, it maintains lower damping to ensure smooth engine operation. The rubber shock absorber itself has good elasticity and can absorb some vibration energy. Its internal honeycomb microporous structure not only enhances the shock absorption effect of the rubber shock absorber but also improves its flexibility and fatigue resistance. The fixing structure on the bracket body has good versatility and adaptability, and can be flexibly adjusted and installed according to the structural characteristics and installation requirements of different engines and vehicle bodies.

[0013] 2. The engine mount's fixing structure consists of concave connecting parts and mounting parts extending from both ends of the bracket body. The concave connecting parts provide a stable and fitting space for the connection between the engine and the mount, allowing it to closely conform to specific parts of the engine and enhance connection stability. The mounting parts are used to fix the entire engine mount to the vehicle body, acting as a bridge to ensure a reliable connection between the engine and the vehicle body. The length of the upper edges on both sides of the concave connecting parts is 1 / 2–2 / 3 of the length of the central concave part. From a mechanical point of view, this ratio allows the concave connecting parts to maintain good structural strength and stability when bearing the weight and vibration of the engine. The shorter upper edges on both sides can concentrate force and enhance support for the engine; while the relatively longer central concave part provides sufficient buffer space for the engine, reducing rigid impacts and further improving the shock absorption effect.

[0014] 3. The metal protective layer on the outside of the bracket body effectively resists external physical impacts, such as stones splashed during driving or collisions with road bumps, preventing direct damage to the bracket body and thus extending the service life of the engine mounts. Simultaneously, the metal protective layer also prevents corrosion from chemicals such as rainwater and de-icing agents, reducing the risk of damage to the bracket body due to corrosion and improving the reliability of the engine mounts in harsh environments. The evenly distributed concave texture on the surface of the metal protective layer increases its surface area, improving its heat dissipation performance to a certain extent. The engine generates heat during operation, some of which is transferred away through the engine mounts. The concave texture accelerates heat dissipation, keeping the engine mounts within a suitable operating temperature range and preventing overheating from affecting the performance of components such as the elastic buffer layer.

[0015] 4. The metal reinforcing mesh at the bottom of the buffer layer prevents deformation and damage caused by repeated compression and rebound during long-term use. It effectively supports the buffer layer, reduces stress concentration within it, extends its service life, and ensures the engine mounts can continuously and stably perform their shock-absorbing function. The metal reinforcing mesh is woven from cold-drawn low-carbon steel wire. Cold-drawn low-carbon steel wire has good flexibility and high strength. Its flexibility allows the wire to easily form complex structures during weaving and can deform appropriately without breaking under external force, better adapting to various vibrations and displacements during engine mount operation. The interwoven cross-shaped wires form a stable mesh frame. Under stress, the wires in all directions can share the load, evenly distributing the force across the entire metal reinforcing mesh. Attached Figure Description

[0016] Figure 1 This is a partial sectional view of the present invention;

[0017] Figure 2 This is a side view of the present invention;

[0018] Figure 1-2 Reference numerals: 1. Support body; 2. Hydraulic damping; 3. Outer shell; 4. Concave connection part; 5. Mounting part; 6. Fixing hole; 7. Metal protective layer; 8. Metal reinforcing mesh. Detailed Implementation

[0019] Reference Figures 1 to 2 The embodiments of this utility model will be further described below.

[0020] For ease of explanation, spatial relative terms such as “up,” “down,” “left,” and “right” are used in the embodiments to describe the relationship of one element or feature shown in the figures relative to another element or feature. It should be understood that, in addition to the orientations shown in the figures, spatial terms are intended to include different orientations of the device in use or operation. For example, if the device in the figures is inverted, an element described as being “down” of other elements or features would be positioned “up” of those other elements or features. Therefore, the exemplary term “down” can encompass both up and down orientations. The device may be positioned in other ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0021] Moreover, relational terms such as “first” and “second” are used merely to distinguish one component from another that has the same name, without necessarily requiring or implying any such actual relationship or order between the components.

[0022] Figures 1 to 2The engine mount shown includes a bracket body 1. The bottom of the bracket body 1 has an elastic buffer layer. The elastic buffer layer includes a hydraulic damper 2, a rubber shock absorber fitted over the hydraulic damper 2, and an outer shell 3 disposed outside the rubber shock absorber. The hydraulic damper 2 can dynamically adjust its damping force according to the intensity and frequency of engine vibration. When the engine is operating under high load and generating severe vibration, the hydraulic damper 2 rapidly increases its resistance, effectively suppressing the transmission of vibration; while when the engine is running smoothly and the vibration is small, it can maintain a low damping, ensuring smooth engine operation. The rubber shock absorber has a honeycomb microporous structure inside. The rubber shock absorber itself has good elasticity and can absorb some vibration energy. Its internal honeycomb microporous structure not only enhances the shock absorption effect of the rubber shock absorber but also improves its flexibility and fatigue resistance. The bracket body 1 also has a fixing structure, which has good versatility and adaptability, and can be flexibly adjusted and installed according to the structural characteristics and installation requirements of different engines and vehicle bodies.

[0023] The fixing structure includes concave connecting portions 4 and mounting portions 5 extending from both ends of the bracket body 1. The concave connecting portions 4 provide a stable and fitting space for the connection between the engine and the mounting feet, allowing them to fit tightly against specific parts of the engine and enhancing connection stability. The mounting portions 5 secure the entire engine mounting feet to the vehicle body, acting as a bridge to ensure a reliable connection between the engine and the vehicle body. Both the concave connecting portions 4 and the mounting portions 5 have several fixing holes 6. Bolts or other connectors passing through these fixing holes 6 can securely install the engine mounting feet in their respective positions. The reasonable distribution of the fixing holes 6 ensures even distribution of connection force, preventing loosening or damage due to uneven force, and improving the reliability and stability of the connection.

[0024] The main body 1 of the bracket is further protected by a metal protective layer 7, which effectively resists external physical impacts, such as stones splashed during driving or collisions with road bumps, preventing direct damage to the main body 1 and thus extending the service life of the engine mounts. Simultaneously, the metal protective layer 7 also prevents corrosion from chemicals such as rainwater and de-icing agents, reducing the risk of damage to the main body 1 due to corrosion and improving the reliability of the engine mounts in harsh environments. The surface of the metal protective layer 7 has evenly distributed concave textures, increasing its surface area and improving its heat dissipation performance to a certain extent. During engine operation, heat is generated, some of which is transferred away through the engine mounts. The concave textures accelerate heat dissipation, keeping the engine mounts within a suitable operating temperature range and preventing excessive temperature from affecting the performance of components such as the elastic buffer layer.

[0025] The bottom of the metal protective layer 7 is also symmetrically provided with two through holes, which can be used as drainage holes. When water accumulates on the surface of the engine mounts, the water can be drained through the through holes, preventing water from accumulating inside the metal protective layer 7 and reducing corrosion problems caused by long-term moisture retention. On the other hand, the through holes can also be used for ventilation. Air can circulate inside the metal protective layer 7 through the through holes, further enhancing the heat dissipation effect. At the same time, it also helps to keep the inside of the metal protective layer 7 dry, preventing the growth of mold and other microorganisms in a humid environment, which would affect the performance of the engine mounts.

[0026] Further modifications are made: when the length of the upper edges on both sides of the concave connecting portion 4 is less than half the length of the central concave portion, the supporting area and strength provided by the upper edges will be significantly reduced. When the engine generates vibration and load, the upper edges cannot effectively distribute and transmit force, causing excessive stress on the central concave portion. This may make the concave connecting portion 4 prone to deformation or even breakage, affecting the connection stability between the engine mount and the engine, and consequently affecting the normal operation of the engine and the safety of the vehicle. When the length of the upper edges on both sides of the concave connecting portion 4 is greater than two-thirds the length of the central concave portion, the excessive length of the upper edges will increase the overall rigidity of the concave connecting portion 4, limiting its deformation capacity. When the engine vibrates, the concave connecting portion 4 cannot function normally. Instead of flexibly deforming to dissipate vibration energy, most of the vibration is directly transmitted, resulting in a significant decrease in vibration damping effect. Therefore, the optimal length of the upper edges on both sides of the concave connecting part 4 is 1 / 2 to 2 / 3 of the length of the middle concave part. From a mechanical point of view, this ratio allows the concave connecting part 4 to maintain good structural strength and stability when bearing the weight and vibration of the engine. The shorter upper edges on both sides can concentrate force and enhance the support for the engine, while the relatively longer middle concave part provides sufficient buffer space for the engine, reduces rigid collisions, and further improves the vibration damping effect.

[0027] The bottom of the buffer layer is also provided with a metal reinforcing mesh 8, which can prevent the buffer layer from deforming and being damaged due to repeated compression and rebound during long-term use. It can effectively support the buffer layer, reduce stress concentration inside the buffer layer, extend the service life of the buffer layer, and ensure that the engine mount can continuously and stably play a shock-absorbing role.

[0028] The metal reinforcing mesh 8 is woven from cold-drawn low-carbon steel wire. Cold-drawn low-carbon steel wire possesses good flexibility and high strength. Its flexibility allows the wire to easily form complex structures during weaving and can deform appropriately without breaking under external force, better adapting to various vibrations and displacements of the engine mounts during operation. Furthermore, its cross-shaped structure forms a stable mesh frame, allowing the wires in all directions to share the load under stress, evenly distributing the force across the entire metal reinforcing mesh 8. The above description is merely a preferred embodiment of this utility model and is not intended to limit the scope of this utility model. Ordinary variations and substitutions made by those skilled in the art within the scope of this utility model's technical solution should be included within the protection scope of this utility model.

Claims

1. An engine mount, comprising a bracket body (1), characterized in that, The bottom of the support body (1) is provided with an elastic buffer layer, which includes a hydraulic damper (2), a rubber shock absorber sleeved outside the hydraulic damper (2), and an outer shell (3) provided outside the rubber shock absorber. The rubber shock absorber has a honeycomb microporous structure inside. The support body (1) is also provided with a fixing structure, which is used to connect the engine and the vehicle body.

2. The engine mount according to claim 1, characterized in that, The fixing structure includes a concave connecting part (4) and a mounting part (5) extending from both ends of the bracket body (1), and both the concave connecting part (4) and the mounting part (5) are provided with a plurality of fixing holes (6).

3. The engine mount according to claim 1, characterized in that, The support body (1) is also provided with a metal protective layer (7), and the surface of the metal protective layer (7) is provided with uniformly distributed concave texture.

4. The engine mount according to claim 3, characterized in that, The bottom of the metal protective layer (7) is also provided with two through holes symmetrically.

5. An engine mount according to claim 2, characterized in that, The length of the upper edges on both sides of the concave connecting part (4) is 1 / 2 to 2 / 3 of the length of the middle concave part.

6. The engine mount according to claim 1, characterized in that, The bottom of the buffer layer is also provided with a metal reinforcing mesh (8) to enhance the strength of the overall structure.

7. An engine mount according to claim 6, characterized in that, The metal reinforcing mesh (8) is woven from cold-drawn low-carbon steel wire and has a cross-shaped structure.

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