High-rigidity high-performance automobile engine damping support

Abstract

The utility model discloses a high rigidity high performance automobile engine damping support, including roof and bottom plate, the bottom plate upper surface fixedly connected with connecting sleeve, the roof lower surface fixedly connected with sliding sleeve, and sliding sleeve sliding connection is in connecting sleeve, and sliding sleeve and connecting sleeve are provided with buffer assembly, when the engine work produces vibration, vibration is transmitted to the roof through the upper fixed ear, and the roof drives sliding sleeve to slide up and down in the connecting sleeve, simultaneously drives the top post to slide in the oil pipe synchronously, when sliding sleeve slides, the clamping ring compresses or stretches reset spring, and part vibration energy is absorbed through the spring's elastic deformation, and the top post drives piston head to slide in the oil pipe upper space, and makes the hydraulic medium (such as damping oil) in the upper space flow into the lower space or flow back to the upper space from the lower space through the contraction pipe, and the resistance that medium flows in the contraction pipe produces forms damping force, and further attenuates vibration.

Description

Technical Field

[0001] This utility model relates to the field of engine bracket technology, specifically a high-rigidity, high-performance automotive engine shock absorber bracket. Background Technology

[0002] Automotive engines are typically connected to the vehicle body via shock absorber brackets, which dampen vibration transmission through their cushioning effect. Currently, most commercially available automotive engine shock absorber brackets employ either a single spring or a rubber elastomer cushioning structure. Spring-type brackets primarily rely on the elastic deformation of the spring to absorb vibration energy, but their damping characteristics are poor, making them prone to resonance under high-frequency vibrations, resulting in ineffective damping. Rubber elastomer brackets achieve damping through the elasticity and damping properties of rubber, but their rigidity is low, making them susceptible to significant deformation under engine weight and severe vibration loads. Furthermore, long-term use can lead to elastic degradation and decreased damping performance due to rubber aging, failing to meet the demands for high rigidity and high performance. Therefore, those skilled in the art have developed a high-rigidity, high-performance automotive engine shock absorber bracket to address the problems mentioned in the background section. Utility Model Content

[0003] The purpose of this invention is to provide a high-rigidity, high-performance automotive engine shock absorber bracket to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, this utility model provides the following technical solution:

[0005] A high-rigidity, high-performance automotive engine shock absorber bracket includes a top plate and a bottom plate. A connecting sleeve is fixedly connected to the upper surface of the bottom plate, and a sliding sleeve is fixedly connected to the lower surface of the top plate. The sliding sleeve is slidably connected inside the connecting sleeve, and a buffer component is provided inside the sliding sleeve and the connecting sleeve.

[0006] Furthermore, the buffer assembly includes a return spring, and a snap ring is fixedly connected to the surface of the sliding sleeve, with the snap ring slidably connected inside the connecting sleeve.

[0007] Furthermore, the buffer assembly also includes a return spring and a top post. An oil pipe is fixedly connected to the upper surface of the base plate, and a top post is fixedly connected to the lower surface of the top plate. The top post is slidably connected inside the oil pipe, and the return spring is sleeved on the surface of the oil pipe and the top post.

[0008] Furthermore, the buffer assembly also includes a piston head, a contraction tube, a separator plate, and a sliding piston. The piston head is fixedly connected to the lower end of the top column, the separator plate is fixedly connected inside the oil pipe, the contraction tube is provided through the separator plate, and the sliding piston is slidably connected inside the oil pipe.

[0009] Furthermore, the oil pipe is divided into upper and lower layers by a separating plate, the lower layer is sealed by a sliding piston, and the contraction tube connects the upper and lower layers.

[0010] Furthermore, a vent hole is provided through the connecting sleeve to allow air to pass through the lower space of the sliding piston inside the separator plate.

[0011] Furthermore, a pair of lower fixing lugs are connected to the side of the bottom plate, and a pair of upper fixing lugs are fixedly connected to the side of the top plate.

[0012] By adopting the above technical solution

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] 1. When engine vibration is transmitted to the bracket, the return spring can provide elastic buffering, while the push rod drives the piston head to slide in the oil pipe, so that the upper and lower layers of medium in the oil pipe flow through the contraction tube. The resistance of the medium flow forms a damping effect, which further weakens the vibration, greatly improves the shock absorption effect, and ensures that the engine runs more smoothly.

[0015] 2. The design of the contraction tube reasonably restricts the flow of the medium between the upper and lower layers in the oil pipe. When the vibration amplitude is large, the resistance of the medium through the contraction tube increases, the damping effect is enhanced, and it can quickly suppress violent vibrations. When the vibration amplitude is small, the resistance decreases accordingly, which can sensitively respond to and buffer minor vibrations, so that the buffer component can work efficiently under different working conditions.

[0016] 3. The design of a pair of lower fixing lugs and a pair of upper fixing lugs provides a standardized installation interface for the connection between the bracket and the engine and body, simplifying the installation process and improving installation efficiency. Attached Figure Description

[0017] Figure 1 A schematic diagram of the overall structure of a high-rigidity, high-performance automotive engine shock absorber bracket;

[0018] Figure 2 This is a top view schematic diagram of a high-rigidity, high-performance automotive engine shock absorber bracket;

[0019] Figure 3 This is a schematic diagram of a half-section structure of a high-rigidity, high-performance automotive engine shock absorber bracket.

[0020] Figure 4 This is a schematic diagram of a half-section structure of a high-rigidity, high-performance automotive engine shock absorber bracket from another perspective.

[0021] In the diagram: 1. Lower fixed lug; 2. Upper fixed lug; 3. Top plate; 4. Bottom plate; 5. Snap ring; 6. Connecting sleeve; 7. Sliding sleeve; 8. Return spring; 9. Top column; 10. Oil pipe; 11. Piston head; 12. Contraction tube; 13. Separator plate; 14. Sliding piston; 15. Vent hole. Detailed Implementation

[0022] To make the technical means, creative features, achieved objectives and effects of this utility model easier to understand, the present utility model is further described below in conjunction with specific embodiments. In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description. For those skilled in the art, the specific meaning of the above terms in this utility model can be understood according to the specific circumstances.

[0023] Please see Figures 1-4 This utility model provides an embodiment of a high-rigidity, high-performance automotive engine shock absorber bracket, comprising a top plate 3 and a bottom plate 4. A connecting sleeve 6 is fixedly connected to the upper surface of the bottom plate 4, and a sliding sleeve 7 is fixedly connected to the lower surface of the top plate 3, with the sliding sleeve 7 slidably connected within the connecting sleeve 6. Both the sliding sleeve 7 and the connecting sleeve 6 contain buffer components. The connecting sleeve 6 is fixedly connected to the upper surface of the top plate by welding, and the connecting sleeve 6 is a hollow cylindrical structure with an open top. The sliding sleeve 7 is welded and fixed to the lower surface of the top plate 3 at the position corresponding to the connecting sleeve 6. The outer diameter of the sliding sleeve 7 is slightly smaller than the inner diameter of the connecting sleeve 6, and the end of the sliding sleeve 7 away from the top plate 3 slides into the connecting sleeve 6, forming a sliding fit structure. This provides guidance for the relative movement of the top plate 3 and the bottom plate 4. The sliding sleeve 7 and the connecting sleeve 6 contain buffer components for absorbing and attenuating the vibration energy transmitted by the engine.

[0024] In this embodiment, the buffer assembly includes a return spring 8, a snap ring 5 fixedly connected to the surface of the sliding sleeve 7, and the snap ring 5 slidably connected within the connecting sleeve 6. The buffer assembly also includes a return spring 8 and a top post 9. An oil pipe 10 is fixedly connected to the upper surface of the base plate 4, and a top post 9 is fixedly connected to the lower surface of the top plate 3, with the top post 9 slidably connected within the oil pipe 10. The return spring 8 is sleeved on the surfaces of the oil pipe 10 and the top post 9. The buffer assembly also includes a piston head 11, a contraction tube 12, a separation plate 13, and a sliding piston 14. The piston head 11 is fixedly connected to the lower end of the top post 9. The separation plate 13 is fixedly connected within the oil pipe 10, and a contraction tube 12 is passed through the separation plate 13. The sliding piston 14 is slidably connected within the oil pipe 10. The connecting ring 5 can slide axially within the connecting sleeve 6 together with the sliding sleeve 7, and the connecting sleeve 6 is pinched open to form a snap-fit ​​groove for the matching snap-fit ​​ring 5. The first return spring 8 is sleeved on the part of the sliding sleeve 7 located between the snap-fit ​​ring 5 and the top plate 3. One end of the spring abuts against the upper surface of the snap-fit ​​ring 5, and the other end abuts against the lower surface of the top plate 3. When the sliding sleeve 7 slides relative to the connecting sleeve 6, the first return spring 8 can provide elastic buffering force through its own extension and contraction. The oil pipe 10 is a hollow tubular structure, and its bottom end is vertically welded and fixed at the center position of the upper surface of the bottom plate 4. The top column 9 is a cylindrical rod, and its top end is vertically welded and fixed at the position corresponding to the oil pipe 10 on the lower surface of the top plate 3. The bottom end of the top column 9 is slidably inserted into the oil pipe 10, forming a sliding fit with the oil pipe 10.

[0025] In this embodiment, the oil pipe 10 is divided into upper and lower layers by the separating plate 13, the lower layer is sealed by the sliding piston 14, and the contraction tube 12 connects the upper and lower layers. A vent hole 15 is provided through the connecting sleeve 6 to allow ventilation in the lower space of the sliding piston 14 within the separating plate 13. A pair of lower fixing lugs 1 are connected to the side of the bottom plate 4, and a pair of upper fixing lugs 2 are fixedly connected to the side of the top plate 3. The piston head 11 is a circular plate structure with a diameter adapted to the inner diameter of the oil pipe 10. It is fixed to the bottom end of the top column 9 by welding and slides within the oil pipe 10 together with the top column 9. Plate 13 is a circular plate structure, with its edges fixed to the middle of the inner wall of oil pipe 10 by welding, dividing the interior of oil pipe 10 into an upper space (near the top column 9) and a lower space (near the bottom plate 4); the contraction tube 12 is a tubular structure with openings at both ends, vertically penetrating and fixed at the center of the separation plate 13, used to connect the upper space and the lower space; the sliding piston 14 is a circular plate structure, with its edges sliding and sealingly fitting against the inner wall of oil pipe 10, and is set in the lower space, further dividing the lower space into upper and lower parts, and the space below the sliding piston 14 is connected to the outside through a venting structure.

[0026] When the engine vibrates during operation, the vibration is transmitted to the top plate 3 through the upper fixed lug 2. The top plate 3 drives the sliding sleeve 7 to slide up and down within the connecting sleeve 6, and simultaneously drives the top column 9 to slide synchronously within the oil pipe 10. When the sliding sleeve 7 slides, the retaining ring 5 compresses or stretches the return spring 8, absorbing some of the vibration energy through the elastic deformation of the spring. The top column 9 drives the piston head 11 to slide in the upper space of the oil pipe 10, allowing the hydraulic medium (such as damping oil) in the upper space to flow into the lower space or back from the lower space through the contraction tube 12. The resistance generated when the medium flows in the contraction tube 12 forms a damping force, further attenuating the vibration. The sliding piston 14 in the lower space moves with the flow of the medium. The outflow moves up and down synchronously, and the air pressure in the space below is balanced through the vent 15, ensuring that the damping effect is stable. Through the synergistic effect of spring elastic buffer and hydraulic damping, vibrations of different frequencies and amplitudes can be effectively absorbed. At the same time, the guiding fit between the connecting sleeve 6 and the sliding sleeve 7 and the firm installation of the fixed ear ensure the structural stability of the bracket during the shock absorption process, achieving a unity of high rigidity and high performance.

[0027] When engine vibration is transmitted to the bracket, the return spring 8 provides elastic buffering, while the top column 9 drives the piston head 11 to slide within the oil pipe 10, allowing the upper and lower layers of medium within the oil pipe 10 to flow through the contraction tube 12. The resistance of the medium flow forms a damping effect, further weakening the vibration and significantly improving the shock absorption effect, ensuring smoother engine operation. The design of the contraction tube 12 reasonably restricts the flow of the upper and lower layers of medium within the oil pipe 10. When the vibration amplitude is large, the resistance of the medium through the contraction tube 12 increases, enhancing the damping effect and quickly suppressing severe vibrations. When the vibration amplitude is small, the resistance decreases accordingly, enabling sensitive response and buffering of minor vibrations, allowing the buffer assembly to work efficiently under different operating conditions. The design of a pair of lower fixing lugs 1 and a pair of upper fixing lugs 2 provides a standardized installation interface for the connection between the bracket and the engine and body, simplifying the installation process and improving installation efficiency.

[0028] This specification describes embodiments, but not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A high-rigidity, high-performance automotive engine shock absorber bracket, comprising a top plate (3) and a bottom plate (4), characterized in that, The upper surface of the base plate (4) is fixedly connected to a connecting sleeve (6), and the lower surface of the top plate (3) is fixedly connected to a sliding sleeve (7). The sliding sleeve (7) is slidably connected inside the connecting sleeve (6), and buffer components are provided inside the sliding sleeve (7) and the connecting sleeve (6).

2. The high-rigidity, high-performance automotive engine shock absorber bracket according to claim 1, characterized in that, The buffer assembly includes a reset spring (8), a snap ring (5) fixedly connected to the surface of the sliding sleeve (7), and the snap ring (5) is slidably connected inside the connecting sleeve (6).

3. The high-rigidity, high-performance automotive engine shock absorber bracket according to claim 2, characterized in that, The buffer assembly also includes a reset spring (8) and a top post (9). An oil pipe (10) is fixedly connected to the upper surface of the base plate (4), and a top post (9) is fixedly connected to the lower surface of the top plate (3). The top post (9) is slidably connected inside the oil pipe (10), and the reset spring (8) is sleeved on the surface of the oil pipe (10) and the top post (9).

4. The high-rigidity, high-performance automotive engine shock absorber bracket according to claim 3, characterized in that, The buffer assembly also includes a piston head (11), a contraction tube (12), a separation plate (13), and a sliding piston (14). The piston head (11) is fixedly connected to the lower end of the top column (9), and the separation plate (13) is fixedly connected inside the oil pipe (10). The contraction tube (12) is provided through the separation plate (13), and the sliding piston (14) is slidably connected inside the oil pipe (10).

5. A high-rigidity, high-performance automotive engine shock absorber bracket according to claim 4, characterized in that, The separation plate (13) divides the inside of the oil pipe (10) into upper and lower layers, the sliding piston (14) seals the lower layer, and the contraction tube (12) connects the upper and lower layers.

6. The high-rigidity, high-performance automotive engine shock absorber bracket according to claim 5, characterized in that, A vent hole (15) is provided through the connecting sleeve (6) to allow air to pass through the lower space of the sliding piston (14) inside the separation plate (13).

7. A high-rigidity, high-performance automotive engine shock absorber bracket according to claim 6, characterized in that, The bottom plate (4) is connected to a pair of lower fixed lugs (1) on its side, and the top plate (3) is connected to a pair of upper fixed lugs (2) on its side.

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