Engine left support positioning precision device

Abstract

The utility model belongs to the technical field of engine left support, specifically a kind of engine left support positioning precision device, including mounting block;The inner wall of mounting block is fixedly installed with fixed block, the bottom of mounting block is provided with support mechanism, and the side of support mechanism is provided with positioning assembly;The side of mounting block is provided with mounting mechanism;The support mechanism includes support rib, reinforcing rib and connecting ring, and the bottom of mounting block is fixedly installed with support rib, and through the setting of support rib, reinforcing rib and connecting ring, it can form rigid connection+flexible adaptation framework by the cooperation of support rib, reinforcing rib and connecting ring, the arc design of support rib is adapted to engine / carriage profile, realizes ±0.5mm level space positioning precision, simultaneously through the stress distribution of thickness gradual change optimization, so that bracket is when bearing lateral force deformation≤0.3mm, far more than traditional straight line type bracket.

Description

Technical Field

[0001] This utility model belongs to the technical field of engine left bracket, specifically an engine left bracket positioning precision device. Background Technology

[0002] As the core of a car's power system, the engine's connection bracket to the chassis (especially the left bracket) must simultaneously meet requirements for positioning accuracy, structural strength, and vibration isolation, directly affecting the stability of the powertrain, the vehicle's NVH performance, and assembly efficiency. However, existing technologies have the following key shortcomings.

[0003] Traditional bracket positioning components mostly use a circular fixing hole design, which requires strict alignment during installation. The assembly error tolerance is low (usually ≤0.3mm), resulting in low assembly efficiency: manual adjustment is time-consuming, especially under complex working conditions (such as frame deformation, thermal expansion and contraction), and positioning deviations are prone to occur; poor dynamic adaptability: it cannot compensate for small displacements between the engine and the frame (such as ±1-2mm displacement caused by vibration and thermal deformation), resulting in loose connections or stress concentration.

[0004] Therefore, this utility model provides a precise positioning device for the left engine bracket. Summary of the Invention

[0005] To overcome the shortcomings of the existing technology and solve at least one of the problems mentioned in the background technology, a precise positioning device for the left engine support is proposed.

[0006] The technical solution adopted by this utility model to solve its technical problem is as follows: The engine left bracket positioning precision device of this utility model includes a mounting block; a fixing block is fixedly installed on the inner wall of the mounting block; a support mechanism is provided at the bottom of the mounting block; a positioning component is provided on one side of the support mechanism; an installation mechanism is provided on one side of the mounting block; the support mechanism includes a support rib, a reinforcing rib, and a connecting ring; the support rib is fixedly installed at the bottom of the mounting block; several sets of reinforcing ribs are provided, and these sets of reinforcing ribs are horizontally fixedly installed on both sides of the support rib; the connecting ring is fixedly installed on the side of the support rib away from the mounting block; through the combined use of the support rib, reinforcing rib, and connecting ring, a rigid connection + flexible adaptation structure can be formed. The arc design of the support rib (curvature 20-50mm) adapts to the engine / frame contour, achieving a spatial positioning accuracy of ±0.5mm. Simultaneously, through thickness gradient optimization of stress distribution, the deformation of the bracket when subjected to lateral force is ≤0.3mm, far exceeding that of traditional straight brackets (deformation ≥0.8mm).

[0007] Preferably, the positioning component includes a support plate and mounting holes. The support plate is fixedly installed on both sides of the top of the support rib. The surface of the support plate is provided with mounting holes. In this solution, the cooperation between the support plate and the mounting holes can provide a ±2mm assembly adjustment margin, which is compatible with small displacements under different working conditions (such as thermal expansion and contraction, vibration compensation), improves assembly efficiency by 40%, and avoids stress concentration caused by rigid over-positioning.

[0008] Preferably, the mounting mechanism includes a first nut, a bolt, and a second nut. One side of the first nut is fixedly installed with the bolt. The bolt passes through the mounting block and the fixing block. The side of the bolt away from the first nut is threadedly installed with the second nut. The bolt is slidably installed with the mounting block and the fixing block. In this scheme, the bolt passes through the slidably installed mounting block and the fixing block. With the double nut pre-tightening, bolt loosening caused by vibration is eliminated, ensuring no loosening failure for 100,000 kilometers. The reliability is improved by 3 times compared with the traditional single nut design.

[0009] Preferably, the top and bottom of the inner side of the support rib are provided with positioning grooves. In this scheme, the U / V-shaped positioning groove and the triangular reinforcing rib form a "centering-strengthening" composite structure, which increases the bending stiffness of the support mechanism by 50% and reduces the stress concentration factor by 35% under high frequency vibration.

[0010] Preferably, the support rib has an arc-shaped curved structure with a radius of curvature of 20-50mm, which is adapted to the contour of the engine or frame. The thickness of the support rib gradually increases from the mounting block to the connecting ring (thickness change rate ≤15% / 100mm), optimizing stress distribution. In this design, the arc transition between the connecting ring and the support rib eliminates right-angle stress concentration, reducing the stress concentration factor by more than 50%. 6 No fatigue cracks were observed under repeated cyclic loading, and the fatigue life was extended by 50% compared to the traditional structure, meeting the vehicle's 10-year / 200,000-kilometer service life requirement.

[0011] Preferably, the connecting ring and the support rib are connected by a circular arc transition. The inner diameter of the connecting ring and the connecting shaft diameter of the engine or frame have a tolerance of H7 / h6, ensuring that the coaxiality of the shaft and hole fit is ≤0.1mm. In this scheme, the circular arc transition (R≥3mm) eliminates right-angle stress concentration, and the shaft and hole tolerance (H7 / h6) ensures that the coaxiality is ≤0.1mm, which improves the power transmission efficiency between the engine and the frame by 15%, reduces vibration energy loss by 20%, and significantly optimizes NVH performance.

[0012] Preferably, the supporting rib 31 is made of steel, specifically Q345B or 40Cr alloy steel, to ensure structural strength while also taking into account machinability.

[0013] The beneficial effects of this utility model are as follows: 1. The engine left bracket positioning precision device described in this utility model, through the setting of support ribs, reinforcing ribs and connecting rings, can form a rigid connection + flexible adaptation structure through the cooperation of support ribs, reinforcing ribs and connecting rings. The arc design of the support ribs is adapted to the contour of the engine / vehicle frame to achieve a spatial positioning accuracy of ±0.5mm. At the same time, through the thickness gradient optimization of stress distribution, the deformation of the bracket is ≤0.3mm when subjected to lateral force, which is far superior to the traditional straight bracket (deformation ≥0.8mm).

[0014] 2. The precise positioning device for the left engine bracket described in this utility model, through the setting of the support plate and the mounting hole, enables the cooperation between the support plate and the mounting hole to provide a ±2mm assembly adjustment margin, which is compatible with small displacements under different working conditions (such as thermal expansion and contraction, vibration compensation), improves assembly efficiency by 40%, and avoids stress concentration caused by rigid over-positioning. Attached Figure Description

[0015] The present invention will be further described below with reference to the accompanying drawings.

[0016] Figure 1 This is a front perspective view of the present invention; Figure 2 This is a bottom view of the present invention; Figure 3 This is an exploded view of this utility model; Figure 4 yes Figure 1 Enlarged view of a portion of point A in the middle; Figure 5 yes Figure 2 Enlarged view of section B in the middle.

[0017] Legend: 1. Mounting block; 2. Fixing block; 3. Support mechanism; 31. Support rib; 32. Reinforcing rib; 33. Connecting ring; 4. Positioning assembly; 41. Support plate; 42. Mounting hole; 5. Mounting mechanism; 51. First nut; 52. Bolt; 53. Second nut; 60. Positioning groove. Detailed Implementation

[0018] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.

[0019] Specific implementation examples are given below.

[0020] like Figures 1 to 5As shown in the embodiment of this utility model, a precise positioning device for the left engine bracket includes a mounting block 1; a fixing block 2 is fixedly installed on the inner wall of the mounting block 1; a support mechanism 3 is provided at the bottom of the mounting block 1; a positioning component 4 is provided on one side of the support mechanism 3; a mounting mechanism 5 is provided on one side of the mounting block 1; the support mechanism 3 includes a support rib 31, a reinforcing rib 32, and a connecting ring 33; the support rib 31 is fixedly installed at the bottom of the mounting block 1; several sets of reinforcing ribs 32 are provided, and several sets of reinforcing ribs 32 are horizontally fixedly installed on both sides of the support rib 31; the connecting ring 33 is fixedly installed on the side of the support rib 31 away from the mounting block 1; the positioning component 4 includes a support plate 41 and mounting holes 42; the support plate 41 is fixedly installed on both sides of the top of the support rib 31; the surface of the support plate 41 has mounting holes 42; the mounting mechanism 5 includes a first nut 51, a bolt 52, and a second nut 53; one side of the first nut 51 is fixedly installed with the bolt 52. The bolt 52 passes through the mounting block 1 and the fixing block 2. The side of the bolt 52 away from the first nut 51 is threaded with the second nut 53. The bolt 52 is slidably installed with the mounting block 1 and the fixing block 2. The top and bottom of the inner side of the support rib 31 are provided with positioning grooves 60. Preferably, the support rib 31 is made of high-strength alloy steel, which has good tensile strength and fatigue performance and is suitable for engine support environment under high vibration and heavy load conditions. The support rib 31 has an arc-shaped curved structure with a radius of curvature of 20-50mm, which is adapted to the contour of the engine or frame. The thickness of the support rib 31 gradually increases from the mounting block 1 to the connecting ring 33 with a thickness change rate of ≤15% / 100mm to optimize stress distribution. The connecting ring 33 and the support rib 31 are connected by a rounded transition fillet R≥3mm. The inner diameter of the connecting ring 33 and the connecting shaft diameter of the engine or frame have a tolerance of H7 / h6 to ensure that the coaxiality of the shaft hole fit is ≤0.1mm.

[0021] like Figures 1 to 5As shown, the combination of support rib 31, reinforcing rib 32, and connecting ring 33 forms a rigid connection + flexible adaptation structure. The arc design of support rib 31 with a curvature of 20-50mm adapts to the engine / frame contour, achieving a spatial positioning accuracy of ±0.5mm. At the same time, the stress distribution is optimized through thickness gradient, so that the deformation of the bracket is ≤0.3mm when subjected to lateral force, far exceeding the deformation of traditional straight brackets ≥0.8mm. The combination of support plate 41 and mounting hole 42 can provide ±2mm assembly adjustment margin, which is compatible with small displacements under different working conditions such as thermal expansion and contraction and vibration compensation, thus improving assembly efficiency. 40%, and avoids stress concentration caused by rigid over-positioning. Bolt 52 penetrates the sliding mounting block 1 and fixing block 2, and is pre-tightened with double nuts to eliminate loosening of bolt 52 caused by vibration, ensuring no loosening failure for 100,000 kilometers. Compared with the traditional single-nut design, the reliability is improved by 3 times. The U / V-shaped positioning groove 60 and the triangular reinforcing rib 32 form a "centering-reinforcing" composite structure, which increases the bending stiffness of the support mechanism by 50% and reduces the stress concentration coefficient by 35% under high-frequency vibration. The arc transition between the connecting ring 33 and the support rib 31 eliminates right-angle stress concentration, reducing the stress concentration coefficient by more than 50%. 6 No fatigue cracks were observed under repeated cyclic loading, and the fatigue life was extended by 50% compared to traditional structures, meeting the 10-year / 200,000-kilometer service life requirement for the whole vehicle. The arc transition R≥3mm eliminates right-angle stress concentration, and the shaft hole tolerance H7 / h6 ensures coaxiality ≤0.1mm, which improves the power transmission efficiency between the engine and the frame by 15%, reduces vibration energy loss by 20%, and significantly optimizes NVH performance.

[0022] Working Principle: During operation, mounting block 1 and fixing block 2 form a rigid support frame, secured by bolts 52, first nut 51, and second nut 53. Double nut pre-tightening generates axial pre-tightening force, eliminating vibration and loosening, and ensuring connection rigidity. The sliding installation design allows for ±1mm positional adjustment, compensating for machining tolerances and thermal expansion and contraction, and avoiding over-positioning. The elongated mounting hole 42 provides ±2mm radial adjustment to accommodate minor displacements of the engine and chassis. Rigid connection between support plate 41 and support rib 31 ensures accurate positioning. The U / V-shaped positioning groove 60, in conjunction with the positioning protrusion, enables rapid centering, improving assembly efficiency by 40%. The arc-shaped structure disperses force in an "S-shape," and the gradual thickness variation follows an equal strength design, resulting in a stress concentration coefficient and fatigue life ≥10. 6 The cycle repeats. Ribs 32 form a triangular support, increasing bending stiffness by 50% and resisting high-frequency vibrations.

[0023] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. An engine left support positioning precision device, comprising a mounting block (1); characterized in that: A fixing block (2) is fixedly installed on the inner wall of the mounting block (1), a support mechanism (3) is provided at the bottom of the mounting block (1), and a positioning component (4) is provided on one side of the support mechanism (3). The support mechanism (3) includes a support rib (31), a reinforcing rib (32) and a connecting ring (33). The support rib (31) is fixedly installed at the bottom of the mounting block (1). The reinforcing rib (32) is provided in several groups. The several groups of reinforcing ribs (32) are fixedly installed horizontally on both sides of the support rib (31). The connecting ring (33) is fixedly installed on the side of the support rib (31) away from the mounting block (1). The positioning component (4) includes a support plate (41) and mounting holes (42). The support plate (41) is fixedly installed on both sides of the top of the support rib (31), and the mounting holes (42) are provided on the surface of the support plate (41).

2. The engine left support positioning precision device according to claim 1, characterized in that: An installation mechanism (5) is provided on one side of the mounting block (1).

3. The engine left support positioning precision device according to claim 2, characterized in that: The mounting mechanism (5) includes a first nut (51), a bolt (52), and a second nut (53). One side of the first nut (51) is fixedly installed with the bolt (52). The bolt (52) passes through the mounting block (1) and the fixing block (2). The side of the bolt (52) away from the first nut (51) is threadedly installed with the second nut (53). The bolt (52) is slidably installed with the mounting block (1) and the fixing block (2).

4. The engine left support positioning precision device according to claim 3, characterized in that: The top and bottom of the inner side of the support rib (31) are provided with positioning grooves (60).

5. The engine left support positioning precision device according to claim 4, characterized in that: The support rib (31) has an arc-shaped curved structure with a radius of curvature of 20-50mm, which is adapted to the contour of the engine or the frame. The thickness of the support rib (31) gradually increases from the mounting block (1) to the connecting ring (33), and the thickness change rate does not exceed 15% / 100mm, so as to optimize the stress distribution.

6. The engine left support positioning precision device according to claim 5, characterized in that: The connecting ring (33) and the support rib (31) are connected by a rounded transition, with a transition radius of not less than 3mm; the inner diameter of the connecting ring (33) and the connecting shaft diameter of the engine or frame are fitted with an H7 / h6 tolerance to ensure that the coaxiality of the shaft hole fit does not exceed 0.1mm.

7. The engine left support positioning precision device of claim 6, wherein: The supporting rib (31) is made of steel.

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