An engine mounting structure for a vehicle

Abstract

This utility model relates to the field of automotive engine mounting technology and discloses an engine mounting structure for vehicles, including a mounting bracket, a connecting frame fixedly connected to the inner wall of the mounting bracket, a mounting damping component for reducing amplitude provided inside the connecting frame, an installation cavity opened at the top of the mounting bracket, and bolts fixedly connected to the bottom wall of the installation cavity. The mounting point of the engine is aligned with the top interface of the mounting damping component, and the engine is fixed to the mounting damping component using special bolts or clip structures. When the engine is started, the vibration frequency and amplitude are monitored by sensors, and the preload or stiffness of the mounting damping component is adjusted to optimize the vibration damping effect, significantly reducing the transmission of low-frequency vibrations (such as idling vibration) and high-frequency vibrations (such as combustion impact) to the vehicle body, thereby reducing in-vehicle noise and bumpy feeling.

Description

Technical Field

[0001] This utility model relates to the field of automotive engine mounting technology, specifically to an engine mounting structure for vehicles. Background Technology

[0002] With the development of society and the economy, automobiles are being modified and replaced frequently both domestically and internationally. The automotive industry is facing a period of rapid transformation, characterized by an emphasis on improving the lifespan of vehicles while ensuring driving safety, ride comfort, high-speed performance, and luxury. Vibration damping products are used to control vehicle vibration and noise and improve handling stability. They are typically placed in areas such as the engine mount, strut assembly, transmission, center bearing bracket, bump limiter, torsional vibration damper, and chassis to enhance vehicle safety and comfort.

[0003] Existing devices have some drawbacks in use. For example, existing suspension structures mostly adopt a single stiffness design, which makes it difficult to simultaneously suppress low-frequency large displacement vibration (requiring high stiffness) and high-frequency small amplitude vibration (requiring low stiffness). For example, when the suspension displacement reaches ±5mm under idling conditions, insufficient stiffness will cause the engine to sink. On the other hand, under high-speed combustion impact (amplitude ±0.5mm), high stiffness will cause high-frequency vibration transmission, forming a compound NVH problem of "low-frequency resonance + high-frequency transmission". Utility Model Content

[0004] The purpose of this invention is to provide an engine mount structure for vehicles, which solves the problem that mount structures often adopt a single stiffness design, making it difficult to simultaneously suppress low-frequency large displacement vibrations (requiring high stiffness) and high-frequency small amplitude vibrations (requiring low stiffness).

[0005] This utility model provides the following technical solution: an engine mount structure for a vehicle, including a mount bracket, a connecting frame fixedly connected to the inner wall of the mount bracket, a mount damping component for reducing amplitude provided inside the connecting frame, an installation cavity opened at the top of the mount bracket, and bolts fixedly connected to the bottom wall of the installation cavity.

[0006] As a preferred embodiment of the above technical solution, the suspension damping assembly includes a load-bearing frame disposed within a connecting frame, a vulcanized rubber disposed between the load-bearing frame and the connecting frame, the load-bearing frame being fixed to the connecting frame via the vulcanized rubber, and an inner core outer tube being fixedly connected to the end of the load-bearing frame away from the connecting frame, with an inner core disposed on the inner side of the inner core outer tube.

[0007] As a preferred embodiment of the above technical solution, the top of the suspension bracket is symmetrically provided with weight-reducing cavities, and multiple weight-reducing grooves are provided on the opposite outer walls of the suspension bracket.

[0008] As a preferred embodiment of the above technical solution, both the suspension bracket and the inner core are made of aluminum alloy.

[0009] As a preferred embodiment of the above technical solution, one end of the inner core outer tube is fixedly connected to a limiting protrusion that restricts the displacement of the engine in the vehicle length direction, and one end of the inner core is provided with a limiting groove adapted to the limiting protrusion.

[0010] As a preferred embodiment of the above technical solution, a load-bearing plate is provided on the bottom wall of the connecting frame, and the load-bearing plate is also fixed to the connecting frame by vulcanized rubber.

[0011] Compared with the prior art, the beneficial effects of this utility model are:

[0012] In this invention, the engine mounting point is aligned with the top interface of the suspension damping assembly. The engine is fixed to the suspension damping assembly using special bolts or clips. The engine is started, and the vibration frequency and amplitude are monitored by sensors. The preload or stiffness of the suspension damping assembly is adjusted to optimize the vibration reduction effect, significantly reduce the transmission of low-frequency vibrations (such as idling vibration) and high-frequency vibrations (such as combustion impact) to the vehicle body, and reduce noise and bumps inside the vehicle. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the overall structure of an engine mount structure for a vehicle.

[0014] Figure 2 This is an exploded structural diagram of an engine mount structure for a vehicle.

[0015] Figure 3 This is a cross-sectional schematic diagram of an engine mount structure for a vehicle.

[0016] Figure 4 This is a front view schematic diagram of an engine mount structure for a vehicle.

[0017] In the diagram: 1. Suspension bracket; 11. Connecting frame; 12. Mounting cavity; 13. Bolt; 14. Weight reduction cavity; 15. Weight reduction groove; 16. Load-bearing plate; 2. Suspension shock absorption assembly; 21. Load-bearing frame; 22. Vulcanized rubber; 23. Inner core and outer tube; 231. Limiting protrusion; 24. Inner core; 241. Limiting groove. Detailed Implementation

[0018] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Example

[0019] like Figures 1-4As shown, this utility model provides a technical solution: an engine mount structure for a vehicle, including a mount bracket 1, a connecting frame 11 fixedly connected to the inner wall of the mount bracket 1, a mount damping component 2 for reducing amplitude provided inside the connecting frame 11, an installation cavity 12 opened at the top of the mount bracket 1, and bolts 13 fixedly connected to the bottom wall of the installation cavity 12. In specific use, the mount bracket 1 is connected to the vehicle frame or subframe through the installation cavity 12 at its top, and the bolts 13 pre-fixed in the bottom wall of the installation cavity 12 are used for preliminary positioning. The mounting point of the engine is aligned with the top interface of the mount damping component 2. The engine is fixed to the mount damping component 2 using special bolts 13 or a snap-fit ​​structure. The engine is started, and the vibration frequency and amplitude are monitored by sensors. The preload or stiffness of the mount damping component 2 is adjusted to optimize the damping effect, significantly reduce the transmission of low-frequency vibration (such as idling vibration) and high-frequency vibration (such as combustion impact) to the vehicle body, and reduce noise and bumps inside the vehicle.

[0020] As one implementation method in this embodiment, such as Figure 2 As shown, the suspension damping assembly 2 includes a load-bearing frame 21 disposed within the connecting frame 11. A vulcanized rubber 22 is disposed between the load-bearing frame 21 and the connecting frame 11, and the load-bearing frame 21 is fixed to the connecting frame 11 via the vulcanized rubber 22. An inner core outer tube 23 is fixedly connected to the end of the load-bearing frame 21 away from the connecting frame 11. An inner core 24 is disposed inside the inner core outer tube 23. Both the suspension bracket 1 and the inner core 24 are made of aluminum alloy, specifically ADC12, to ensure the rigidity of the material. (Specific application details follow.) During the process, the vulcanized rubber 22 is pre-fixed in the inner groove of the connecting frame 11 by molding. The bottom of the load-bearing frame 21 is aligned with the vulcanized rubber 22. A vertical pressure of 5-10kN is applied by a hydraulic press to cause the rubber to undergo 20%-30% compression deformation, forming an interference fit. After the inner core 24 is coated with hydraulic oil, it is inserted into the inner core outer tube 23. The high-frequency vibration of the motor excites the hydraulic oil flow between the inner core 24 and the inner core outer tube 23. The energy is attenuated by the viscosity damping of the oil, thereby reducing the noise inside the vehicle.

[0021] As one implementation method in this embodiment, such as Figure 1 As shown, the top of the suspension bracket 1 is symmetrically provided with weight reduction cavities 14, and multiple weight reduction grooves 15 are provided on the opposite outer walls of the suspension bracket 1. Through the weight reduction cavities 14 and weight reduction grooves 15, redundant materials are reduced, resulting in a lighter device.

[0022] As one implementation method in this embodiment, such as Figure 2 As shown, one end of the inner core outer tube 23 is fixedly connected to a limiting protrusion 231 that restricts the displacement of the engine in the vehicle length direction, and one end of the inner core 24 is provided with a limiting groove 241 that is adapted to the limiting protrusion 231, so as to prevent it from coming off under extreme conditions (such as emergency braking, collision).

[0023] As one implementation method in this embodiment, such as Figure 1 As shown, a load-bearing plate 16 is provided on the inner bottom wall of the connecting frame 11. The load-bearing plate 16 is also fixed to the connecting frame 11 by vulcanized rubber 22. The load-bearing plate 16 bears the weight and can absorb the impact energy through the vulcanized rubber 22.

[0024] The above embodiments are only used to illustrate the technical solution of this utility model, and are not intended to limit it.

Claims

1. An engine suspension structure for a vehicle, comprising a suspension bracket (1), characterized in that: A connecting frame (11) is fixedly connected to the inner wall of the suspension bracket (1). A suspension damping component (2) for reducing amplitude is provided inside the connecting frame (11). An installation cavity (12) is opened at the top of the suspension bracket (1). A bolt (13) is fixedly connected to the bottom wall of the installation cavity (12).

2. An engine mounting structure for a vehicle according to claim 1, characterized in that: The suspension damping assembly (2) includes a load-bearing frame (21) disposed in the connecting frame (11). A vulcanized rubber (22) is disposed between the load-bearing frame (21) and the connecting frame (11). The load-bearing frame (21) is fixed to the connecting frame (11) by the vulcanized rubber (22). An inner core outer tube (23) is fixedly connected to the end of the load-bearing frame (21) away from the connecting frame (11). An inner core (24) is disposed inside the inner core outer tube (23).

3. The engine mount structure for a vehicle according to claim 1, characterized in that: The top of the suspension bracket (1) is symmetrically provided with weight-reducing cavities (14), and multiple weight-reducing grooves (15) are provided on the opposite outer walls of the suspension bracket (1).

4. An engine mount structure for a vehicle according to claim 2, characterized in that: Both the suspension bracket (1) and the inner core (24) are made of aluminum alloy.

5. An engine mount structure for a vehicle according to claim 2, characterized in that: One end of the inner core outer tube (23) is fixedly connected to a limiting protrusion (231) that restricts the displacement of the engine in the vehicle length direction, and one end of the inner core (24) is provided with a limiting groove (241) adapted to the limiting protrusion (231).

6. An engine mount structure for a vehicle according to claim 2, characterized in that: A load-bearing plate (16) is provided on the inner bottom wall of the connecting frame (11), and the load-bearing plate (16) is also fixed to the connecting frame (11) by vulcanized rubber (22).

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