Engine suspension bracket structure and vehicle

Abstract

This utility model discloses an engine mount bracket structure and vehicle in the field of engine suspension technology, aiming to solve the problem of poor vibration reduction effect in existing engine mount bracket structures. It includes: a three-point support layout formed by a first damping component and two symmetrically arranged second damping components, allowing for a high degree of freedom of engine movement; with the assistance of the second damping components, the first damping component can effectively buffer the impact load from the ground, and the support arms located on both sides of the bushing damper ensure that the impact load from the ground on the vehicle frame is transmitted to the first damping component for vibration reduction; with the assistance of the first damping component and in conjunction with the three-point high-degree-of-freedom second damping components, the engine's operating vibration can be effectively buffered, improving driving comfort; and the engine mount bracket structure also has the advantages of low cost, low equipment complexity, and high NVH tuning difficulty. The spacing between the first and second damping components increases the damping torque.

Description

Technical Field

[0001] This utility model relates to an engine suspension bracket structure and a vehicle, belonging to the field of engine suspension technology. Background Technology

[0002] As the power source for tractors, engines operate in relatively harsh environments.

[0003] On the one hand, when tractors operate in conditions such as field ridges and bumpy roads, the engine is subjected to impact loads from the ground, resulting in a higher failure rate. On the other hand, prolonged high-temperature operation of the engine can cause vibrations that affect the driver's driving experience.

[0004] Therefore, the existing engine mount structure and vehicle have the problem of poor vibration reduction. Utility Model Content

[0005] The purpose of this application is to overcome the shortcomings of the prior art and provide an engine mount structure and vehicle with good vibration reduction effect.

[0006] To achieve the above objectives, this application employs the following technical solution:

[0007] Firstly, this application provides an engine mount structure, including,

[0008] The first damping assembly includes a bushing damper and support arms located on both sides of the bushing damper. The bushing damper is used to connect to the engine flywheel housing. A support seat for connecting to the vehicle frame is provided at the end of the support arm away from the bushing damper.

[0009] The second damping component includes a bidirectional damper. Two second damping components are symmetrically arranged on both sides of the engine cylinder block, and the second damping components are spaced a certain distance from the first damping component.

[0010] In some embodiments of the first aspect of this application, the shape of the support arm matches the end shape of the engine flywheel housing, the installation height of the bushing damper exceeds the installation height of the support base, and the support arm is symmetrically distributed on both sides of the bushing damper.

[0011] In some embodiments of the first aspect of this application,

[0012] The first vibration damping assembly includes a suspension bracket, and the bushing vibration damper is press-fitted into the suspension bracket.

[0013] In some embodiments of the first aspect of this application, the first damping assembly further includes a retaining ring and a first hexagonal bolt. The retaining ring is used to engage with a retaining ring groove in the suspension bracket to prevent the bushing damper from coming out. After the first hexagonal bolt passes through the mounting hole of the bushing damper, both ends of the first hexagonal bolt can be installed on the engine flywheel housing.

[0014] In some embodiments of the first aspect of this application, the second damping assembly further includes a front suspension bracket and a second hexagonal bolt, wherein the bidirectional damper is mounted in the front suspension bracket via the second hexagonal bolt, and the front suspension bracket is connected to the engine block.

[0015] In some embodiments of the first aspect of this application, a third bolt is also included, wherein the side of the front suspension bracket connected to the engine block matches the shape of the engine block, and the front suspension bracket is also connected to the engine block by a plurality of third bolts.

[0016] In some embodiments of the first aspect of this application, the second hexagonal bolt is provided with a flange for connection to the bidirectional damper.

[0017] In some embodiments of the first aspect of this application, the damping directions of the bidirectional damper and the bushing damper are not coplanar or orthogonal when in use.

[0018] Secondly, this application also provides a vehicle including the engine mount structure described in any embodiment of the first aspect.

[0019] Compared with the prior art, the beneficial effects achieved by this application are as follows:

[0020] The engine mount structure and vehicle provided in this application form a three-point support layout through a first damping component and two symmetrically arranged second damping components, allowing for a high degree of freedom of engine movement. With the assistance of the second damping components, the first damping component effectively buffers ground impact loads, and the support arms located on both sides of the bushing damper ensure that the ground impact loads on the chassis are transmitted to the first damping component for damping. With the assistance of the first damping component and in conjunction with the three-point high-degree-of-freedom second damping components, the engine's operating vibrations are effectively buffered, improving driving comfort. Furthermore, the engine mount structure features low cost, low equipment complexity, and high NVH tuning difficulty. The distance between the first and second damping components increases the damping torque. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram showing the arrangement of the first and second vibration damping components when the engine mount structure provided in this embodiment is in use;

[0023] Figure 2 This is a schematic diagram of the engine mount bracket structure arrangement in use provided in this embodiment;

[0024] Figure 3 yes Figure 1 Schematic diagram of the first vibration damping component;

[0025] Figure 4 yes Figure 1 Schematic diagram of the structure of the second vibration damping component;

[0026] In the diagram: 1. Bushing damper; 2. Suspension bracket; 3. Retaining ring; 4. First hex bolt; 5. Two-way damper; 6. Second hex bolt; 7. Front suspension bracket; 8. Engine flywheel housing; 9. Frame; 10. Engine block; 11. First damping assembly; 12. Second damping assembly; 13. Support arm; 14. Support seat; 15. Third bolt. Detailed Implementation

[0027] The technical solutions of this application / the embodiments thereof will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application / the embodiments thereof, and not all embodiments thereof. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this application / the application thereof or its application or use.

[0028] Example 1:

[0029] This embodiment provides an engine mount structure to solve the problem of poor vibration reduction in the prior art.

[0030] refer to Figures 1 to 4 The engine mount structure provided in this embodiment includes,

[0031] The first damping assembly 11 includes a bushing damper 1 and support arms 13 located on both sides of the bushing damper 1. The bushing damper 1 is used to connect to the engine flywheel housing 8. A support seat 14 for connecting to the vehicle frame 9 is provided at the end of the support arm 13 away from the bushing damper 1.

[0032] The second damping assembly 12 includes a bidirectional damper 5. The two second damping assemblies 12 are symmetrically arranged on both sides of the engine block 10, and the second damping assembly 12 is spaced a certain distance from the first damping assembly 11.

[0033] Traditional engine mount structures are generally arranged in a four-point configuration, which results in poor engine interaction freedom, poor vibration reduction, high cost, high labor cost, complex assembly, and more complex and difficult NVH (Noise, Vibration, Harshness) tuning.

[0034] The engine mount structure provided in this embodiment forms a three-point support layout through a first damping component 11 and two symmetrically arranged second damping components 12, allowing for a high degree of freedom of engine movement. With the assistance of the second damping components 12, the first damping component 11 effectively buffers ground impact loads, and the support arms 13 located on both sides of the bushing damper 1 ensure that the ground impact loads on the frame 9 are transmitted to the first damping component 11 for damping. With the assistance of the first damping component 11 and in conjunction with the three-point high-degree-of-freedom second damping components 12, the engine's operating vibrations can be effectively buffered, improving driving comfort. Furthermore, the engine mount structure also features low cost, low equipment complexity, and high NVH tuning difficulty. The distance between the first damping component 11 and the second damping component 12 increases the damping torque.

[0035] Example 2:

[0036] This embodiment provides an engine mount structure. This embodiment is an optimization based on Embodiment 1 to improve the technical effect and refine the technical solution. For details not described in this embodiment, please refer to Embodiment 1.

[0037] As one embodiment, in the engine mount structure, reference... Figure 2 The shape of the support arm 13 matches the end shape of the engine flywheel housing 8 to reduce space occupation. The installation height of the bushing damper 1 exceeds the installation height of the support seat 14. In this way, even if the engine flywheel housing 8 sways left and right under the impact of the frame 9, it will have a tendency to be centered and stable. The support arm 13 is symmetrically distributed on both sides of the bushing damper 1 to prevent stress concentration and ensure that the flywheel housing 8 has the characteristic of being centered and stable.

[0038] As one embodiment, refer to 1 and Figure 3The first damping component 11 includes a suspension bracket 2, and a bushing damper 1 is press-fitted into the suspension bracket 2 to ensure that the bushing damper 1 and the suspension bracket 2 transmit force evenly and prevent the frame 9 from coming off or being damaged under high stress.

[0039] As one embodiment, refer to 1 and Figure 3 The first damping assembly 11 also includes a retaining ring 3 and a first hexagonal bolt 4. The retaining ring 3 is used to engage with the retaining ring groove in the suspension bracket 2 to prevent the bushing damper 1 from coming out. After passing through the mounting hole of the bushing damper 1, the two ends of the first hexagonal bolt 4 can be installed on the engine flywheel housing 8. The first hexagonal bolt 4 has the advantage of simple operation. The force transmission path supporting the engine flywheel housing 8 is: frame 9 → suspension bracket 2 → bushing damper 1 → first hexagonal bolt 4 → engine flywheel housing 8.

[0040] Next, we will expand on the design of the second vibration damping component 12.

[0041] As one embodiment, reference Figure 1 and Figure 4 The second damping assembly 12 also includes a front suspension bracket 7 and a second hexagonal bolt 6. The bidirectional damper 5 is mounted in the front suspension bracket 7 via the second hexagonal bolt 6, and the front suspension bracket 7 is connected to the engine block 10. The bidirectional damper 5 absorbs the vibration of the engine block 10 by being mounted on it, and the second hexagonal bolt 6 facilitates the installation of the bidirectional damper 5. The second damping assembly 12 is symmetrically distributed on both sides of the engine block 10, improving the uniformity of vibration damping.

[0042] In one embodiment, the second hexagonal bolt 6 is provided with a flange for connection to the bidirectional damper 5. The flange can be used to assist in the transmission of vibration from the front suspension bracket 7 to the bidirectional damper 5 and reduce hard impacts inside the second damping assembly 12.

[0043] In one embodiment, the bidirectional damper 5 and the bushing damper 1 are not coplanar or orthogonal in use. As mentioned earlier, the first damping component 11 and the second damping component 12 are spaced a certain distance apart, which increases the damping torque and can maximize vibration in all directions.

[0044] refer to Figure 1 The diagram hides other components and only shows the first vibration damping component 11 and the second vibration damping component 12, which makes the layout structure very intuitive.

[0045] Example 3

[0046] This embodiment provides a vehicle including the engine mount structure provided in either embodiment one or two, and therefore has the same technical solution and effect, which will not be described again here.

[0047] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0048] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "connected," "linked," "located in," "equipped with," "located in," "installed," and "set up" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances. "Hinged connection" includes "rotational connection."

[0049] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. An engine mount bracket structure characterized by comprising: include, The first damping assembly (11) includes a bushing damper (1) and support arms (13) located on both sides of the bushing damper (1). The bushing damper (1) is used to connect to the engine flywheel housing (8). A support seat (14) for connecting to the frame (9) is provided at one end of the support arm (13) away from the bushing damper (1). The second vibration damping component (12) includes a bidirectional vibration damper (5). The two second vibration damping components (12) are symmetrically arranged on both sides of the engine cylinder block (10), and the second vibration damping component (12) is spaced a certain distance from the first vibration damping component (11).

2. The engine mount bracket structure of claim 1, wherein The shape of the support arm (13) matches the end shape of the engine flywheel housing (8), the installation height of the bushing damper (1) exceeds the installation height of the support seat (14), and the support arm (13) is symmetrically distributed on both sides of the bushing damper (1).

3. The engine mount structure according to claim 2, characterized in that, The first vibration damping component (11) includes a suspension bracket (2), and the bushing vibration damper (1) is press-fitted into the suspension bracket (2).

4. The engine mount structure of claim 3, wherein The first damping assembly (11) also includes a retaining ring (3) and a first hexagonal bolt (4). The retaining ring (3) is used to snap into the retaining ring groove in the suspension bracket (2) to prevent the bushing damper (1) from coming out. After the first hexagonal bolt (4) passes through the mounting hole of the bushing damper (1), both ends of the first hexagonal bolt (4) can be installed on the engine flywheel housing (8).

5. The engine mount bracket structure of claim 1, wherein The second damping assembly (12) also includes a front suspension bracket (7) and a second hex bolt (6). The bidirectional damper (5) is installed in the front suspension bracket (7) by the second hex bolt (6). The front suspension bracket (7) is connected to the engine block (10).

6. The engine mount bracket structure of claim 5, wherein It also includes a third bolt (15), the side of the front suspension bracket (7) connected to the engine cylinder block (10) is matched with the shape of the engine cylinder block (10), and the front suspension bracket (7) is also connected to the engine cylinder block (10) by a plurality of third bolts (15).

7. The engine mount bracket structure of claim 5, wherein The second hexagonal bolt (6) is provided with a flange for connection with the bidirectional damper (5).

8. The engine mount structure of claim 1, wherein When in use, the vibration reduction directions of the bidirectional damper (5) and the bushing damper (1) are not coplanar or orthogonal.

9. A vehicle characterized by comprising: Includes the engine mount structure as described in any one of claims 1 to 8.

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