JP2005067500A - Vibration-isolating mount device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vibration-isolating mount device capable of realizing the sufficient length of a torque rod 43 integrated with a mount member 3 (the vibration-isolating mount device) of a power plant P mounted on a car in the transverse direction so as to absorb the vertical vibration of the power plant P, and preventing the torque rod 43 from being largely projected before and behind the mount member 3. <P>SOLUTION: In the mount member 3 on the engine side, the torque rod 43 is mounted in a longitudinally extending manner between a mount body part 30 and an engine 1 adjacent to the side thereof, front and rear end parts 45 and 46 are slightly protruded before and behind the mount body part 30, and connected to the power plant P side and the vehicle body side, respectively. An inversely U-shaped stopper member 40 is provided so as to be across and above the mount body part 30 in the longitudinal direction, and a rear end part 46 of the torque rod 43 is mounted on a rear leg part 40c of the stopper member 40 via a bracket 49. A front end part 45 of the torque rod 43 is fastened to a flange plate 31b which is a connection member of the mount body part 30 to the power plant P. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an anti-vibration mount device for mounting a power plant on an automobile, and particularly to the technical field of layout in the case where a torque rod for restricting the swing of the power plant in the roll direction is integrally provided. .

  Conventionally, as disclosed in Patent Document 1, for example, both ends of the longitudinal direction (the direction in which the crankshaft extends) of the power plant in which the engine and the transmission are arranged in series are positioned on the left and right ends of the engine room, respectively. Some vehicle body side frames are elastically supported by two mount members (anti-vibration mount devices). Since such a mounting member is responsible for most of the weight of the power plant, a certain level of dynamic spring is required at least in the vertical direction, which is disadvantageous in terms of absorbing and blocking engine vibration.

  In other words, the vibration generated mainly around the roll inertia main axis (hereinafter simply referred to as the roll axis) due to torque fluctuations during idling of the engine is not so large, but it is a low frequency range where humans feel uncomfortable. Therefore, it is desirable to prevent absorption by the mount member and transmission to the vehicle body.

  Therefore, in general, an inertia main shaft mount in which the left and right mount members are arranged as close as possible to the roll shaft of the power plant is employed. In this way, even if the mount member is somewhat hard in the vertical direction (having a high dynamic spring), the dynamic spring around the roll axis becomes soft, thereby suppressing transmission of idle vibration to the vehicle body. It is done.

  However, if the dynamic spring around the roll axis is softened in this way, for example, when the engine output (torque) fluctuates greatly, such as during rapid acceleration, the entire power plant rolls greatly due to the reaction force (torque). There is a risk that the shaft rotates (rolls) around the shaft, thereby causing a problem of interference with surrounding components, or excessive deformation of the rubber portion of the mount member, resulting in a loss of durability. Therefore, in a general inertial spindle mount, in addition to the main mount members arranged on the left and right sides of the power plant, as disclosed in, for example, Patent Document 2, another mount member (one in the front and the back) Front mount and rear mount) are provided to control rolling of the power plant.

  For example, as disclosed in Patent Document 3, the support point of the power plant by the left and right mounting members is set to be slightly higher, and the entire power plant is swingably supported like a pendulum. A structure is also known in which a torque rod for restricting the shaking is provided independently so as to connect the lower end of the power plant and the vehicle body side (hereinafter referred to as a three-point pendulum mount). In this three-point pendulum mount, the support point of the power plant load is farther from the roll shaft than the general inertial spindle mount described above. When force (torque) is applied, the rotation around the roll axis of the power plant is also restricted by the left and right mounting members themselves, so it is considered that even a single torque rod can easily suppress the shaking of the power plant. .

  However, for example, in the case of a car equipped with a large displacement engine, a hybrid car, etc., the output of the power plant becomes very large, so that the rolling of the power plant due to the reaction force (torque) is reduced to a single torque as described above. It is difficult to hold down only with the rod.

  In addition, the fact that rolling due to such a large driving reaction force is also restricted by the left and right mounting members themselves means that a large horizontal load is input to these mounting members. For this reason, there is a concern that the durability of the rubber part or the like in the mount member is lowered.

In this regard, in the three-point pendulum mount described in the third conventional example, in addition to the independent torque rod provided at the lower end portion of the power plant, the left and right mounting members are respectively either before or after the mount body portion. A torque rod is provided so as to extend in one direction, so that the rolling of the power plant due to the driving reaction force can be more reliably regulated, and the durability of the mounting member is suppressed by preventing deformation of the rubber part, etc. can do.
French Patent Application Publication No. 2737008 Japanese Utility Model Publication No. 62-196944 German Patent Application No. 4209613

  By the way, when the torque rod is provided integrally with the mount member as in the third conventional example (Patent Document 3), the layout becomes a problem. That is, the torque rod is usually arranged so as to extend in the longitudinal direction of the vehicle body so as to receive the horizontal load input to the mount member, and rubber bushes are interposed at both front and rear ends thereof on the power plant side and the vehicle body side. In such a case, the length of the rod should be as long as possible in order to avoid the vertical vibrations of the power plant caused by road surface irregularities being transmitted to the vehicle body via the torque rod.

  However, if a torque rod is provided so as to extend either before or after the mount body as in the conventional example, this rod may cause a problem of interference with the surroundings. That is, for example, when the mount member is disposed on the side frame, a long torque rod extending rearward of the mount member is likely to interfere with the suspension tower. In addition, brake boosters, ABS hydraulic units, batteries, various fluid tanks, etc. are arranged before and after the mount member, and further, fuse boxes, ECUs, etc. may be arranged, so interference with these may also be a problem. become.

  In particular, as the number of devices arranged in the engine room, including engine auxiliary equipment, has been increasing with the recent enhancement of fuel economy regulations and exhaust gas regulations, It can be said that it is not preferable that the rod extends greatly from the mounting member.

  The present invention has been made in view of such a point, and an object of the present invention is to provide an anti-vibration mount device for an engine (power plant) that is mounted horizontally on a so-called FF vehicle or the like. The layout of the torque rod provided in the device is devised to secure a sufficient rod length that can absorb the vertical vibration of the power plant, while preventing it from jumping out of the mounting device.

  In order to achieve the above object, in the present invention, first, a torque rod is provided so as to extend in the front-rear direction on either the left or right side of the mount main body, and both front and rear ends thereof are front and rear from the mount main body. I tried not to jump out.

  Specifically, the invention of claim 1 elastically supports at least one of the left and right ends of the power plant mounted on the vehicle with respect to the vehicle body so that the longitudinal direction is the left-right direction of the vehicle body, It is premised on an anti-vibration mount device provided with a torque rod that restricts swinging in the roll direction. When the lower side of the mount body that supports the load of the power plant is attached to the vehicle body side frame, the torque rod is connected to the upper part of the mount body when the power plant side connecting member is attached. Is provided to extend in the longitudinal direction of the vehicle body on either the left or right side of the mount body, and the front end of the mount is connected to either the side frame or the power plant side connection member at a position away from the mount body. In addition, the rear end portion of the torque rod is connected to the other of the side frame or the power plant side connecting member at a position separated rearward from the mount main body portion.

  With the above-described configuration, when the power plant rolls due to the action of the driving reaction force, the load in the horizontal direction input to the anti-vibration mount device is firmly received by the torque rod. Also, if the length of the torque rod is made sufficiently long, the vertical vibration of the power plant can be absorbed by the swing of the rod and the transmission to the vehicle body can be suppressed. And even if the length of the rod is made sufficiently long, the torque rod is provided so as to extend in the front-rear direction on the side of the mount main body, so that it jumps out greatly to the front and rear of the vibration-proof mount device. Therefore, the occurrence of interference problems can be prevented.

  It is preferable that an elastic bush is interposed in a connecting portion between at least one of the side frame and the power plant side connecting member and an end portion of the torque rod (invention of claim 2). By so doing, idle vibrations of the engine and vibrations of the power plant due to road surface irregularities are absorbed by the bending of the elastic bushing.

  In the case of a power plant in which the engine and the transmission are arranged in series in the longitudinal direction, it is preferable that the anti-vibration mount device is arranged at the end of the power plant on the engine side (invention of claim 3). This is because, in the case of a power plant in which an engine and a transmission are arranged in series, the end on the engine side is arranged close to the vehicle body side frame, This is because there is very little space available.

  Further, in that case, it is particularly preferable that the torque rod is disposed between the mount main body portion and the engine adjacent to the side of the mount main body portion (invention of claim 4). In other words, a dead space that is long in the longitudinal direction of the vehicle body and narrow in the lateral direction is usually left between the mount body and the engine adjacent to the side of the mount. It is because it is planned.

  In addition, since the torque rod is positioned in the immediate vicinity of the engine side connecting member, the end of the torque rod can be connected to the power plant side very easily using this.

  In addition to the above configuration, an inverted U-shaped stopper member is provided so as to straddle the top of the mount body, and the lower ends of both legs are fixed on the side frames on both the front and rear sides of the mount body, respectively. In addition, either one of the front and rear ends of the torque rod may be connected to either one of the leg portions via a bracket (invention of claim 5).

  According to this configuration, a large displacement in the upper direction and the front-rear direction can be reliably regulated by the stopper member disposed so as to straddle the upper portion of the mount main body. On the other hand, since the torque rod is arranged on the side of the mount main body portion, the problem of interference between the two cannot occur, and therefore the stopper member and the torque rod can be optimally laid out. In addition, the end portion of the torque rod is located immediately near the leg portion of the stopper member fixed to the vehicle body side frame. Can be easily connected.

  As described above, according to the vibration-proof mount device according to the present invention, at least one of the mount devices respectively disposed on the left and right sides of the power plant mounted horizontally in the engine room of the automobile (particularly, there is no room for space). When the torque rod is integrally provided on the engine side), the torque rod is provided so as to extend in the front-rear direction on either the left or right side of the mount body, that is, the front-rear dimension of the mount device is maximized. Due to the limited use of the layout, it is possible to prevent the occurrence of the problem of interference by ensuring that the length of the torque rod is sufficiently secured and preventing the torque rod from protruding greatly before and after the mounting device.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. It should be noted that the following description of the preferred embodiment is merely illustrative in nature, and is not intended to limit the present invention, its application, or its use.

-Overall configuration-
1 and 2 show a schematic configuration of an engine mount system using an anti-vibration mount device according to an embodiment of the present invention. In both figures, reference numeral P denotes an engine 1 and a transmission 2 coupled in series. It is a power plant. This power plant P is mounted horizontally in an engine room of a car (not shown) so that its longitudinal direction (the direction in which the crankshaft of the engine 1 extends) is the vehicle width direction (the left-right direction of the vehicle body) It is elastically supported at two points with respect to the vehicle body side frames 6 and 7 via mount members 3 and 5 respectively disposed at both ends in the longitudinal direction, that is, at each end on the engine 1 side and transmission 2 side. Yes. Further, the lower end portion of the power plant P is connected to a rear vehicle body side member 9 (subframe or the like) by a torque rod 8 independent of the mount members 3 and 5.

  FIG. 1 omits all the intake / exhaust systems and accessories of the engine 1 and only the main body is viewed from the diagonally right upper side at the rear of the vehicle body. The main body of the engine 1 includes a general cylinder block 10 and its cylinder block 10. The belt cover 12 is disposed at the end of the longitudinal direction opposite to the transmission 2 (the right end of the vehicle body shown on the front side in FIG. 1). A head cover 13 is disposed at the upper part of 11, and an oil pan (not shown) is disposed at the lower part of the cylinder block 10. Then, the lower end side of the engine side mounting bracket 15 is fastened to the right side wall of the cylinder head 11 through the belt cover 12, and extends from the mounting member 3 side to the upper end portion of the mounting bracket 15 extending upward therefrom. The flange plate 31b is fastened with being overlapped from above. This engine-side mount member 3 is the vibration-proof mount device of the present invention, and the detailed configuration thereof will be described later.

  In this embodiment, the transmission 2 is an automatic transmission in which a differential is integrated in addition to a torque converter and a transmission gear train (may be a manual transmission or a CVT), and the bell housing 20a of the transmission case 20 is an engine. 1 is connected to the cylinder block 10 at the crankshaft side end, and drives the front wheels of the automobile from the bulging portion 20b formed at the rear of the bell housing 20a toward the left and right sides, respectively. Drive shafts 22 and 22 extend. The transmission-side mount member 5 is disposed so that the tip end portion of the tapered transmission case 20 is suspended from the side frame 7 on the left side of the vehicle body by the mount bracket 23. A detailed configuration of the transmission-side mount member 5 will also be described later.

  In the power plant P formed by connecting the engine 1 and the transmission 2 in series as described above, since the engine 1 is taller than the transmission 2, the roll axis R (roll inertia main axis) extending in the longitudinal direction. Is inclined downward from the end portion on the engine 1 side toward the transmission 2 side, as indicated by a one-dot chain line in the figure. Further, in this embodiment, the two mount members 3 and 5 responsible for the weight of the power plant P are spaced upward from the roll axis R, whereby the power plant P is connected to the two mount members 3 and 3. 5 is swingable like a pendulum around a line segment L (swing support shaft: see FIG. 2) connecting the support points of the load 5.

  When a large driving reaction force (torque) is applied, for example, when the vehicle is suddenly accelerated or decelerated, the power plant P is generally arranged on the roll axis R as schematically shown by the white arrow in FIG. While rotating (rolling) around, the whole swings back and forth like a pendulum around the upper swinging axis L. Such rolling and overall swinging is the lower end of the power plant P. It is regulated by the torque rod 8 disposed in the. That is, the basic configuration of the engine mount system of this embodiment is the same as that of a conventionally known three-point pendulum mount (the one disclosed in Patent Document 3).

  By the way, in the three-point pendulum mount, since the supporting point of the load of the power plant is generally separated from the roll shaft as compared with the inertia spindle mounting, the power is applied when the driving reaction force acts as shown in FIG. As described above, the rolling of the plant P is also regulated by the left and right mounting members 3 and 5 itself, and this is advantageous for regulating the displacement of the power plant P. However, in the case where the output is very large, such as a large displacement engine, it is difficult to suppress a large driving reaction force with only the single torque rod 8, and such a large driving reaction force is left and right. The problem of durability caused by acting on the mounting members 3 and 5 must also be taken into consideration.

  Therefore, in this embodiment, in addition to the independent torque rod 8, the left and right mounting members 3 and 5 are integrally provided with torque rods 43 and 56, respectively. The rolling can be more reliably regulated, and even if a large horizontal load is input to the mount members 3 and 5 at that time, the load is received by the torque rods 43 and 56, and the rubber portion in the mount main body 30. It is possible to secure the durability by suppressing the deformation.

-Mount member structure-
Next, as a feature of the present invention, the detailed structure of the engine side mount member 3 will be described with reference to FIGS. Here, FIG. 3A is a top view of the engine side mount member 3, and FIG. 3B is a left side view thereof. FIG. 4 is a partial cross-sectional view showing the internal structure of the mount main body 30 by omitting a torque rod 43 and the like which will be described later and partially cutting away.

  As shown in FIG. 4, in this embodiment, the mount member 3 on the engine side is a so-called liquid-filled type, and the mount main body 30 that receives the static load of the power plant P is connected to the power plant side. A metal casing 31 and a vehicle body side connection fitting 32 are connected by a rubber elastic body 33. The casing 31 is made of, for example, an aluminum alloy, and has a thick cylindrical casing body 31a disposed so as to extend in the vertical direction, and a flange plate 31b (a connecting member) extending in a direction substantially perpendicular to the axis Z from the upper outer periphery thereof. Are integrally formed by casting or the like.

  The connection fitting 32 has a substantially conical shape with an upper concavity, and is disposed substantially coaxially so that its upper end is located substantially at the center of the lower end opening of the casing body 31a. A rubber elastic body 33 is interposed between the side surface portion of the ball and the inner peripheral surface of the casing main body 31a opposite to the outer periphery thereof, while the lower end surface of the connection fitting 32 is provided on the upper surface of the vehicle body side frame 6. The upper surface of the upper raised portion 34 a of the vehicle body side mounting bracket 34 to be fixed is joined, and both are fastened by bolts 35.

  A mortar-shaped concave portion is formed on the lower inner peripheral side of the rubber elastic body 33, and the peripheral surface of the concave portion is attached to the tapered side surface portion of the connection fitting 32. It is formed in a substantially truncated cone shape so that it extends radially outward from the entire circumference of the coupling metal 32 and extends obliquely upward, and the outer peripheral surface of the upper part thereof is the inner peripheral surface of the casing body 31a. It is glued. Thus, the upper part of the rubber elastic body 33 bonded and fixed to the inner periphery of the casing body 31a is a relatively thick cylindrical shape that opens upward, and its upper end is the upper end of the casing body 31a. It is positioned below the portion by a predetermined length.

  Then, the outer peripheral portion of the disc-shaped partition plate 36 is superimposed from above on the upper end portion of the cylindrical portion of the rubber elastic body 33, and the substantially hat-shaped rubber so as to cover the entire partition plate 36 from above. A diaphragm 37 is provided, whereby the upper end opening of the rubber elastic body 33 is liquid-tightly closed, and a cavity is formed inside. In the diaphragm 37, an outer cylinder portion having an outer diameter substantially the same as the inner diameter of the casing main body 31a and an inner cylinder portion which is continuous with a lower end thereof via a flange portion are integrally formed on the outer peripheral side of the hat-shaped main body portion. A substantially cylindrical reinforcing plate 38 is embedded from the outer cylinder part to the inner cylinder part, and the outer cylinder part reinforced thereby is formed on the inner periphery of the upper end side of the casing body 31a from above. It is press-fitted and fixed in the inner fitting state.

  The cavity formed inside the rubber elastic body 33 as described above is filled with a buffer solution such as ethylene glycol, and this absorbs and relaxes vibrations of the power plant P input to the rubber elastic body 33. This is the liquid chamber F. The inside of the liquid chamber F is divided into upper and lower parts by the partition plate 36, and the lower side thereof is a pressure receiving chamber whose volume is enlarged or reduced with deformation of the rubber elastic body 33, and the upper side of the liquid chamber F The volume is expanded or reduced by the deformation of the diaphragm 37 to become an equilibrium chamber that absorbs the volume variation in the pressure receiving chamber. That is, an annular orifice passage 39 surrounded by the casing body 31a and the flange portion and the inner cylinder portion of the diaphragm 37 is formed above the outer periphery of the partition plate 36 so as to extend in the circumferential direction. One end of the orifice passage 39 opens toward the pressure receiving chamber below the liquid chamber 38, while the other end of the orifice passage 39 opens toward the equilibrium chamber above the liquid chamber 38. Then, the buffer solutions in the pressure receiving chamber and the equilibrium chamber are circulated through the orifice passage 39, so that the low frequency vibration acting on the pressure receiving chamber from the rubber elastic body 33 is attenuated.

  In addition to the mount main body 30 having the above-described structure, an inverted U-shaped stopper member 40 is disposed so as to straddle the upper portion thereof. The stopper member 40 is formed by pressing a steel plate or the like, for example, and is spaced downward from the upper end of the mount main body 30 by a predetermined distance and extending substantially horizontally in the front-rear direction, and downward from both front and rear ends. It has a pair of front and rear leg portions 40b and 40c that are bent and extend almost directly below. The lower end portions of the pair of front and rear leg portions 40b and 40c are bent into flange portions 40d and 40d, respectively. The front and rear flange portions 40d and 40d are respectively mounted on the vehicle body side mounting bracket 34 on the front and rear sides of the mount body portion 30. In a state of being superimposed on the flange portions 34b, 34b, the bolts are fastened on the side frame 6 by bolts (not shown).

  Corresponding to the stopper member 40, the mount main body 30 is provided with an upper rubber layer 41 on the upper outer periphery of the casing main body 31a, and both front and rear end portions of the casing main body 31a in the rubber layer 41 are raised upward. The upper bulging portions 41a and 41a are formed, and the upper bulging portions 41a abut against the beam portions 40a of the stopper member 40 from below, thereby restricting the upward movement of the casing body 31a. It has come to be. Further, the rubber layer 41 has an intermediate portion in the vertical direction having a thickness greater than or equal to a predetermined thickness, and the rubber layer 41 abuts on the front and rear leg portions 40b and 40c of the stopper member 40, respectively. The movement to is to be regulated.

  A lower rubber layer 42 is formed on the outer periphery of the lower end portion of the casing main body 31a so as to be connected to the rubber elastic body 33, and the rubber layer 42 is also below the front and rear end portions of the casing main body 31a. Lower bulging portions 42a and 42a that bulge are formed, and these come into contact with the front and rear end portions of the upper raised portion 34a of the vehicle body side mounting bracket 34, whereby the downward movement of the casing body 31a is restricted. It is like that.

  As a feature of the present invention, a torque rod 43 for restricting rolling of the power plant P is integrally disposed on the mount member 3 as shown in FIG. That is, when viewed from above as shown in FIG. 5A, the torque rod 43 is located on the left side of the mount body 30, that is, at an intermediate position between the mount body 30 and the belt cover 12 of the engine 1. The flange plate 31b is spaced apart (see FIG. 2B) and is disposed so as to extend in the front-rear direction substantially parallel to the beam portion 40a of the stopper member 40. Since the torque rod 43 is provided so as to extend in the front-rear direction on the side of the mount main body 30 as described above, the torque rod 43 may be long enough to absorb the vertical vibration of the power plant P by its swinging. In addition, the mount member 3 does not jump out greatly before and after, and the problem of interference does not occur in the front-rear direction. Moreover, although there is a dead space that is long in the front and rear and narrow in the left and right between the mount body 30 of the engine side mount member 3 and the belt cover 12 (side wall) of the adjacent engine 1, the torque rod 43 is dead. It is arranged using space effectively.

  The torque rod 43 is provided with thick disk-like connecting portions 45 and 46 at both front and rear end portions of the rod member 44, and the front end connecting portion 45 is an outer portion integrally provided at the front end of the rod member 44. The cylindrical portion 45a and the inner cylindrical portion 45b positioned coaxially therewith are elastically connected by an annular rubber bush 45c. Similarly, the rear end connecting portion 46 also has an outer cylindrical portion 46a, an inner cylindrical portion 46b, and a rubber bush. 46c. The front end connecting portion 45 has a lower end surface of the inner cylinder portion 45b on an upper surface of the flange plate 31b at a position in front of the vehicle body (a position away from the mount main body portion 30 in front of the vehicle body) relative to the front end portion of the mount main body portion 30. A stud bolt 47 arranged in contact with the flange plate 31b so as to extend upward from the flange plate 31b passes through the inner cylinder portion 45b, and a nut 48 is screwed onto the stud bolt 47 from above so that a flange is formed. Fastened to the plate 31b.

  On the other hand, the rear end connecting portion 46 of the torque rod 43 has a rear leg portion of the stopper member 40 at a position rearward of the vehicle body relative to the rear end portion of the mount main body portion 30 (a position away from the mount main body portion 30 toward the rear of the vehicle body). It is fixed to a bracket 49 welded to 40c. That is, the bracket 49 is formed, for example, by pressing a steel plate or the like so as to have a substantially inverted L shape, and a leg portion 49a extending vertically is welded to a side surface of the rear leg portion 40c of the stopper member 40, while the leg portion A stud bolt 47 is fixed to the front end side of the mounting portion 49b extending laterally from the upper end of 49a by welding so as to extend upward from the upper surface thereof. The inner cylinder part 46b of the rear end connecting part 46 of the torque rod 43 is externally inserted into the stud bolt 47 from above, and the nut 48 is screwed onto the stud bolt 47 protruding further upward from the inner cylinder part 46b. As a result, the rear end connecting portion 46 of the torque rod 43 is fastened to the bracket 49.

  That is, in the engine side mount member 3 of this embodiment, the torque rod 43 disposed in the dead space between the engine 1 and the side of the mount main body 30 is connected to the mount main body 30 and the power plant P. The front end connecting portion 45 of the torque rod 43 is fastened to the flange plate 31b by using the fact that it passes through the flange plate 31b which is a member. For this reason, the torque rod 43 and the power plant P side are connected. The structure is extremely simple. Similarly, by utilizing the fact that the rear end connecting portion 46 of the torque rod 43 is positioned in the immediate vicinity of the rear leg portion 40c of the stopper member 40, the torque rod 43 and the vehicle body side are connected by connecting both of them. The connecting structure is extremely simple.

  Next, the structure of the transmission-side mount member 5 is shown, for example, in an enlarged manner in FIG. 5. This is because the upper end portion of the mount bracket 23 extending upward from the front end side of the transmission 2 is connected to the vehicle body side frame. 7 is suspended through a rubber block 51 by a metal frame member 50 attached to the 7 side. That is, the frame member 50 is formed by, for example, press-molding a steel plate or the like, and integrally forming a rectangular frame-shaped main body portion 52 and a stay portion 53 extending therefrom toward the rear side of the vehicle body (the left side in the figure). The main body 52 is provided with flanges 54 and 54 extending laterally and downwardly by welding another steel plate piece to the vehicle body side frame 7 by bolts (not shown). It is supposed to be concluded.

  Further, a standing wall portion 52b is integrally formed on the main body portion 52 of the frame member 50 by drawing or the like so as to extend upward from the periphery of the opening portion 52a so as to surround the four sides of the vertical axis Z. A metal connecting pipe 55 is supported by a rubber block 51 having both left and right ends bonded to 52b so that its axial center is vertically movable. That is, the connecting pipe 55 is integrally vulcanized and molded so that the lower portion thereof has a relatively small diameter, for example, by drawing, and is embedded in a substantially central portion of the rubber block 51 except for the small diameter portion 55a. Do it. Then, the stud bolt 24 of the mount bracket 23 is inserted into the small diameter portion 55a of the connecting pipe 55 from below, and the nut 25 is screwed into the stud bolt 24 from above, so that the mount bracket 23 and the connecting pipe 55 are Is concluded.

  Further, a torque rod 56 is also provided integrally with the transmission-side mount member 5. That is, the front end (rear end) of the stay portion 53 extending rearward from the main body portion 52 of the frame member 50 is bent downward at a substantially right angle, and the bent portion 53a is bent as described above. The connecting pipe 55 connected to the main body 52 is located just behind the small-diameter portion 55a of the connecting pipe 55, that is, at a position substantially horizontally behind the vehicle body. A torque rod 56 is disposed between the stay bent portion 53a and the small diameter portion 55a of the connecting pipe 55 so as to extend in the longitudinal direction of the vehicle body.

  This torque rod 56 is provided with connecting portions 58 and 59 with rubber bushes 58a and 59c interposed at both ends of a rod member 57, respectively, as in the engine side. 59 is composed of an outer cylinder part 59a, an inner cylinder part 59b, and a rubber bush 59c as in the engine side, and the inner cylinder part 59b is externally inserted into the small diameter part 55a of the connecting pipe 55 and coupled in an externally fitted state. Has been. On the other hand, the connecting portion 58 on the front end side of the torque rod 56 is different from the other connecting portions 43, 44, 59 in that a stay is provided between the two ring-shaped rubber bushes 58 a, 58 a skewered at the tip of the rod member 57. The bent portion 53a is sandwiched and fixed.

  That is, a circular flange 58b is integrally formed on the front end side of the rod member 57 of the torque rod 56, and the tip of the flange 58b penetrates a round hole formed in the bent portion 53a of the stay 53. The rubber bush 58a is sandwiched between the bent portion 53a and the flange portion 58b. Further, another rubber bush 58a and a washer 58c are disposed on the distal end side of the rod member 57 extending forward of the vehicle body from the bent portion 53a, and a small-diameter screw portion 57a is disposed at the distal end portion of the rod member 57. When the washer 58c is fastened to the tip of the rod member 57 by a nut 58d that is screwed into the screw portion 57a, the rubber bush 58a is sandwiched between the washer 58c and the bent portion 53a. ing.

  In the engine mount system of this embodiment in which the weight of the power plant P is supported by the two left and right mount members 3 and 5 having the above-described configuration, for example, when the automobile is stopped and the engine 1 is in an idle operation state, When low-frequency vibration caused by torque fluctuation occurs around the roll axis R, the casing 31 on the power plant P side in the mount body portion 30 of the engine-side mount member 3 is minutely moved back and forth with respect to the connecting fitting 32 on the vehicle body side. Similarly, in the transmission-side mount member 5, the connecting pipe 55 on the power plant P side slightly vibrates back and forth with respect to the frame member 50 on the vehicle body side. However, since the vibration has a low frequency and the amplitude is very small, it is absorbed by the rubber elastic body 33 and the rubber block 51 and transmitted to the vehicle body very little. Further, idle vibration is absorbed by the torque rods 43 and 56 of both the mount members 3 and 5 by the bending of the rubber bushes 45c, 46c, 58a and 59c. Will not be transmitted.

  In addition, when a large driving reaction force (torque) is applied, for example, when the vehicle starts or suddenly accelerates, the power plant P generally has a roll axis R as schematically shown by a white arrow in FIG. As a whole, it swings back and forth like a pendulum about the upper swinging support shaft L while rotating (rolling) around. At this time, the rotational displacement around the roll axis R is caused by reaction forces applied from the independent torque rod 8 at the lower end of the power plant P and the torque rods 43 and 56 of the left and right mounting members 3 and 5, respectively. This effectively suppresses the displacement of the power plant P caused by the driving reaction force from becoming excessively large.

  For example, in the mount member 3 on the engine side, the rubber bushes 45c and 46c respectively disposed at the front and rear end portions 45 and 46 of the torque rod 43 are bent to the maximum after receiving a load in a substantially horizontal direction. The torque rod 43 receives the input load. Similarly, in the mount member 5 on the transmission side, the torque rod 56 receives a large horizontal load input due to the driving reaction force. Thus, the rubber elastic body 33 and the rubber block 51 of the mount members 3 and 5 are prevented from excessively deforming or peeling off, and sufficient durability can be ensured.

  Further, for example, when an automobile is traveling on an irregular road surface, and the vehicle body and the power plant P are relatively vibrated up and down, the rubber elastic body 33 in the mount member 3 on the engine side, In the mount member 5, the rubber block 51 elastically deforms up and down to absorb vibrations, and the torque rods 43 and 56 swing in the mount members 3 and 5, respectively, to absorb up and down vibrations. That is, since the torque rods 43 and 56 are set to have a sufficiently long length, the swing angle of the torque rods 43 and 56 with respect to the relative vertical displacement of the vehicle body and the power plant P becomes small, and the vertical direction This vibration is absorbed by the bending of the rubber bush.

  Therefore, according to the vibration-proof mount device (engine-side mount member 3) according to this embodiment, not only the independent torque rod 8 is provided at the lower end of the power plant P, but also the left and right mount members 3 and 5 are each provided with torque. By providing the rods 43 and 56, it is possible to firmly receive the driving reaction force acting on the power plant P and suppress the shaking of the power plant P, and the rubber portions of the mount members 3 and 5 are excessive. Deformation can be suppressed and durability can be ensured.

  Further, in the engine-side mount member 3 having relatively no margin in the surrounding space, the torque rod 43 is provided so as to extend in the front-rear direction on the side of the mount main body 30, so that the length of the torque rod 43 is increased. Even if it is made sufficiently long, it does not jump out greatly before and after the mount member 3, thereby preventing the occurrence of interference problems.

  In particular, in the case of a power plant P in which the engine 1 and the transmission 2 are arranged in series as in this embodiment, the end on the engine 1 side is close to the vehicle body side frame 6, and there is very little space in the vicinity. However, in this embodiment, the dead space between the mount main body 30 of the engine-side mount member 3 and the engine 1 adjacent to the side thereof can be effectively used, and the torque rod 43 can be disposed there. it can.

  Furthermore, in this embodiment, the stopper member 40 is disposed so as to straddle the upper portion of the mount main body portion 30 so that the displacement in the upper direction and the front-rear direction can be reliably regulated. Since the torque rod 43 arranged on the side of the mount main body 30 does not interfere with the stopper member 40, both can be optimally laid out.

(Other embodiments)
The configuration of the present invention is not limited to the above embodiment, but includes various other configurations. That is, in the above-described embodiment, the engine-side mount member 3 (anti-vibration mount device) according to the present invention is a liquid-sealed type, but is not limited thereto. That is, for example, as shown in FIG. 6, for example, the partition plate 36 and the diaphragm 37 are removed from the mount main body 30 of the embodiment, and the static load of the power plant P is supported only by the rubber elastic body 33. Good. In this way, cost can be reduced.

  Moreover, in the said embodiment, although the casing 31 of the mount main-body part 30 is cast, such as an aluminum alloy, and the flange board 31b is integrally formed in the casing main body 31a, as shown in FIG. It is good also as a structure which attaches the flange plate 31b 'of a steel plate press-molded product to a double-structure steel plate casing body 31a' by welding or the like.

  Moreover, in the said embodiment, although the structure of the vibration isolating mount apparatus which concerns on this invention is applied only to the engine side mount member 3, it is not restricted to this, It can apply also to the mount member 5 by the side of a transmission. .

  Furthermore, although the power plant P of the said embodiment arrange | positions the engine 1 and the transmission 2 in series in the longitudinal direction, it is not restricted to this, For example, the power plant P is installed horizontally in an engine room. A transmission may be arranged in parallel behind the mounted engine 1 so that the input shaft or the like extends in the vehicle width direction.

It is a perspective view which shows schematic structure of an engine mount system. It is explanatory drawing which shows typically a mode that a driving reaction force (torque) acts, seeing a power plant from the vehicle body left side. It is an enlarged view which shows the structure of an engine side mount member, (a) is a top view, (b) is a left view. It is a fragmentary sectional view which shows the internal structure of a mount main-body part. FIG. 4 is a view corresponding to FIG. 3 for a transmission-side mount member. It is a figure which shows the structure of the other anti-vibration mount apparatus which is not a liquid enclosure type. It is a figure which shows the structure of the other vibration-proof mount apparatus which formed the casing with the steel plate.

Explanation of symbols

P Power plant 1 Engine 2 Transmission 3 Engine-side mount member (anti-vibration mount device)
6 Side frame 15 Engine side mounting bracket (connecting member)
30 Mount body 31b Flange plate (connecting member)
40 Stopper members 40b, 40c Leg 43 Torque rod 45 Front end connecting part (front end)
46 Rear end connection (rear end)
45c, 46c Rubber bush (elastic bush)
49 Reverse L-shaped bracket (bracket)

Claims (5)

A torque rod that elastically supports at least one of the left and right ends of the power plant mounted on the vehicle with respect to the vehicle body so that the longitudinal direction is the left-right direction of the vehicle body, and regulates the swing of the power plant in the roll direction. An anti-vibration mounting device comprising:
While the lower side of the mount main body part that supports the load of the power plant is attached to the vehicle body side frame, a connection member on the power plant side is attached to the upper part of the mount main body part,
The torque rod is provided so as to extend in the vehicle longitudinal direction on either the left or right side of the mount body, and the front end of the torque rod is connected to the side frame or power plant side at a position away from the mount body. It is connected to either one of the members, and the rear end portion of the torque rod is connected to the other of the side frame or the power plant side connecting member at a position separated rearward from the mount main body portion. Anti-vibration mounting device.   2. The anti-vibration mount device according to claim 1, wherein an elastic bush is interposed in a connecting portion between at least one of the side frame or the power plant side connecting member and the end of the torque rod.   The vibration-proof mount device according to claim 1, wherein the engine and the transmission are arranged in series in a longitudinal direction of the power plant, and are arranged at an end portion on the engine side.   4. The anti-vibration mount device according to claim 3, wherein the torque rod is disposed between the mount main body and an engine adjacent to the side of the mount main body. The lower ends of both leg portions of the inverted U-shaped stopper member disposed so as to straddle the upper portion of the mount body portion are respectively fixed on the side frames on both the front and rear sides of the mount body portion,
The anti-vibration mount device according to claim 4, wherein either one of the front and rear ends of the torque rod is connected to one of the leg portions of the stopper member via a bracket.

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