RU213948U1 - Crossbar with front support of the power unit - Google Patents

Abstract

The claimed utility model relates to devices that provide engine fixation to ensure its operability, namely to engine mounts, and can be used in the automotive industry for fixing passenger car engines. The cross member with the front support of the power unit is provided with attachment points made at its ends. A bracket is rigidly mounted on the cross member, connected to the silent block of the power unit front support assembly. Each fastening unit is made in the form of a C-shaped bracket with upper and lower shelves, between which a composite spacer sleeve is installed. The bushing consists of an outer thin-walled bushing and liners installed in it on both sides. The connection of the bracket with the silent block of the front support of the power unit and the cross member with the side members of the subframe is carried out through the holes, which ensures the reliability and strength of the connection. At the free end of the power unit support assembly, a platform is made with places for receiving fasteners. The technical result of using all the essential features of the utility model is to reduce the load on all supports. Reducing the loads on the supports allows you to increase the service life of all engine mounts, prevent the destruction of these supports and damage to engine and body elements.

Description

The claimed utility model relates to devices that provide engine fixation to ensure its operability, namely to engine mounts, and can be used in the automotive industry for fixing passenger car engines.

Engine mounts are special units with which the engine and gearbox are fixed to the frame, subframe or body of the car.

The operation of any engine is accompanied by dynamic vibrations. They spread throughout the body and are transferred to the interior of the car. The engine mounts (pillows) help to make the ride comfortable. In addition, these structural elements are designed to fix parts, as well as protect them from deformation and swaying during the movement of the vehicle.

Main functions of engine mounts:

to extinguish shocks and shocks that occur when the vehicle is moving;

ensure effective vibration isolation of the cabin at idle;

ensure less wear on parts by reducing engine sway.

The main factors that determine the number of engine mounts and their location are the mass and position of the power unit in the engine compartment, as well as the type of vehicle body (see https://techautoport.ru/dvigatel/mehanicheskaya-chast/opora-dvigatelya.html ).

In modern cars, depending on the design, from 3 to 5 pillows (supports) of the engine, or rather, the power unit, are used, because the elastic mounting system is combined, without fail, with the gearbox. Most often, pillows are located in the engine compartment as follows:

front support - on the motor beam;

the upper support is attached to the body side member (sometimes to the shock absorber cup). More often located on the right;

the rear support, if any, is fixed to the bottom or to the front subframe;

under the gearbox, closer to the rear of the engine, a common cushion is fixed.

As practice has shown, if the front engine mount does not work properly, the engine has an increased swing amplitude, after a certain run, a knock appears in the upper engine mounts. As a result of excessive swing, the exhaust system breaks down.

Known front support device for the power unit, made in the form of a transversely mounted bracket 2, mounted on the end of the power unit; the ends of the bracket through the elastic elements 3 rest on the wall 4 of the engine compartment (analogue - AS USSR No. 386495, IPC B65/02, dated 1973).

Despite the fact that the described design is aimed at reducing vibration, and such an effect can indeed be achieved in a narrow range of vibrations under certain conditions, the disadvantage of this proposal is the location of all supports below the center of gravity of the power unit. Such a scheme is less stable and less predictable in terms of the level of vibrations in a wide range of vibrations. In addition, the proposed design provides for power unit support brackets of a sufficiently large size, which will lead to significant loads due to large forces application arms and an increase in the mass of these brackets, as well as mating parts of the engine for attaching these brackets. The crossbars have one-sided fastening to the body elements and cantilever fastening to the rear support.

Known engine mounting bracket for placement between the engine and the vehicle body, containing: a bracket attached to the engine or the specified vehicle body and having parts of the support arms for the sleeve; as well as a bushing attached to the engine or vehicle body, respectively, wherein said bushing can be attached to said bracket between parts of the support arms of said bracket with a fixing bolt, wherein said parts of the support arms have cutouts into which said bushing or a part of the bolt can be included and is intended for attaching the said bushing to it (analogue - item 5 of the patent GB2314537. IPC B60K5/12, 1998-01-07).

The proposed design will provide ease of assembly, however, during operation, a design with a groove fastening will always be more loaded than a fastening through a hole. Since the area of adjacent adjacent parts in the first variant is smaller, the stresses from the applied forces will be greater, and as a result, the durability will be less. Especially critical for cast products.

From the Internet, a cross member with an additional engine support is known, designed for installation on vehicles on VAZ 2108-099, 2113-15, which is attached directly to the body and is rigidly connected to the end of the engine through a bracket. The other end of the bracket is connected to the cross member through a cage containing an elastic element (see https://www.drive2.ru/l/451993563211760483/).

Both the elements of the front suspension of the car and the support of the power unit are simultaneously attached to the cross member. With this design, the loads from the cross member are transferred directly to the body both from the side of the car's suspension through the front silent blocks, into which the front suspension extensions are mounted, and from the side of the power unit. This leads to additional vibration and to additional loads transferred to the body, which can lead to damage at the attachment points, due to both longitudinal and lateral loads.

From publications on the Internet, a device for an additional (front) support of the power unit is known, containing a cross member with attachment points in the form of strips made at its ends, and a bracket rigidly mounted on the cross member, connected to the first elastic hinge (silent block) of the power unit support assembly. The second elastic element (silent block) is pressed into the free end of the support assembly and is designed to be connected to the bracket installed in the lower front part of the power unit (see https://www.drive2.ru/l/588576272003656792/). This decision was taken as a prototype.

In the design of the prototype, a transverse brace is used, which oscillates on two axles, and the cross member itself is attached to the body in only one plane. The disadvantage of this solution is the impact on the cross member of the torsion moment, which increases during operation, which entails the transfer of additional loads to the body elements and leads to the destruction of these body elements. Fastening to body elements only along one plane enhances this effect with additional contact stresses.

In addition, the brace with two swing axes (bolts at the attachment points to the silent blocks) also does not prevent the transmission of vibrations to the body, since this design only works to limit the engine swing in one direction - forward and backward in the direction of the car and does not provide a redistribution of loads between supports.

The technical problem solved by the utility model is to ensure the reduction of loads, prevent the occurrence of noise and vibration, increase the service life of all supports of the power unit, prevent the destruction of these supports and damage to engine and body elements.

The technical result of using all the essential features of the utility model is to reduce the load on all supports. Reducing the loads on the supports allows you to increase the service life of all engine mounts, prevent the destruction of these supports and damage to engine and body elements.

The set technical result is achieved due to the fact that in the known cross member with the front support of the power unit, containing attachment points made at its ends, and a bracket rigidly mounted on the cross member, connected to the silent block of the power unit support assembly, according to the utility model, each cross member attachment point is made in the form of a C-shaped bracket with upper and lower shelves, between which a composite spacer sleeve is installed, and a platform with places for receiving fasteners is made at the free end of the power unit support assembly.

The implementation of each cross member attachment point in the form of a C-shaped bracket with upper and lower shelves, between which a composite spacer sleeve is installed, allows for reliable fastening of the cross member to the removable side members of the subframe, which eliminates the effect of torque on the cross member. This fastening allows to reduce the swing amplitude of the power unit in all directions, which reduces the load on the standard supports, allowing them to increase their service life. The implementation of the support assembly of the power unit with one silent block connected to the cross member bracket and having at its free end a platform with places for receiving fastening elements for connecting to the engine, reduces the load on the standard supports, allowing them to increase their service life, since engine vibrations are damped more efficiently, which unloads the standard engine mounts.

The presence of a composite spacer sleeve in the attachment points of the cross member provides reliable fastening of the cross member to the removable spars, which eliminates the effect of torque on the cross member. This fastening allows to reduce the swing amplitude of the power unit in all directions, which reduces the load on the standard supports, allowing them to increase their service life, and additionally avoids deformation of the removable subframe side member.

Fig. 1 - installation of the crossbar.

Fig. 2 - crossbar.

Fig. 3 - view A of Fig. 1 - spacer sleeve in cross section.

Fig. 4 is a general view of the engine with standard supports and a cross member with a front support.

The crossbar 1 with the front support of the power unit is equipped with attachment points 2-1, 2-2, made at its ends and rigidly connected to it. A bracket 3 is rigidly fixed on the cross member 1, connected to the silent block 4 of the node 5 of the front support of the power unit (see Fig. 1). Each attachment point 2-1, 2-2 is made in the form of a C-shaped bracket with upper 6 and lower 7 shelves, between which a composite spacer sleeve 8 is installed. The sleeve 8 consists of an outer thin-walled sleeve 9 and liners 10, 11 installed in it on both sides (see Fig. 3). The connection of the bracket 3 with the silent block 4 of the node 5 of the front support of the power unit and the cross member 1 with the spars of the subframe is carried out through the holes, which ensures the reliability and strength of the connection. At the free end of the support assembly 5 of the power unit, a platform 12 is made with places 13 for receiving fasteners 14 (see Fig. 2).

The device works as follows.

During the movement of the car, the resulting longitudinal loads are mainly extinguished by the silent block 4 of the node 5 of the power unit support. Further, the load is transferred through the cross member 1 to the attachment points 2-1, 2-2, made in the form of C-shaped brackets with upper 6 and lower 7 shelves, between which a composite spacer sleeve 8 is installed, and then to removable spars. The execution of attachment points 2-1, 2-2 in the form of C-shaped brackets with upper 6 and lower 7 shelves, between which a composite spacer sleeve 8 is installed, with large longitudinal loads on the cross member, ensures its stable position and it is not exposed to the emerging torsion moment , which ensures the reduction of vibration loads on the silent block 4 of the node 5 of the support of the power unit. The transverse load is transmitted from the engine to the silent block 4 of the assembly 5 of the power unit support and further through the bracket 3 and through the C-shaped elements to the removable spars (right and left). The transmission of loads to the cross member occurs only from the node 5 of the front support of the power unit, equipped with a silent block 4, and the node 5 of the support is located so that the cross member works more in bending and less in torsion.

As the test results showed, the proposed device takes part of the load on itself, thereby preventing excessive rocking of the power unit, reduces the level of vibration, provides an increase in the service life of the standard side supports and the rear extension that make up the suspension of the power unit (see Fig. 4, which shows regular supports and the claimed cross member with the front support).

In the developed device, the fastening of the assembly 5 of the engine support to the cross member 1 and the fastening of the cross member 1 to the body elements is two-sided, which reduces contact stresses, torsional and bending stresses in the structure and reduces loads on standard supports, allowing them to increase their service life and durability.

The claimed device can be manufactured from modern materials using existing equipment and modern technologies.

The claimed utility model can be used in the automotive industry for fixing car engines.

Claims (1)

The crossbar with the front support of the power unit, containing the attachment points made at its ends, and a bracket rigidly mounted on the crossbar, connected to the silent block of the front support assembly of the power unit, characterized in that each crossbar attachment point is made in the form of a C-shaped bracket with upper and lower shelves, between which a composite spacer sleeve is installed, and at the free end of the power unit support assembly, a platform is made with places for receiving fasteners.

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