An engine support device

Abstract

The application discloses an engine support device, comprising a front support assembly, the front support assembly comprising a transition support and a support support, the transition support being provided with a connecting part fixed to an engine body and a limiting part connected with the support support, the connecting part being fixed to an engine side wall, the limiting part being fixedly connected with the connecting part, and the support support being positioned at the front end of the engine through the limiting part. The connecting part of the transition support is directly fixed to the engine side wall, the force transmission path is short, the risk of structural deformation is reduced, the limiting part is connected with the support support, the additional connection between the support support and the front end wheel system is avoided, and the positioning of the front support assembly can be realized only by connecting the two sides of the connecting part. The assembly process is simplified, the later maintenance is facilitated, the engine connecting structure does not need to be disassembled when the support support is replaced, the maintenance man-hours and costs can be significantly reduced, and the universality of the support device is realized.

Description

Technical Field

[0001] This application belongs to the field of engine technology, specifically relating to an engine support device. Background Technology

[0002] In the field of construction machinery, such as heavy equipment like mining trucks and bulldozers, the engine support structure has a crucial impact on its stability, reliability, and service life. Because these machines typically operate under harsh conditions, the engine not only endures continuous vibration and impact but may also be subjected to multi-directional dynamic forces such as axial rotational forces and bump loads. Therefore, the engine support system must meet the requirements of high strength, fatigue resistance, and precise positioning to ensure stable engine operation in complex environments and to prevent collateral damage caused by support structure failure.

[0003] Currently, the industry commonly uses a three-point support structure to fix the engine, which forms a stable triangular support system through a front support point and a rear support point (usually two symmetrical points). This design can effectively distribute engine vibration and load, reducing the impact force transmitted to the chassis or frame. However, existing three-point support technology still has the following significant drawbacks:

[0004] Traditional front support structures are typically fixed directly to the gear chamber boss at the front of the engine. This design forces the gear chamber to bear additional support loads, increasing the risk of stress concentration and potentially leading to gear chamber deformation or bolt loosening. Especially under high torque output conditions, the gear chamber is subjected to alternating loads for extended periods, making it prone to fatigue cracks and severely impacting engine reliability. Furthermore, modifications to the gear chamber structure often require redesigning the casting molds, increasing manufacturing costs and production time.

[0005] Existing front support structures are typically located at the front of the engine, occupying installation space for the wheel system (such as pulleys and sprockets). This complicates the front-end layout of the engine, necessitating the design of dedicated support structures for different wheel system configurations, resulting in poor component interchangeability. For example, when the same engine model is adapted to different equipment, different front support brackets may need to be customized, increasing supply chain management and inventory costs. Furthermore, interference between the wheel system and the support structure can also affect maintenance and increase the difficulty of repair.

[0006] Furthermore, traditional support structures often lack effective limiting devices, making the engine susceptible to axial movement or rotation due to external forces during transportation, assembly, or maintenance. For example, when a vehicle travels on uneven roads, the engine's inertia may cause the front support bracket to collide with surrounding pipelines, radiators, or other components, resulting in damage or loosening of connections. This problem is particularly pronounced in equipment subject to intense vibrations, such as mining trucks, increasing maintenance frequency and potentially leading to safety accidents.

[0007] To address the aforementioned issues, existing technologies mitigate vibration transmission by adding bushings, but fail to fundamentally resolve the dependence of the support structure on the gear chamber. Therefore, a novel three-point support structure for engines is urgently needed to avoid or reduce reliance on the strength of the gear chamber, avoid occupying gear train space, and enhance transportation and assembly stability, thereby meeting the application requirements of the engineering machinery field for high reliability and low maintenance costs. Utility Model Content

[0008] This application provides an engine support device that solves at least one of the above-mentioned technical problems.

[0009] The technical solution adopted in this application is as follows:

[0010] An engine support device includes a front support assembly, the front support assembly including a transition bracket and a support bracket, the transition bracket having a connecting portion fixed to the engine body and a limiting portion connected to the support bracket, the connecting portion being fixed to the engine side wall, the limiting portion being fixedly connected to the connecting portion, and the support bracket being positioned at the front end of the engine through the limiting portion.

[0011] The connecting part includes connecting frames disposed on both sides of the engine, and the limiting part includes a limiting plate that connects the two connecting frames simultaneously. The limiting plate is vertically disposed on the connecting frame, and the supporting bracket is disposed parallel to the limiting plate.

[0012] The center area of ​​the limiting plate is provided with a limiting protrusion, and the support bracket is provided with a limiting port that is adapted to the limiting protrusion. The limiting protrusion and the limiting port are engaged to connect the support bracket and the limiting plate.

[0013] The extension length of the limiting protrusion is greater than the depth of the limiting opening, so that the limiting protrusion extends out of the limiting opening. The limiting part also includes a first limiting pin disposed on the extended portion of the limiting protrusion. The first limiting pin is vertically fixed to the limiting protrusion and abuts against the front end of the limiting opening.

[0014] The connecting frame includes a first connecting position connected to the engine and a second connecting position connected to the limiting plate. The first connecting position includes a plurality of first connecting holes disposed on the side wall of the connecting frame. The second connecting position includes a plurality of second connecting holes disposed on the front end of the connecting frame. The two sides of the limiting plate are provided with a plurality of third connecting holes adapted to the second connecting holes.

[0015] The limiting part also includes a second limiting pin fixed to the limiting plate, and the top of the support bracket is provided with a U-shaped clearance area, and the second limiting pin abuts against the inner wall of the clearance area.

[0016] The plurality of the third connecting holes are arranged vertically in sequence, and the limiting plate includes a pin hole for fixing the second limiting pin, the pin hole being located between the first and second third connecting holes arranged from top to bottom.

[0017] It also includes a rear support assembly, which includes two rear support brackets disposed on both sides of the engine.

[0018] The rear support bracket is connected to the engine via fasteners, and the rear support bracket is provided with a connecting post suitable for connecting to the vehicle frame.

[0019] The transition support is equipped with multiple weight-reducing ports.

[0020] Due to the adoption of the above technical solution, the beneficial effects achieved by this application are as follows:

[0021] This solution achieves a split design for the front support device by using a transition bracket and a support bracket in the front support assembly, which facilitates modularity and lightweighting of engine installation. The connecting part of the transition bracket is directly fixed to the engine sidewall, resulting in a short force transmission path and reducing the risk of structural deformation. The limiting part connects to the support bracket, distributing the front-end load onto the transition bracket, which helps avoid local stress concentration and improves the limiting stability of the limiting part. It also eliminates the need for an additional connection between the support bracket and the front wheel system; the front support assembly can be positioned simply through the connections on both sides of the connecting part, simplifying the connection with the engine block and achieving versatility for the support device. Furthermore, the split structure of the front support assembly allows for optimization of connection strength through the connecting part and positioning accuracy through the limiting part. In addition, the connection between the support bracket and the limiting part simplifies the assembly process compared to connecting directly to the front of the engine, eliminating the need for complex leveling operations and making it suitable for rapid installation on production lines. This split design also facilitates later maintenance; for example, replacing the support bracket does not require disassembling the entire engine connection structure, significantly reducing maintenance time and costs. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0023] Figure 1 This is a schematic diagram of the assembly of the support device in one embodiment of the present invention;

[0024] Figure 2 This is a schematic diagram of the support device in one embodiment of the present invention.

[0025] Explanation of reference numerals in the attached figures:

[0026] 1-Front support assembly;

[0027] 100-Transition bracket, 110-Connecting part, 111-Connecting frame, 112-First connecting position, 113-Second connecting position, 114-First connecting hole, 115-Second connecting hole, 120-Limiting part, 121-Limiting plate, 122-Limiting protrusion, 123-Third connecting hole, 124-Pin hole, 130-Weight reduction port;

[0028] 200-Support bracket, 210-Limiting port, 220-Avoidance zone, 230-First limit pin, 240-Second limit pin;

[0029] 2-Rear support assembly, 300-Rear support bracket, 310-Connecting column. Detailed Implementation

[0030] To more clearly illustrate the overall concept of this application, a detailed explanation is provided below with reference to the accompanying drawings.

[0031] Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of this application is not limited to the specific embodiments disclosed below. It should be noted that, unless otherwise specified, the embodiments of this application and the features thereof can be combined with each other.

[0032] Furthermore, it should be understood in the description of this application that the terms "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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 application.

[0033] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0034] In this application, unless otherwise expressly specified and limited, the "above" or "below" of the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. In the description of this specification, references to terms such as "an embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described can be combined in any suitable manner in one or more embodiments or examples.

[0035] This application provides an engine support device, such as... Figure 1 , Figure 2 As shown, the front support assembly 1 includes a transition bracket 100 and a support bracket 200. The transition bracket 100 is provided with a connecting part 110 fixed to the engine body and a limiting part 120 connected to the support bracket 200. The connecting part 110 is fixed to the side wall of the engine, and the limiting part 120 is fixedly connected to the connecting part 110. The support bracket 200 is positioned at the front end of the engine through the limiting part 120.

[0036] This design achieves a split front support structure for the support device through the transition bracket 100 and the support bracket 200 in the front support assembly 1, which facilitates modular and lightweight engine installation. The connecting part 110 of the transition bracket 100 is directly fixed to the engine sidewall, resulting in a short force transmission path and reducing the risk of structural deformation. The limiting part 120 connects to the support bracket 200, distributing the front-end load onto the transition bracket 100, which helps avoid local stress concentration and improves the limiting stability of the limiting part 120. It also avoids the need for an additional connection between the support bracket 200 and the front wheel system; the front support assembly 1 can be positioned simply through the connections on both sides of the connecting part 110. Furthermore, the split structure of the front support assembly 1 allows for optimization of connection strength through the connecting part 110 and positioning accuracy through the limiting part 120. In addition, the connection between the support bracket 200 and the limiting part 120 simplifies the assembly process compared to connecting directly to the engine front end, eliminating the need for complex leveling operations and making it suitable for rapid installation on production lines. This split design also facilitates later maintenance. For example, when replacing the support bracket 200, it is not necessary to disassemble the entire engine connection structure, which can significantly reduce maintenance time and costs.

[0037] In one embodiment, the connecting part 110 includes connecting brackets 111 disposed on both sides of the engine, and the limiting part 120 includes a limiting plate 121 that connects the two connecting brackets 111 at the same time. The limiting plate 121 is vertically disposed on the connecting brackets 111, and the supporting bracket 200 is disposed parallel to the limiting plate 121.

[0038] This design uses connecting parts 110 as connecting frames 111 located on both sides of the engine, connected by vertical limiting plates 121, forming a stable spatial truss structure. The symmetrical distribution of the connecting frames 111 on both sides balances the lateral moment of the engine, preventing bracket torsion caused by unilateral force. The limiting plates 121, arranged perpendicularly to the connecting frames 111, form a T-shaped bending resistance node, effectively resisting the engine's longitudinal vibration loads. The support bracket 200 is parallel to the limiting plate 121, allowing the vertical force from the engine's front end to be directly transmitted to the limiting plate 121, avoiding shear failure of the connecting frame 111 bolts due to oblique force components. The orthogonal layout of the front support assembly 1 converts vibration energy into axial compression / tension of the limiting plate 121, which helps extend its service life. Furthermore, the symmetrical arrangement of the connecting frames 111 on both sides facilitates compatibility with different engine widths; only the size of the limiting plates 121 needs to be adjusted to adapt to multiple engine models, improving the versatility of the support device in this application.

[0039] Preferably, the center area of ​​the limiting plate 121 is provided with a limiting protrusion 122, and the support bracket 200 is provided with a limiting port 210 that is adapted to the limiting protrusion 122. The limiting protrusion 122 and the limiting port 210 are engaged to connect the support bracket 200 and the limiting plate 121.

[0040] The snap-fit ​​structure between the limiting protrusion 122 and the limiting port 210 enables rapid positioning of the support bracket 200, simplifying installation. The limiting protrusion 122 helps prevent the support bracket 200 from rotating in the horizontal plane, ensuring consistent installation angles; while the depth constraint of the limiting port 210 helps control the displacement of the support bracket 200, preventing bracket dislocation during vehicle bumps. Compared to traditional bolt connections, this significantly reduces assembly time and eliminates the need for torque tools, facilitating disassembly and maintenance. Simultaneously, the snap-fit ​​structure allows for slight elastic deformation; under the instantaneous impact of engine startup, the limiting protrusion 122 can absorb some energy, reducing the peak vibration transmitted to the vehicle frame. Furthermore, chamfering or rubber covering can be added to the edge of the limiting port 210 to further buffer metal-to-metal collision noise and improve NVH performance.

[0041] Preferably, the extension length of the limiting protrusion 122 is greater than the depth of the limiting opening 210, so that a portion of the limiting protrusion 122 extends out of the limiting opening 210. The limiting part 120 also includes a first limiting pin 230 disposed on the extended portion of the limiting protrusion 122. The first limiting pin 230 is vertically fixed to the limiting protrusion 122 and abuts against the front end of the limiting opening 210.

[0042] It should be noted that in this embodiment, the limiting protrusion 122 is set as an internal hollow structure, and the first limiting pin 230 can be set in two opposite directions, or one can be set and made to pass through the entire limiting protrusion 122.

[0043] The first limiting pin 230 forms a dual anti-detachment mechanism, improving the positional reliability of the support bracket 200 under extreme conditions. The limiting protrusion 122 extends beyond the limiting opening 210, allowing the first limiting pin 230 to penetrate laterally into the protrusion, with its outer portion abutting the front end of the limiting opening 210. Even if the vehicle experiences continuous impacts causing loosening, the first limiting pin 230 can still prevent the support bracket 200 from axially slipping, thus improving limiting stability and operational reliability. Simultaneously, the vertical fixing method of the first limiting pin 230 facilitates visual inspection, allowing maintenance personnel to quickly determine its usage and connection status without disassembling the bracket. Furthermore, the length of the protruding portion of the limiting protrusion 122 is greater than the depth of the limiting opening 210, providing space for thermal expansion compensation and preventing structural interference caused by metal expansion during high-temperature engine operation. Additionally, this solution can employ detachable pins (such as cotter pins) to achieve rapid release of the support bracket 200, meeting the engine tilting maintenance needs of certain vehicle models.

[0044] In one embodiment, the connecting frame 111 includes a first connecting position 112 connected to the engine and a second connecting position 113 connected to the limiting plate 121. The first connecting position 112 includes a plurality of first connecting holes 114 disposed on the side wall of the connecting frame 111, and the second connecting position 113 includes a plurality of second connecting holes 115 disposed on the front end of the connecting frame 111. The two sides of the limiting plate 121 are provided with a plurality of third connecting holes 123 adapted to the second connecting holes 115.

[0045] Understandably, multiple connection holes can be used simultaneously or partially as needed, allowing for flexible installation and adaptation through the multi-hole height of the connecting bracket 111. The sidewall distribution of the first connection hole 114 facilitates the selection of the optimal fixing point based on the position of the threaded holes in the engine block, avoiding assembly interference with surrounding pipelines. The second connection hole 115 is bolted to the third connection hole 123 of the limiting plate 121, forming an adjustable installation height. This allows the same support device to adapt to engines with different tilt angles; matching can be achieved simply by replacing the connecting bracket 111 or adjusting the bolt combination, reducing the platform development costs for automakers. Simultaneous connection of multiple holes also improves the stability of the overall connection structure. The arrangement of multiple connection holes also enhances structural redundancy; if a single hole is damaged, adjacent holes can continue to bear the load, improving connection safety. Furthermore, the second connection hole 115 is located at the front end of the connecting bracket 111, which helps shorten the lever arm of the limiting plate 121, reducing the bending moment load on the bolts and extending the life of the fasteners.

[0046] It is understandable that, in addition to bolts, other suitable fasteners from existing technologies can also be used for connection.

[0047] In one embodiment, the limiting part 120 further includes a second limiting pin 240 fixed to the limiting plate 121, and the top of the support bracket 200 is provided with a U-shaped clearance area 220, and the second limiting pin 240 abuts against the inner wall of the clearance area 220.

[0048] The lateral restraint of the support bracket 200 is achieved through the cooperation of the second limiting pin 240 and the U-shaped clearance area 220, further improving the stability of the snap-fit ​​and the positional stability of the support device, and preventing lateral displacement of the support bracket 200. The opening of the U-shaped area allows the bracket to be freely installed in the Z-axis direction, which is beneficial to improving versatility. The second limiting pin 240 restrains the displacement of the support bracket 200 in the X and Y directions by abutting against the inner wall, forming a floating fixation effect. This ensures the longitudinal freedom during engine thermal expansion and prevents lateral swaying during turning or tilting. At the same time, the position of the second limiting pin 240 in this structure is easy to adjust, and the lateral restraint force can be dynamically optimized for different engine weights. The arc transition of the U-shaped clearance area 220 can also disperse stress concentration and prevent cracks from initiating at the top of the bracket.

[0049] Furthermore, a plurality of third connecting holes 123 are arranged in sequence along the vertical direction, and the limiting plate 121 includes a pin hole 124 for fixing the second limiting pin 240. The pin hole 124 is located between the first third connecting hole 123 and the second third connecting hole 123 arranged from top to bottom.

[0050] By vertically arranging the third connecting holes 123 and placing the pin holes 124 between the first two holes, a balance between structural compactness and functionality is achieved. The vertical hole positions facilitate gravity-assisted alignment during assembly, allowing operators to tighten bolts sequentially from top to bottom, improving assembly efficiency. The centrally located pin holes 124 ensure balanced torque on the second limiting pin 240, preventing deflection of the limiting plate 121 due to unilateral force. Simultaneously, this layout enables progressive stiffness adjustment: when the engine load is low, only the upper holes are connected to retain flexibility; under heavy loads, all holes are activated to enhance rigidity. Positioning the pin holes 124 between the third connecting holes 123 rather than on the side helps reduce the weakening effect of the openings in the limiting plate 121, and the standardized hole pattern facilitates automated production; all holes can be machined in one operation using laser cutting or stamping processes.

[0051] Preferably, the transition bracket 100 is provided with multiple weight-reduction openings 130. By setting the weight-reduction openings 130, the weight of the bracket is reduced, further optimizing the support device. While retaining the solid structure in key stress areas, redundant mass in non-load-bearing parts is eliminated. In addition, the improved shape of the weight-reduction openings 130 (such as hexagonal or teardrop shape) can guide stress flow around the edge of the opening, avoiding local stress concentration. At the same time, the weight-reduction openings 130 can also serve as heat dissipation channels to accelerate heat dissipation from the engine compartment, or as reserved holes for pipeline routing, improving space utilization. For example, the weight-reduction openings 130 distributed on the side walls of the connecting brackets 111 on both sides of the engine can be used for pipeline routing. Furthermore, the weight-reduction openings 130 can be arranged in a regular manner to enhance the structural aesthetics, conforming to the engineering aesthetics trend of modern automotive design and improving the user experience.

[0052] In one embodiment, a rear support assembly 2 is also included, which includes two rear support brackets 300 disposed on both sides of the engine.

[0053] The dual-sided arrangement of the rear support assembly 2, together with the front support assembly 1, forms a three-point support system, significantly improving the overall stability of the engine. The two rear support brackets 300 are symmetrically distributed behind the engine's center of gravity, forming a stable triangular load path with the front support, effectively suppressing engine pitch vibration. The independent installation of the rear brackets allows for adjustment of their installation position according to vehicle space, improving versatility. For example, they can be recessed in narrow-body vehicles and extended outwards in wide-body vehicles to increase the support span. Furthermore, the distributed load-bearing characteristics of the dual-sided rear brackets reduce the load on individual brackets; even if one side is damaged, the other side can still maintain temporary support, preventing the engine from collapsing instantly and causing a safety accident.

[0054] Furthermore, the rear support bracket 300 is connected to the engine via fasteners, and the rear support bracket 300 is provided with a connecting post 310 suitable for connecting to the vehicle frame.

[0055] The design of the connecting post 310 between the rear support bracket 300 and the frame achieves efficient isolation of vibration energy. The connecting post 310 can adopt a hollow tube structure, filled with polyurethane damping material, to convert the high-frequency vibration of the engine into heat energy for dissipation, reducing noise transmitted to the passenger compartment. Furthermore, the extension length of the connecting post 310 can be adjusted in production according to specific usage scenarios, compensating for tolerance chains between the frame and the engine, and simplifying the final assembly process. For modified models, it is compatible with the original frame mounting points; only the joint of the connecting post 310 needs to be replaced to adapt to different frame types, reducing modification costs.

[0056] For any parts not mentioned in this application, existing technologies may be used or referenced.

[0057] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

[0058] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. An engine support device, characterized in that, The system includes a front support assembly (1), which includes a transition bracket (100) and a support bracket (200). The transition bracket (100) has a connecting part (110) fixed to the engine body and a limiting part (120) connected to the support bracket (200). The connecting part (110) is fixed to the side wall of the engine, and the limiting part (120) is fixedly connected to the connecting part (110). The support bracket (200) is positioned at the front end of the engine through the limiting part (120).

2. The engine support device according to claim 1, characterized in that, The connecting part (110) includes connecting brackets (111) disposed on both sides of the engine, and the limiting part (120) includes a limiting plate (121) that connects the two connecting brackets (111) at the same time. The limiting plate (121) is vertically disposed on the connecting bracket (111), and the supporting bracket (200) is disposed parallel to the limiting plate (121).

3. The engine support device according to claim 2, characterized in that, The center area of ​​the limiting plate (121) is provided with a limiting protrusion (122), and the support bracket (200) is provided with a limiting port (210) adapted to the limiting protrusion (122). The limiting protrusion (122) and the limiting port (210) are engaged to connect the support bracket (200) and the limiting plate (121).

4. The engine support device according to claim 3, characterized in that, The extension length of the limiting protrusion (122) is greater than the depth of the limiting opening (210) so that the limiting protrusion (122) extends out of the limiting opening (210). The limiting part (120) also includes a first limiting pin (230) disposed on the extended part of the limiting protrusion (122). The first limiting pin (230) is vertically fixed to the limiting protrusion (122) and abuts against the front end of the limiting opening (210).

5. The engine support device according to claim 3, characterized in that, The connecting frame (111) includes a first connecting position (112) connected to the engine and a second connecting position (113) connected to the limiting plate (121). The first connecting position (112) includes a plurality of first connecting holes (114) disposed on the side wall of the connecting frame (111). The second connecting position (113) includes a plurality of second connecting holes (115) disposed on the front end of the connecting frame (111). The two sides of the limiting plate (121) are provided with a plurality of third connecting holes (123) adapted to the second connecting holes (115).

6. The engine support device according to claim 5, characterized in that, The limiting part (120) further includes a second limiting pin (240) fixed to the limiting plate (121), and the top of the support bracket (200) is provided with a U-shaped clearance area (220), and the second limiting pin (240) abuts against the inner wall of the clearance area (220).

7. The engine support device according to claim 6, characterized in that, The plurality of the third connecting holes (123) are arranged in sequence along the vertical direction. The limiting plate (121) includes a pin hole (124) for fixing the second limiting pin (240). The pin hole (124) is located between the first third connecting hole (123) and the second third connecting hole (123) arranged from top to bottom.

8. The engine support device according to claim 1, characterized in that, It also includes a rear support assembly (2), which includes two rear support brackets (300) disposed on both sides of the engine.

9. The engine support device according to claim 8, characterized in that, The rear support bracket (300) is connected to the engine by fasteners, and the rear support bracket (300) is provided with a connecting post (310) suitable for connecting to the vehicle frame.

10. The engine support device according to claim 1, characterized in that, The transition support (100) is provided with multiple weight-reducing ports (130).

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