Engine support assembly and vehicle

Abstract

The utility model provides an engine support assembly and a vehicle. The engine support assembly comprises a suspension support and an engine support. The suspension support comprises a first connecting part and a second connecting part connected to the first connecting part, and the first connecting part is used for being connected with a frame. The second connecting part comprises a first mounting hole and at least three second mounting holes, the multiple second mounting holes are formed around the first mounting hole, and the distances between the circle centers of the second mounting holes and the circle center of the first mounting hole are different. The engine support is connected with the second connecting part and comprises a plurality of third mounting holes, and the third mounting holes correspond to the first mounting holes and the second mounting holes one to one. By means of the arrangement, the suspension support and the engine support are fixed through at least four installation point positions, and the connection stability between the suspension support and the engine support is improved.

Description

Technical Field

[0001] This application relates to the field of transportation vehicles, and more particularly to an engine mount assembly and a vehicle. Background Technology

[0002] With the rapid development of the automotive industry and the improvement of people's living standards, there are higher requirements for the all-round performance of vehicles, among which the quietness of vehicles is a key concern. The noise generated by the engine powertrain is one of the main sources of vehicle noise, especially when the components connecting the engine powertrain are loose, the vehicle noise becomes more obvious.

[0003] As a crucial component connecting the vehicle frame and the engine powertrain, the engine mount needs to bear the significant weight of the powertrain and withstand the torque impacts generated by it to ensure a secure connection. However, in existing technologies, the number of fastening points between the engine mount and the engine powertrain is limited, resulting in high stress on the fasteners. This can easily lead to loosening between the engine powertrain and the engine mount, affecting the vehicle's quietness.

[0004] Therefore, it is necessary to provide an improved engine mount assembly to solve some or all of the above problems. Utility Model Content

[0005] This application provides a securely mounted engine mount assembly and a vehicle.

[0006] This application provides an engine mount assembly, including:

[0007] A suspension bracket, the suspension bracket including a first connecting part and a second connecting part connected to the first connecting part, the first connecting part being used to connect to the vehicle frame, the second connecting part including a first mounting hole and at least three second mounting holes, the plurality of second mounting holes being arranged around the first mounting hole, and the distance between the center of each second mounting hole and the center of the first mounting hole being different;

[0008] An engine bracket is connected to the second connecting part. The engine bracket includes a plurality of third mounting holes, which are configured to correspond one-to-one with the first mounting hole and the plurality of second mounting holes.

[0009] Furthermore, at least four second mounting holes are provided, and along the direction from the first connecting portion to the second connecting portion, wherein the axes of two second mounting holes are in the same plane.

[0010] Furthermore, the second connecting portion also includes a central mounting portion, which protrudes from the upper side of the second connecting portion, and the first mounting hole penetrates the central mounting portion.

[0011] Furthermore, it also includes a plurality of fasteners, which pass through the second connecting portion and the engine bracket, and are configured to correspond one-to-one with the first mounting hole and the plurality of second mounting holes.

[0012] Furthermore, the fastener includes a first fastener and a plurality of second fasteners. The first fastener is disposed in the first mounting hole, and the plurality of second fasteners are disposed in the second mounting holes in a corresponding manner. The first fastener is tightened before the plurality of second fasteners.

[0013] Furthermore, the distance between the center of each second mounting hole and the center of the first mounting hole is positively correlated with the tightening sequence of the second fasteners provided in the second mounting holes.

[0014] Furthermore, the first mounting hole and the plurality of second mounting holes are all provided in the form of an oblong shape, and the line connecting the two centers of the first mounting hole is parallel to the line connecting the two centers of each of the second mounting holes.

[0015] Furthermore, the horizontal line connecting the first connecting part and the engine bracket is parallel to the line connecting the two centers of the first mounting hole or the line connecting the two centers of the second mounting hole.

[0016] Furthermore, the first connecting part includes a connecting body, a first connecting support plate, and a second connecting support plate. The connecting body is fixed to the second connecting part. The first connecting support plate protrudes from the upper side of the connecting body, and the second connecting support plate protrudes from the upper side of the second connecting part and is spaced apart from the first connecting support plate.

[0017] This application also provides a vehicle including an engine, a frame suspension structure, and an engine mount assembly as described above, wherein the engine is connected to the engine mount, and the frame suspension structure is connected to the first connection portion.

[0018] Compared with the prior art, the engine mount assembly of this application improves the connection stability between the suspension bracket and the engine mount and reduces vibration by setting the third mounting hole to correspond one-to-one with the first mounting hole and at least three second mounting holes.

[0019] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this specification and, together with the description, serve to explain the principles of this specification.

[0021] Figure 1 This is a perspective view of the engine mount assembly of this application.

[0022] Figure 2 This is a schematic diagram of the engine mount assembly of this application.

[0023] Figure 3 yes Figure 2 Exploded view of the engine mount assembly.

[0024] Figure 4 yes Figure 2 An exploded view of the engine mount assembly from another perspective.

[0025] Figure 5 yes Figure 4 A top view of the engine mount assembly.

[0026] Figure 6 It is a bar graph of dynamic torque data detected after tightening the fasteners according to existing technology.

[0027] Figure 7 This is a bar graph showing the dynamic torque data detected after tightening the fasteners according to the design of this application.

[0028] Figure 8 This is a comparison chart of dynamic torque data of fasteners tightened according to existing technology and fasteners tightened according to the design of this application.

[0029] Figure 9 This is a schematic diagram showing the connection between the engine mount assembly and the engine and the vehicle frame suspension structure.

[0030] Reference numerals: 1-Suspension bracket; 11-First connecting part; 111-Connecting body; 1111-Upper side of connecting body; 112-First connecting support plate; 113-Second connecting support plate; 12-Second connecting part; 120-Upper side of second connecting part; 121-First mounting hole; 122-Second mounting hole; 1221-First hole; 1222-Second hole; 1223-Third hole; 1224-Fourth hole; 123-Middle mounting part; 124-Clearing space; 2-Engine bracket; 21-Third mounting hole; 22-Upper side of engine bracket; 23-Clearing part; 24-First bracket; 25-Second bracket; 3-Fastener; 31-First fastener; 32-Second fastener; 321-Fastener one; 322-Fastener two; 323-Fastener three; 324-Fastener four; 4-Engine; 5-Chassis suspension structure. Detailed Implementation

[0031] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0032] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movements between components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0033] like Figures 1 to 3 As shown, the engine mount assembly of this application includes a suspension bracket 1 and an engine mount 2. The suspension bracket 1 is connected to the engine mount 2, and the suspension bracket 1 can also be used to connect to the side suspension pad assembly of the vehicle frame or subframe. The engine mount 2 can also be connected to the engine. The suspension bracket 1 includes a first connecting portion 11 and a second connecting portion 12 connected to the first connecting portion 11. The first connecting portion 11 is used to connect to the vehicle frame, and the second connecting portion 12 is connected to the engine mount 2.

[0034] Specifically, the second connecting portion 12 includes a first mounting hole 121 and at least three second mounting holes 122. The plurality of second mounting holes 122 are arranged around the first mounting hole 121, and the distance between the center of each second mounting hole 122 and the center of the first mounting hole 121 is different.

[0035] The engine mount 2 includes multiple third mounting holes 21, which correspond one-to-one with the first mounting hole 121 and multiple second mounting holes 122. This arrangement ensures that the suspension bracket 1 and the engine mount 2 are secured through at least four mounting points, improving the stability of the connection between them. Furthermore, the distances between the center mounting point and the peripheral mounting points on the suspension bracket 1 and the engine mount 2 are different, preventing excessive stress concentration at the mounting points and avoiding interference between them, thus improving installation efficiency.

[0036] In some embodiments, the first connecting portion 11 includes a connecting body 111, a first connecting support plate 112, and a second connecting support plate 113. The connecting body 111 is fixed to the second connecting portion 12. The first connecting support plate 112 protrudes from the upper side 1111 of the connecting body 111, and the second connecting support plate 113 protrudes from the upper side 120 of the second connecting portion 12, and the second connecting support plate 113 is spaced apart from the first connecting support plate 112. The first connecting support plate 112 and the second connecting support plate 113 are used to connect with vehicle body components.

[0037] Part of the second connecting portion 12 overlaps the upper side 22 of the engine bracket 2, and the connecting body 111 is located on the side of the second connecting portion 12 away from the engine bracket 2.

[0038] In some other embodiments, at least four second mounting holes 122 are provided, and multiple second mounting holes 122 are arranged around the first mounting hole 121, with each second mounting hole 122 having a different distance from its center to the center of the first mounting hole 121. This arrangement improves the stability of the connection between the suspension bracket 1 and the engine bracket 2. Admittedly, five or six second mounting holes 122 may also be provided, which will not be elaborated upon here.

[0039] Further integration Figure 4 and Figure 5 As shown, the following explanation uses an example of having four second mounting holes 122 along the direction from the first connecting portion 11 to the second connecting portion 12, wherein the axes of two second mounting holes 122 are in the same plane. It is worth noting that the direction from the first connecting portion 11 to the second connecting portion 12 is parallel to the direction from the first connecting support plate 112 to the second connecting support plate 113.

[0040] The first mounting hole 121 and the plurality of second mounting holes 122 are all oblong in shape. This design allows for positional adjustment of the suspension bracket 1 when it is installed on the engine mount 2, thereby improving the installation efficiency of the suspension bracket 1. The line connecting the two centers of the first mounting hole 121 is parallel to the line connecting the two centers of each of the second mounting holes 122.

[0041] The horizontal line connecting the first connecting part 11 and the engine bracket 2 is parallel to the line connecting the two centers of the first mounting hole 121 or the two centers of the second mounting hole 122. With this configuration, the suspension bracket 1 can be adjusted in position on the engine bracket 2 along the direction of the horizontal line connecting the first connecting part 11 and the engine bracket 2. It is worth noting that the direction of the horizontal line connecting the first connecting part 11 and the engine bracket 2 is parallel to the direction from the first connecting plate 112 to the second connecting plate 113.

[0042] In some other embodiments, the first mounting hole 121 and the plurality of second mounting holes 122 may also be arranged as circular holes.

[0043] The second connecting portion 12 may further include a central mounting portion 123 and a clearance space 124. The central mounting portion 123 protrudes from the upper side 120 of the second connecting portion 12, and the clearance space 124 is disposed in the central mounting portion 123 and recessed from the upper side 120 of the second connecting portion 12. The first mounting hole 121 penetrates the central mounting portion 123 and communicates with the clearance space 124. Correspondingly, the engine mount 2 includes a clearance portion 23, which is recessed from the upper side 22 of the engine mount 2. One of the plurality of third mounting holes 21 penetrates the clearance portion 23, and the central mounting portion 123 is located within the clearance portion 23.

[0044] The engine mount 2 includes a first mount 24 and a second mount 25 connected to each other. The first mount 24 is connected to the second connecting part 12, and the second mount 25 can be connected to the engine. A plurality of third mounting holes 21 are provided in the first mount 24, and a clearance part 23 is also provided in the first mount 24.

[0045] In some embodiments, the engine mount assembly may further include a plurality of fasteners 3. The fasteners 3 pass through the second connecting portion 12 and the engine mount 2, and are configured to correspond one-to-one with the first mounting hole 121 and the plurality of second mounting holes 122.

[0046] like Figure 1 , Figure 2 and Figure 5 As shown, specifically, the fastener 3 includes a first fastener 31 and a plurality of second fasteners 32. The first fastener 31 is disposed in a first mounting hole 121 and a second mounting hole 122 corresponding to the first mounting hole 121. The plurality of second fasteners 32 are disposed one-to-one in the second mounting hole 122 and the second mounting hole 122 corresponding to the second mounting hole 122.

[0047] The first fastener 31 is tightened before the plurality of second fasteners 32. This arrangement ensures that the central region of the second connecting portion 12 preferentially adheres to the engine mount 2, generating axial clamping force and effectively guaranteeing the dynamic torque during assembly. Simultaneously, it avoids the generation of large internal stress between the second connecting portion 12 and the engine mount 2, preventing issues such as insufficient adhesion between the periphery of the second connecting portion 12 and the engine mount 2. This ensures that the static torque of the first fastener 31 and the second fastener 32 after assembly does not significantly decrease and is concentrated, allowing the tightening requirements to be met using a tightening electric gun with a relatively low torque range.

[0048] The distance between the center of each second mounting hole 122 and the center of the first mounting hole 121 is positively correlated with the tightening sequence of the second fasteners 32 provided in the second mounting holes 122. The following explanation uses an example of four second mounting holes 122. Specifically, the second mounting holes 122 include a first hole 1221, a second hole 1222, a third hole 1223, and a fourth hole 1224 arranged around the first mounting hole 121. The distance between the center of the first hole 1221 and the center of the first mounting hole 121 is greater than the distance between the center of the second hole 1222 and the center of the first mounting hole 121; the distance between the center of the second hole 1222 and the center of the first mounting hole 121 is greater than the distance between the center of the third hole 1223 and the center of the first mounting hole 121; and the distance between the center of the third hole 1223 and the center of the first mounting hole 121 is greater than the distance between the center of the fourth hole 1224 and the center of the first mounting hole 121.

[0049] It should be noted that when the first mounting hole 121 and the multiple second mounting holes 122 are set as waist-shaped holes, the tightening sequence of the second fasteners 32 provided in the second mounting holes 122 is determined by the distance between the center of the second mounting hole 122 and the center of the first mounting hole 121.

[0050] The second fastener 32 includes fastener one 321, fastener two 322, fastener three 323, and fastener four 324. Fastener one 321 is located in the first hole 1221, fastener two 322 in the second hole 1222, fastener three 323 in the third hole 1223, and fastener four 324 in the fourth hole 1224. Fastener one 321 is tightened before fastener one 321, fastener one 321 is tightened before fastener two 322, fastener two 322 is tightened before fastener three 323, and fastener three 323 is tightened before fastener four 324. Furthermore, when tightening the first fastener 31 and the multiple second fasteners 32, a torque-angle method is preferred, but not limited to, the operation.

[0051] It is worth noting that the torque-angle method mainly includes the following steps:

[0052] Apply an initial torque. This means first adding an initial torque to eliminate the gap between the clamped parts, so that the subsequent torque is linearly related to the rotation angle.

[0053] Rotate by a specific angle. That is, after reaching the initial torque, continue to rotate the fastener by a specific angle to ensure that the fastener is tightened in the elastic region or in the over-yield state.

[0054] The calculation relationship is that the rotation angle is directly proportional to the elongation of the fastener and the compression of the connected parts. Therefore, the tightening effect can be controlled by specifying the rotation angle.

[0055] The tightening sequence of the first fastener 31 and fasteners 321, 322, 323, and 324 is arranged in such a way that the initial gap between the mating surfaces of the second connecting part 12 and the engine bracket 2 is relatively small, effectively ensuring that the mating surfaces of the second connecting part 12 and the engine bracket 2 are tightly fitted. The specific angle of rotation in the second step is entirely used to generate effective clamping force, ultimately ensuring that the dynamic torque is within acceptable limits. Simultaneously, the successful tightening of the first fastener 31 also reduces the gap at the mating surface of the second fastener 32. Therefore, when tightening the fasteners 321, 322, 323, and 324 subsequently, the initial gap of each corresponding mating surface will decrease sequentially, ensuring that the mating surfaces of the second connecting part 12 and the engine bracket 2 are tightly fitted during the initial torque application stage.

[0056] like Figures 6 to 8 As shown, compared with the prior art method of tightening the second fastener 32 before tightening the first fastener 31, to verify the superiority of the tightening sequence of the first fastener 31 and multiple second fasteners 32 in this application, experiments were conducted. It was found that in the prior art, the dynamic torque of some fasteners 3 is below the lower limit of the window (120 Nm), and by checking the corresponding failure points recorded by the tightening gun, the locations where the dynamic torque is below the lower limit of the window (120 Nm) all appear in multiple second fasteners 32. However, for the tightening sequence design of the first fastener 31 and multiple second fasteners 32 in this application, no failure points were found in multiple sets of statistical data, and the final dynamic torque is within the torque window of 120-260 Nm. The average dynamic torque is higher than that of the prior art, and the standard deviation is 52.4% higher than that of the prior art.

[0057] Therefore, in this application, the first fastener 31 and the plurality of second fasteners 32 can both ensure the dynamic torque and static torque during tightening, improve the tightening quality of the fastener 3, reduce the scrap rate of the fastener 3 during actual assembly, reduce manufacturing costs, and shorten the development cycle.

[0058] When designing the tightening sequence of the first fastener 31 and the plurality of second fasteners 32 in this application, the impact of the tightening sequence on dynamic torque and static torque needs to be analyzed during the data design phase. During the actual vehicle assembly phase, the dynamic torque of the first fastener 31 and the plurality of second fasteners 32 needs to be monitored online. If a dynamic torque failure alarm occurs, the tightening sequence should be promptly reverted for optimization and verification.

[0059] If the effect of the tightening sequence of the first fastener 31 and multiple second fasteners 32 on their elastic interaction is not considered, a failure may occur where the dynamic torque meets the standard, but the static torque test fails. Therefore, the static torque needs to be tested within 30 minutes after the online monitoring of dynamic torque is qualified. Only after the static torque and its process parameters meet statistical standards can the torque-angle method parameters of the tightening sequence of the first fastener 31 and multiple second fasteners 32 be frozen. The tightening sequence of the first fastener 31 and multiple second fasteners 32 proposed in this application forms a closed loop with the dynamic and static torque verification in the later actual vehicle assembly stage, effectively improving the assembly quality of the first fastener 31 and multiple second fasteners 32 and shortening the development cycle.

[0060] like Figure 9 As shown, this application also provides a vehicle, including an engine 4, a frame suspension structure 5, and an engine mount assembly as described above. The engine 4 is connected to the engine mount 2, and the frame suspension structure 5 is connected to the first connection portion 11. By providing the engine mount assembly, the vehicle of this application can improve the connection stability between the suspension mount and the engine mount, reduce the vibration between the engine mount assembly and the engine and the frame suspension structure, and thus improve the quietness of the entire vehicle.

[0061] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. An engine mount assembly characterized by, include: A suspension bracket, the suspension bracket including a first connecting part and a second connecting part connected to the first connecting part, the first connecting part being used to connect to the vehicle frame, the second connecting part including a first mounting hole and at least three second mounting holes, the plurality of second mounting holes being arranged around the first mounting hole, and the distance between the center of each second mounting hole and the center of the first mounting hole being different; An engine bracket is connected to the second connecting part. The engine bracket includes a plurality of third mounting holes, which are configured to correspond one-to-one with the first mounting hole and the plurality of second mounting holes.

2. The engine mount assembly of claim 1, wherein, At least four second mounting holes are provided, and along the direction from the first connecting portion to the second connecting portion, the axes of two second mounting holes are in the same plane.

3. The engine mount assembly of claim 1, wherein, The second connecting portion further includes a central mounting portion, which protrudes from the upper side of the second connecting portion, and the first mounting hole penetrates the central mounting portion.

4. The engine mount assembly of claim 1, wherein, It also includes a plurality of fasteners, which pass through the second connecting portion and the engine bracket, and are configured to correspond one-to-one with the first mounting hole and the plurality of second mounting holes.

5. The engine mount assembly of claim 4, wherein, The fastener includes a first fastener and a plurality of second fasteners. The first fastener is disposed in the first mounting hole, and the plurality of second fasteners are disposed in the second mounting holes in a corresponding manner. The first fastener is tightened before the plurality of second fasteners.

6. The engine mount assembly of claim 5, wherein, The distance between the center of each second mounting hole and the center of the first mounting hole is positively correlated with the tightening sequence of the second fasteners provided in the second mounting holes.

7. The engine mount assembly of claim 1, wherein, The first mounting hole and the plurality of second mounting holes are all provided in the form of an oblong shape, and the line connecting the two centers of the first mounting hole is parallel to the line connecting the two centers of each of the second mounting holes.

8. The engine mount assembly of claim 7, wherein, The horizontal line connecting the first connecting part and the engine bracket is parallel to the line connecting the two centers of the first mounting hole or the line connecting the two centers of the second mounting hole.

9. The engine mount assembly of claim 1, wherein, The first connecting part includes a connecting body, a first connecting support plate, and a second connecting support plate. The connecting body is fixed to the second connecting part. The first connecting support plate protrudes from the upper side of the connecting body, and the second connecting support plate protrudes from the upper side of the second connecting part and is spaced apart from the first connecting support plate.

10. A vehicle characterized by comprising: It includes an engine, a frame mounting structure, and an engine mount assembly as described in any one of claims 1 to 9, wherein the engine is connected to the engine mount, and the frame mounting structure is connected to the first connection portion.

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