A shock control rubber pad for an automobile engine support

Abstract

The utility model relates to the technical field of engine support, and disclose a car engine support vibration control rubber pad, including base, the top fixedly connected with fixed sleeve of base, the inner wall fixedly connected with thread sleeve of fixed sleeve, the inside thread connection has screw rod of thread sleeve, is the top fixedly connected with fixed plate of screw rod, the top fixedly connected with rubber pad of fixed plate, the top fixedly connected with screw rod of rubber pad, the surface of fixed sleeve is provided with through -hole, the through -hole inside thread connection has bolt, the top fixed mounting of fixed sleeve has limit stop, the utility model discloses through setting up thread sleeve - screw rod - detachable rubber pad structure, makes rubber pad and metal force -bearing spare form independent module, when rubber pad needs to replace when aging, only need to spin out bolt, and screw down screw rod can take out rubber pad together with fixed plate whole, need not to replace the whole rubber pad support.

Description

Technical Field

[0001] This utility model relates to the field of engine bracket technology, specifically to a vibration control pad for an automotive engine bracket. Background Technology

[0002] The engine mount is a key connecting component of a vehicle's powertrain, primarily responsible for securing and cushioning the engine block against the chassis / subframe. Its core structure consists of a metal frame and elastic bushings, using rubber or hydraulic damping materials to absorb high-frequency vibrations during engine operation and prevent mechanical shocks from being directly transmitted to the vehicle body.

[0003] Traditional structures often use a metal frame and an integrated vulcanized rubber bushing, which is fixed by interference fit or bolt clamping of inner and outer tubes. It relies on the shear / compression deformation of rubber to absorb vibration and ensure the NVH performance and idle comfort of the whole vehicle. However, after the rubber ages, the entire engine bracket must be replaced. Moreover, the engine height gradually sinks due to the thread clearance and rubber gasket creep, which can easily cause misalignment of the pulley system and exhaust pipe interference, resulting in long downtime and high costs. Utility Model Content

[0004] To solve the above-mentioned technical problems, this utility model provides a vibration control pad for an automotive engine bracket, including a base, a fixing sleeve fixedly connected to the top of the base, a threaded sleeve fixedly connected to the inner wall of the fixing sleeve, a threaded rod threadedly connected to the inside of the threaded sleeve, a fixing plate fixedly connected to the top of the threaded rod, a pad fixedly connected to the top of the fixing plate, a screw fixedly connected to the top of the pad, a through hole opened on the surface of the fixing sleeve, a bolt threadedly connected to the inside of the through hole, and a limit plate fixedly installed on the top of the fixing sleeve.

[0005] With the above technical solution, the threaded rod and bolt are responsible for transmitting tensile and compressive loads during operation, while the rubber pad only bears axial compression. The functions of the two are separated, which not only preserves the flexibility of rubber vibration isolation, but also avoids premature cracking of the rubber pad due to shear. Thus, while ensuring vibration isolation performance, the rubber pad can be replaced independently on site.

[0006] As a further improvement to the above solution, two through holes are provided, which are symmetrically distributed around the center of the left end surface of the fixed sleeve, and the through holes penetrate the threaded sleeve and the threaded rod.

[0007] Through the above technical solution, two centrally symmetrical through holes allow the bolt to pass through the fixing sleeve, threaded sleeve, and threaded rod simultaneously, forming a transverse locking pin. Even if the threaded pair becomes slightly loose during long-term use, the bolt can still provide mechanical anti-loosening, avoiding height changes caused by loosening of the threaded rod-threaded sleeve interface.

[0008] As a further improvement to the above solution, the bottom diameter of the rubber pad is larger than the inner diameter of the limiting plate.

[0009] With the above technical solution, the bottom of the rubber pad is blocked by the edge of the inner hole of the limiting plate, and the upward jump is physically limited, avoiding the risk of the rubber pad being pulled out of the fixing sleeve during rapid acceleration or road impact.

[0010] As a further improvement to the above solution, the diameter of the fixing plate is smaller than the inner diameter of the limiting plate.

[0011] With the above technical solution, the fixing plate can be directly removed from the inside of the limiting plate during disassembly.

[0012] As a further improvement to the above solution, the material of the rubber pad is a vulcanized rubber pad.

[0013] The above technical solution uses a rubber vulcanized pad. After the rubber is vulcanized, a cross-linked network is formed, which enables the rubber to chemically bond with the metal skeleton. This significantly improves the strength, fatigue resistance, and environmental resistance. The pad is easy to assemble, has a long service life, and is low in cost.

[0014] As a further improvement to the above solution, the top of the fixing plate is provided with a snap hole, the top of the base is provided with a mounting hole, and the top of the base is fixedly connected with a reinforcing rib.

[0015] The above technical solution allows for the installation and removal of the fixing plate through the snap-fit ​​holes. The mounting holes facilitate connection and fixation with the vehicle frame, while the reinforcing ribs increase the structural strength of the fixing sleeve and the base.

[0016] As a further improvement to the above solution, the card hole is located at the top axial position of the fixing plate.

[0017] With the above technical solution, the locking hole is located at the center of the shaft, which facilitates the removal of the fixing plate after it is connected to the wrench.

[0018] As a further improvement to the above solution, there are two mounting holes, which are symmetrically distributed around the center of the top of the base. There are also several reinforcing ribs, which are arranged in a circular array around the top of the base. The ends of the reinforcing ribs that are close to each other are fixedly connected to the surface of the fixing sleeve.

[0019] Through the above technical solution, the two symmetrical mounting holes ensure that the base is subjected to balanced force, and the circumferential array of reinforcing ribs evenly distributes the bending moment of the fixing sleeve to the base disc, avoiding local plastic deformation of the base under impact.

[0020] Compared with the prior art, the beneficial effects of this utility model are: This utility model uses a threaded sleeve-threaded rod-detachable rubber pad structure to make the rubber pad and the metal load-bearing component form an independent module. When the rubber pad ages and needs to be replaced, simply unscrew the bolt and unscrew the threaded rod to remove the rubber pad along with the fixing plate as a whole, without having to replace the entire rubber pad bracket.

[0021] This utility model adds a limiting plate to the top of the fixed sleeve, and makes the bottom diameter of the rubber pad larger than the inner hole of the limiting plate and the diameter of the fixed plate smaller than the inner hole of the limiting plate, forming a two-level limiting with a soft top and a hard bottom. When the engine vibrates, the rubber pad is wrapped by the limiting plate and will not be pulled off, preventing the rubber pad from being pulled out and failing, while retaining a certain flexible swing angle. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic cross-sectional view of the overall structure of this utility model; Figure 3 This is a schematic diagram of the overall disassembled structure of this utility model.

[0023] In the diagram: 1. Base; 2. Fixing sleeve; 3. Threaded sleeve; 4. Threaded rod; 5. Fixing plate; 6. Clip hole; 7. Rubber pad; 8. Screw; 9. Through hole; 10. Bolt; 11. Limiting plate; 12. Mounting hole; 13. Reinforcing rib. Detailed Implementation

[0024] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. It should be noted that, without conflict, the various embodiments or technical features described below can be arbitrarily combined to form new embodiments.

[0025] Example: Please combine Figure 1-3 This embodiment of a car engine bracket vibration control pad includes a base 1, a fixing sleeve 2 fixedly connected to the top of the base 1, a threaded sleeve 3 fixedly connected to the inner wall of the fixing sleeve 2, a threaded rod 4 threadedly connected to the inside of the threaded sleeve 3, a fixing plate 5 fixedly connected to the top of the threaded rod 4, a pad 7 fixedly connected to the top of the fixing plate 5, a screw 8 fixedly connected to the top of the pad 7, a through hole 9 opened on the surface of the fixing sleeve 2, a bolt 10 threadedly connected inside the through hole 9, and a limit plate 11 fixedly installed on the top of the fixing sleeve 2.

[0026] During disassembly, rotate bolt 10 to unscrew it from the inside of the fixing sleeve 2 and the threaded sleeve 3. Cut off and remove the damaged rubber gasket 7. Rotate the fixing plate 5 so that the fixing plate 5 drives the threaded rod 4 to rotate and remove it from the inside of the threaded sleeve 3. Then insert the new threaded rod 4, the fixing plate 5 and the rubber gasket 7 into the inside of the fixing sleeve 2. Thread the threaded rod 4 into the inside of the threaded sleeve 3 and insert bolt 10 through the through hole 9 to fix it inside the threaded rod 4.

[0027] There are two through holes 9, which are symmetrically distributed around the center of the left end surface of the fixed sleeve 2. The through holes 9 pass through the threaded sleeve 3 and the threaded rod 4.

[0028] The bottom diameter of the rubber pad 7 is larger than the inner diameter of the limiting plate 11. The bottom of the rubber pad 7 is blocked by the edge of the inner hole of the limiting plate 11 to avoid the risk of the rubber pad being pulled out of the fixing sleeve during rapid acceleration or road impact.

[0029] The diameter of the fixing plate 5 is smaller than the inner diameter of the limiting plate 11, so that the fixing plate 5 can be directly removed from the inside of the limiting plate 11 during disassembly.

[0030] The material of the rubber pad 7 is a vulcanized rubber pad. After the rubber is vulcanized, a cross-linked network is formed, which makes the rubber and the metal skeleton chemically bonded, greatly improving the strength, fatigue resistance and environmental resistance. It is easy to assemble, has a long service life and low cost.

[0031] The top of the fixing plate 5 is provided with a snap hole 6, through which the fixing plate is installed and removed. The top of the base 1 is provided with a mounting hole 12, which is used to connect and fix the base to the vehicle frame. The top of the base 1 is fixedly connected with a reinforcing rib 13, which increases the structural strength of the fixing sleeve 2 and the base 1.

[0032] The locating hole 6 is located at the top axis of the fixing plate 5.

[0033] There are two mounting holes 12, which are symmetrically distributed around the top center of the base 1. There are several reinforcing ribs 13, which are arranged in a circular array around the top of the base 1. The ends of the several reinforcing ribs 13 that are close to each other are fixedly connected to the surface of the fixing sleeve 2.

[0034] The implementation principle of the vibration control pad for an automobile engine bracket in this application embodiment is as follows: when installing the engine bracket, it is first connected to the engine housing through the screw 8, and then the base 1 is fixedly connected to the surface of the frame through the mounting hole 12 and the connecting bolt.

[0035] When disassembling and replacing, the entire base 1 screw 8 is removed from the surface of the engine and frame. The bolt 10 is turned and unscrewed from the inside of the fixing sleeve 2 and the threaded sleeve 3. The damaged rubber gasket 7 is cut off and removed. The fixing plate 5 is rotated so that the fixing plate 5 drives the threaded rod 4 to rotate and remove it from the inside of the threaded sleeve 3. Then, the new threaded rod 4, fixing plate 5 and rubber gasket 7 are inserted into the inside of the fixing sleeve 2, and the threaded rod 4 is threaded into the inside of the threaded sleeve 3. The bolt 10 is inserted and fixed into the inside of the threaded rod 4 through the through hole 9 to fix it. The replacement of the rubber gasket is now complete.

[0036] The above embodiments are merely preferred embodiments of this utility model and should not be construed as limiting the scope of protection of this utility model. Any non-substantial changes and substitutions made by those skilled in the art based on this utility model shall fall within the scope of protection claimed by this utility model.

Claims

1. A vibration control pad for an automotive engine mount, characterized in that: The device includes a base (1), a fixed sleeve (2) is fixedly connected to the top of the base (1), a threaded sleeve (3) is fixedly connected to the inner wall of the fixed sleeve (2), a threaded rod (4) is threadedly connected to the inside of the threaded sleeve (3), a fixed plate (5) is fixedly connected to the top of the threaded rod (4), a rubber pad (7) is fixedly connected to the top of the fixed plate (5), a screw (8) is fixedly connected to the top of the rubber pad (7), a through hole (9) is opened on the surface of the fixed sleeve (2), a bolt (10) is threadedly connected to the inside of the through hole (9), and a limit plate (11) is fixedly installed on the top of the fixed sleeve (2).

2. The vibration control pad for an automotive engine mount according to claim 1, characterized in that: The number of the through holes (9) is set to two, and the two through holes (9) are symmetrically distributed around the center of the left end surface of the fixed sleeve (2). The through holes (9) penetrate the threaded sleeve (3) and the threaded rod (4).

3. The vibration control pad for an automotive engine mount according to claim 1, characterized in that: The bottom diameter of the rubber pad (7) is larger than the inner diameter of the limiting plate (11).

4. The vibration control pad for an automotive engine mount according to claim 1, characterized in that: The diameter of the fixing plate (5) is smaller than the inner diameter of the limiting plate (11).

5. The vibration control pad for an automotive engine mount according to claim 1, characterized in that: The material of the rubber pad (7) is a vulcanized rubber pad.

6. The vibration control pad for an automotive engine mount according to claim 1, characterized in that: The top of the fixing plate (5) is provided with a card hole (6), the top of the base (1) is provided with an installation hole (12), and the top of the base (1) is fixedly connected with a reinforcing rib (13).

7. The vibration control pad for an automotive engine mount according to claim 6, characterized in that: The card hole (6) is located at the top axial position of the fixing plate (5).

8. The vibration control pad for an automotive engine mount according to claim 6, characterized in that: The number of mounting holes (12) is set to two, and the two mounting holes (12) are symmetrically distributed around the top center of the base (1). The number of reinforcing ribs (13) is set to several, and the several reinforcing ribs (13) are arranged in a circular array around the top of the base (1). The ends of the several reinforcing ribs (13) that are close to each other are fixedly connected to the surface of the fixing sleeve (2).

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