JP2005075223A - Vibration-proof mounting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve the productivity of a vibration-proof mounting device 3 integrally having a torque rod 43, and to reduce the production cost. <P>SOLUTION: The mounting device 3 comprises a mounting body section 30 including a casing 31, a connection fitting 32, and a rubber bearing element 33. The mounting device 3 is elastically supported on a power plant side by a supporting means 45 comprising a supporting bracket 31c for elastically supporting one end of the torque rod 43 extending in the longitudinal direction of the vehicle body on the vehicle body with a cylindrical bush and supporting the other end of the torque rod 43 and a pair of rubber bushes 48a and 48b for gripping the supporting bracket. <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.

  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 mount member is responsible for most of the weight of the power plant, it requires a certain degree of static rigidity 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 is employed in which the left and right mounting members are arranged as close as possible to the roll shaft of the power plant. In this way, even if the mount member is somewhat hard in the vertical direction (having high static rigidity), 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. 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 of the power plant, the left and right mounting members are respectively either before or after the mount main body. 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. 2736008 Specification Japanese Utility Model Publication No. 62-196944 German Patent Application No. 4209613

  By the way, in the mount member disclosed in Patent Document 3, a cylindrical bush including an inner cylinder, an outer cylinder, and a rubber elastic body that connects these cylinders is integrally formed at both ends of the torque rod. One of the cylindrical bushes is attached to the vehicle body side, and the other is attached to the power plant side member in the mount main body.

  However, the cylindrical bush is generally manufactured through a process of integrally molding the inner cylinder and the rubber elastic body, and then press-fitting and bonding the integrally molded product to the outer cylinder. The number of processes is relatively large. For this reason, if a cylindrical bush is provided at each of both ends of the torque rod, the number of production steps increases accordingly. As a result, there is a disadvantage that the productivity is lowered and the production cost is increased.

  The present invention has been made in view of such a point, and an object of the present invention is to improve the productivity of the vibration-proof mount device integrally provided with the torque rod and to reduce the production cost. There is.

  The vibration-proof mount device of the present invention is a device that elastically supports at least one of both ends of the power plant mounted on the vehicle with respect to the vehicle body so that the longitudinal direction is the vehicle width direction.

  The anti-vibration mount device is provided on a vehicle body side member attached and fixed on the vehicle body side, a power plant side member attached and fixed on the power plant side, and between the vehicle body side member and the power plant side member. The power plant side member is elastically supported by the vehicle body side member, and the power plant side member is disposed extending between the power plant side member and the vehicle body in the longitudinal direction of the vehicle body. A torque rod that regulates swinging of the plant in the roll direction, and a cylindrical type that is attached to one end of the torque rod and elastically supports the one end on either the power plant side member or the vehicle body side A bush, and a support means provided on either the power plant side member or the vehicle body side and elastically supporting the other end of the torque rod, The holding means includes a support bracket having a through hole into which the other end of the torque rod is inserted, and a support bracket in a state in which the other end of the torque rod is inserted in the vehicle front-rear direction. And a pair of elastic bushes for elastically supporting the end portions on the support bracket.

  According to this configuration, a cylindrical bush (a bush composed of an inner cylindrical body, an outer cylindrical body, and a rubber elastic body) is attached to one end portion of the torque rod, and the one end portion is a power plant side member by the cylindrical bush. And elastically supported on one of the vehicle body side. The vehicle body side here includes both the vehicle body side member in the mount main body portion and the vehicle body to which the vehicle body side member is attached and fixed.

  On the other hand, the cylindrical bush is omitted at the other end of the torque rod, and instead, the other end is elastically supported by the support means on either the power plant side member or the vehicle body side. The support means is a so-called stud-type bush including a support bracket and a pair of elastic bushes that sandwich the support bracket.

  Thus, by omitting the cylindrical bush and replacing it with a stud-type bush, the number of bush molding steps can be reduced, thereby improving productivity and reducing production cost.

  Further, in the stud type bush, since the assembly is completed simply by inserting the other end of the torque rod into the support bracket and the elastic bush, the assemblability between the torque rod and the mount main body is improved.

  Here, the support means is provided on the power plant side member, and the pair of elastic bushes are integrated with the support bracket when the power plant side member, the vehicle body side member, and the elastic support body are integrally formed. It may be formed by molding. That is, you may shape | mold an elastic support body and an elastic bush simultaneously.

  By doing so, the number of production steps can be further reduced, and productivity can be improved and production cost can be reduced.

  The anti-vibration mount device may further include a power plant mounting flange that is formed integrally with the power plant side member and extends in the horizontal direction. In this case, the support bracket may be erected on the upper surface of the flange, and the torque rod may be disposed so as to extend in the vehicle front-rear direction on either side in the vehicle width direction with respect to the mount main body.

  The torque rod that extends in the longitudinal direction of the vehicle receives the horizontal load that is input to the mount body. However, the vertical vibration of the power plant due to road surface irregularities etc. is avoided from being transmitted to the vehicle via the torque rod. For example, the length of the torque rod should be as long as possible.

  Therefore, by adopting a layout in which the mount body and torque rod are arranged side by side in the vehicle width direction, the overall length of the vibration-proof mount device is relatively short while the length of the torque rod is relatively long. Become. Thereby, while preventing the vertical vibration of the power plant from being transmitted to the vehicle body side, interference with other members of the vibration-proof mount device is prevented.

  The power plant side member may have a through hole penetrating in the longitudinal direction of the vehicle body, and the elastic bush may be disposed at each of the opening positions of the through hole with the power plant side member as a support bracket. .

  That is, the power plant side member is used as both a member for attaching the mount main body to the power plant side and a support bracket for supporting the other end of the torque rod. By sharing this member, the number of parts can be reduced and the production cost can be further reduced.

  You may further provide the nut which fastens the other end part of the said torque rod in the state inserted in the support bracket.

  By doing so, the torque rod reliably receives the horizontal load input to the mount body, and as a result, the swing of the power plant in the roll direction is effectively restricted.

  As described above, according to the vibration-proof mount device of the present invention, one end of the torque rod is elastically supported by the cylindrical bush to either the power plant side member or the vehicle body side. On the other hand, the other end is elastically supported by the so-called stud type bush instead of the cylindrical type bush on either the power plant side member or the vehicle body side. By omitting the cylindrical bush in this way, the number of molding steps can be reduced, and the productivity can be improved and the production cost can be reduced. Also, the assembling property is improved.

  Further, by molding the elastic bush constituting the stud type bush simultaneously with the elastic support body of the mount main body portion, the number of molding steps can be further reduced, and the production cost can be further reduced.

  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.

(Embodiment 1)
-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 61 and 62 via mount members 3 and 5 disposed at both ends in the longitudinal direction, that is, at the ends on the engine 1 side and the transmission 2 side, respectively. Yes. Further, the lower end portion of the power plant P is connected to a rear vehicle body side member 63 (subframe or the like) by a torque rod 7 independent of the mount members 3 and 5.

  FIG. 1 omits all of the intake / exhaust system and auxiliary equipment of the engine 1 and shows only the main body portion from an obliquely upper right side on the rear side of the vehicle body. The engine main body portion includes a cylinder block 10 and an upper portion thereof. The belt cover 12 is disposed at the end in 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 top of the cylinder, and an oil pan (not shown) is disposed at the bottom 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 vicinity of the tip of the tapered transmission case 20 is suspended from the side frame 62 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 respectively 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 7 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 above-mentioned three-point pendulum mount, since the supporting point of the load of the power plant is generally farther from the roll shaft than 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, when the output is very large, such as a large displacement engine, it is difficult to suppress a large driving reaction force with only a single torque rod 7, 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 7, 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 above, 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 connecting fitting 32 on the vehicle body side are connected by a rubber support 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 (connection 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 positioned substantially at the center of the lower end opening of the casing body 31a. A rubber support 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 61. 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 bearing body 33, and the peripheral surface of the concave portion is attached to the tapered side surface portion of the connecting 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 support 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.

  And the outer peripheral part of the disk-shaped partition plate 36 is overlaid on the upper end part of the cylindrical part of the rubber bearing 33 from above, and further, a generally hat-shaped rubber so as to cover the entire partition plate 36 from above. A diaphragm 37 is disposed, whereby the upper end opening of the rubber support 33 is liquid-tightly closed, and a cavity is formed inside. In the diaphragm 37, an outer cylindrical portion having an outer diameter substantially the same as the inner diameter of the casing main body 31a and an inner cylindrical portion continuous to the lower end 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.

  As described above, a buffer solution such as ethylene glycol is sealed in the cavity formed inside the rubber support 33, and this absorbs and reduces the vibration of the power plant P input to the rubber support 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 increases or decreases with deformation of the rubber support 33, and the upper side of the liquid chamber F The volume is expanded or contracted 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 peripheral portion of the partition plate 36 so as to extend in the circumferential direction. One end of the orifice passage opens toward the pressure receiving chamber below the liquid chamber, and the other end of the orifice passage 39 opens toward the equilibrium chamber above the liquid chamber. Then, the buffer solution in the pressure receiving chamber and the equilibrium chamber circulates through the orifice passage 39, so that the low-frequency vibration acting on the pressure receiving chamber from the rubber support 33 is attenuated.

  In addition to the mount main body 30 having the above-described structure, as shown in FIGS. 3 and 4, an inverted U-shaped stopper member 40 is disposed so as to straddle the top of the mount main body 30. 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, 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 to form flange portions 40d and 40e, respectively. In a state of being superimposed on the flange portions 34b, 34b, the bolts are fastened on the side frame 61 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 ends of the casing main body 31a in the rubber layer 41 are raised upward. The upper bulging portions 41a, 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 legs 40b and 40c of the stopper member 40, whereby the casing main body 31a has a longitudinal direction. 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 body 31a so as to be connected to the rubber bearing body 33, and the rubber layer 42 also has lower ends at both front and rear ends of the casing 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 a flange portion 43a extending in the radial direction from the outer peripheral surface of the rod member 44 on the front end side of the rod member 44, and with a thick disc-like rear end connecting portion 46 at the rear end thereof. It is.

  The rear end connecting portion 46 is formed by elastically connecting an outer cylindrical portion 46a integrally provided at the rear end of the rod member 44 and an inner cylindrical portion 46b positioned coaxially with an annular rubber bush 46c. The rear end connecting portion 46 of the torque rod 43 is connected to the rear leg portion 40c 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 welded bracket 49. 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 47a 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 portion 46b of the rear end connecting portion 46 of the torque rod 43 is externally inserted into the stud bolt 47a from above, and the nut 47b is screwed from above to the stud bolt 47a protruding further upward from the inner cylinder portion 46b. As a result, the rear end connecting portion 46 of the torque rod 43 is fastened to the bracket 49.

  On the other hand, the front end of the torque rod 43 is elastically supported by the support means 45 provided on the flange plate 31b at the position of the substantially front end of the mount main body 30. The support means 45 includes a support bracket 31c erected on the front surface of the vehicle body on the upper surface of the flange plate 31b, and a rubber bush 48 provided on the support bracket 31c.

  The support bracket 31c is formed in a substantially plate shape and has a through hole 31d penetrating in the longitudinal direction of the vehicle body. The front end of the torque rod 43 is inserted into the through hole 31d as will be described later.

  The rubber bushing 48 is disposed on the rear side of the support bracket 31c, and is disposed on the front side of the support bracket 31c and the first bushing 48a into which the front end portion of the torque rod 43 is inserted. From the second bush 48b in which the front end portion is inserted, and a connecting portion 48c that is disposed in the through hole 31d of the support bracket 31c and connects the first and second bushes 48a and 48b in the longitudinal direction of the vehicle body. Become.

  And the front end side of the flange part 43a of the said rod member 44 has penetrated the through-hole of the 1st bush 48a and the through-hole 31d of the support bracket 31c, and the 1st bush 48a and the support bracket 31c and the flange It is clamped in the longitudinal direction of the vehicle body by the portion 43a. Further, a second bush 48b and a washer 43b are externally inserted on the distal end side of the rod member 44 extending forward of the vehicle body relative to the support bracket 31c, and a nut is attached to a screw portion 43c provided at the distal end portion of the rod member 44. By screwing 43d, the second bush 48b is sandwiched between the washer 43b and the support bracket 31c in the longitudinal direction of the vehicle body. Thus, the front end portion of the torque rod 43 is elastically supported by sandwiching the support bracket 31 c between the two bushes 48 a and 48 b skewered at the tip end portion of the rod member 44. That is, the rear end portion of the torque rod 43 is supported by a cylindrical bush, while the front end portion of the torque rod 43 is supported by a so-called stud type bush.

  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 a connecting member between the mount main body 30 and the power plant P. The front end portion of the torque rod 43 is supported on the flange plate 31b by using the fact that the flange plate 31b passes close to the flange plate 31b. Therefore, the connecting structure between the torque rod 43 and the power plant P side is extremely simple. It will be something. 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.

  Here, the manufacturing procedure of the engine side mount member 3 will be briefly described. First, the liquid-sealed mount main body 30 is manufactured, for example, by the following procedure. That is, the casing 31 in which the casing body 31a, the flange plate 31b, and the support bracket 31c on the flange plate 31b are integrally formed, and the connection fitting 32 are prepared, and these are set in a predetermined molding die. A predetermined amount of unvulcanized rubber composition to be the rubber support 33, the rubber bush 48, and the rubber layers 41 and 42 is poured into the mold. Then, they are heated and pressurized to form a vulcanized integral molding. In this way, the rubber bush 48 provided on the support bracket 31 c is molded simultaneously with the rubber bearing body 33.

  A buffer solution is injected into the integrated molded product thus created, and a partition plate 36 and a diaphragm 37 are fitted into the openings of the molded product to close the openings. Thus, the mount main body 30 is completed.

  Next, the torque rod 43 is manufactured by the following procedure, for example. That is, the inner cylinder part 46b is prepared, this is set to a predetermined molding die, and a predetermined amount of unvulcanized rubber composition to be the rubber bush 46c is injected into the die. Then, they are heated and pressurized to form a vulcanized integral molding. On the other hand, the bar member 44 with which the outer cylinder part 46a was integrated is prepared. Then, an adhesive is applied to the outer peripheral surface of the integrated molded product, the molded product is press-fitted into the outer cylindrical portion 46a, and the outer cylindrical portion 46a and the rubber bush 46c are bonded to each other. Thus, the torque rod 43 is completed.

  When the mount main body 30 and the torque rod 43 are completed, the rear end connecting portion 46 of the torque rod 43 is fixed to the bracket 49 provided on the stopper member 40 as described above, while the torque rod 43 The front end portion of 43 is inserted into a rubber bush 48 provided on the support bracket 31 c, and then a nut 43 d is fastened to a screw portion 43 c provided at the distal end portion of the rod member 44. Further, the mount bracket 34 is fixed to the mount main body 30 with bolts 35. Thus, the engine-side mount member 3 including the mount main body 30, the torque rod 43, the mount bracket 34, and the stopper member 40 is completed.

  Since the front end portion of the torque rod 43 is supported by a stud-type bush, the front end portion is inserted into the rubber bush 48 when the torque rod 43 (rod member 44) is assembled. Just bolt up. As a result, the mountability of the mount member 3 is improved.

  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. It is suspended through a rubber block 51 by a metal frame member 50 attached to the 62 side. That is, the frame member 50 is formed, for example, by 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). Further, flange portions 54 and 54 are provided on the side of the main body portion 52 by welding another steel plate piece and extending to the side and the lower side. The flange portions 54 and 54 are attached to the vehicle body side frame 62 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 around 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 by, for example, drawing, and is embedded in the 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, the connecting pipe 55, 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 having rubber bushes 58a and 59c interposed at both ends of a rod member 57, respectively. Among these, the connecting portion 59 at the front end is a cylindrical bush, and includes an outer cylindrical portion 59a, an inner cylindrical portion 59b, and a rubber bush 59c. The inner cylindrical portion 59b is extrapolated to the small diameter portion 55a of the connecting pipe 55. And are coupled in an externally fitted state. On the other hand, the connecting portion 58 on the rear end side of the torque rod 56 is a stud type in which the stay bent portion 53a is sandwiched and fixed between two ring-shaped rubber bushes 58a, 58a skewered at the tip end portion of the rod member 57. Bush.

  That is, a circular flange 58 b is integrally formed on the rear end side of the rod member 57 of the torque rod 56, and a round hole formed at a bent portion 53 a of the stay portion 53 at a tip portion than the flange 58 b. 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 rear end side of the rod member 57 extending rearward of the vehicle body from the bent portion 53a, and a small-diameter screw portion is disposed at the tip of the rod member 57. 57a is provided, and the rubber bush 58a is sandwiched between the washer 58c and the bent portion 53a by fastening the washer 58c to the tip of the rod member 57 by a nut 58d screwed into the screw portion 57a. Has been.

  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 is of a low frequency and the amplitude is very small, the vibration is absorbed by the rubber support 33 and the rubber block 51 and transmitted to the vehicle body is very small. Further, idle vibration is also absorbed by the torque rods 43 and 56 of both the mount members 3 and 5 due to the bending of the rubber bushes 46c, 48, 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 the reaction force applied from the independent torque rod 7 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. 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, after receiving a load input in a substantially horizontal direction, the rubber bushes 46c and 48 respectively disposed at both front and rear ends of the torque rod 43 are bent to the maximum, and then 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, excessive deformation of the rubber bearing body 33 and the rubber block 51 of the mount members 3 and 5 and the peeling of the rubber block 51 are prevented, and sufficient durability can be ensured.

  Furthermore, 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 bearing body 33 in the mount member 3 on the engine side, and the transmission 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 7 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 the 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 61, 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 of the engine-side mount member 3 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 disposed on the side of the mount main body 30 does not interfere with the stopper member 40, both can be optimally laid out.

  The engine side mount member 3 supports the rear end portion of the torque rod 43 on the vehicle body side by a rear end connecting portion 46 formed of a cylindrical bush, whereas the front end portion is supported instead of the cylindrical bush. The bracket 31c is supported on the power plant side by a stud type bush sandwiched between two bushes 48a and 48b. Thus, by omitting the cylindrical bush, the number of molding steps is reduced, and the productivity is improved and the production cost is reduced.

  In particular, by simultaneously molding the rubber bush 48 and the rubber support 33, the number of molding steps is further reduced, and the production cost can be further reduced.

(Embodiment 2)
FIG. 6 shows the structure of the engine-side mount member 8 according to the second embodiment. The mount member 8 according to the second embodiment also has a liquid-filled mount main body 80, and the mount main body 80 is configured by connecting a casing 81 and a connecting fitting 82 with a rubber support 83. ing.

  The casing 81 includes a casing main body 81a formed in a thin cylindrical shape disposed so as to extend in the vertical direction, and a plurality of brackets 81b integrally attached and fixed to the outer peripheral surface thereof. Each bracket 81b is fastened on the side frame 61. Unlike the first embodiment, the mount body 80 of the second embodiment has the casing 81 as a vehicle body side member.

  The connecting metal 82 has a substantially inverted conical shape with a lower side on the lower side and a substantially columnar shape on the upper side, and its lower end is positioned substantially at the center of the upper end opening of the casing body 81a. Are arranged so that the upper side thereof protrudes upward from the casing body 81a. The rubber support 83 is interposed between the side surface portion of the lower concavity in the connection fitting 82 and the upper portion of the inner peripheral surface of the casing main body 81a facing the outer periphery thereof.

  A bolt hole into which the mounting bolt 93 is inserted is drilled in the upper end surface of the connecting bracket 82, and the flange plate 91 is fixed to the connecting bracket 82 by the mounting bolt 93. The flange plate 91 is to which the engine side mounting bracket 15 is fastened. Unlike the first embodiment, the mount main body 80 of the second embodiment has the connecting fitting 82 as a power plant side member.

  The rubber support 83 is formed in a substantially truncated cone shape so that the upper portion thereof radially expands outward from the entire lower side of the coupling fitting 82 and extends obliquely downward, and the lower end portion of the truncated cone Is bonded to the inner peripheral surface of the upper portion of the casing body 81a. And the lower part of the said rubber support body 83 is extended below from the adhesion part above the said casing main body 81a to the lower end opening part, and is adhere | attached on the internal peripheral surface of the casing main body 81a. The lower part of the rubber bearing 83 has a relatively thick part in the upper part thereof, and a relatively thin part in the lower part, and is substantially in the middle in the vertical direction. A step portion is formed on the surface. The rubber bearing 83 is press-fitted in the order of the partition plate 88, the orifice plate 85, and the diaphragm 86 from the lower end opening until the respective members come into contact with the stepped portion, and the lower end of the casing body 81a. The edge is bent inward, whereby the lower end opening of the rubber bearing 83 is liquid-tightly closed, and a cavity is formed inside.

  The cavity formed inside the rubber support 33 is filled with a buffer solution to form a liquid chamber F. The inside of the liquid chamber F is divided up and down by the partition plate 88, and the upper side thereof is pressure-receiving. The chamber becomes the equilibrium chamber. A double spiral orifice passage 87 is formed on the outer periphery of the orifice plate 85 between the rubber support 83 and the pressure receiving chamber and the equilibrium chamber are communicated with each other via the orifice passage 87. The

  As in the first embodiment, the torque rod 43 according to the second embodiment has one end (rear end) supported on the casing 81 side (vehicle body side) by a cylindrical bush and the other end (front end) is a stud. It is supported on the connecting metal fitting 82 side (power plant side) by a mold bush.

  That is, as described above, the rear end connecting portion 46 of the torque rod 43 is formed by the outer cylindrical portion 46a, the inner cylindrical portion 46b, and the annular rubber bush 46c that are integrally provided at the rear end of the rod member 44. It is configured, and is fixed to a bracket 92 attached to the mount main body 80. This bracket is constituted by a pair of bracket plates 92 which are welded to the outer peripheral surface of the casing main body 81a and are disposed extending obliquely rearward and upward from the peripheral surface. The rear end connecting portion 46 is disposed between the pair of bracket plates 92 and at the front end position of each bracket plate 92, and a bolt 94 extending in the vehicle width direction and penetrating each bracket plate 92 is provided in the inner cylinder portion. The rear end connecting portion 46 is fastened to the bracket 92 by being inserted into the screw 46 b and screwing the nut 95 into the bolt 94.

  On the other hand, the support means 84 that supports the front end portion of the torque rod 43 is provided on the connecting bracket 82, and the support means 84 is located at a substantially central position in the vertical direction of the connecting bracket 82 in the vehicle longitudinal direction. And the first and second bushes 84a and 84b disposed at both opening positions of the through-hole 82a. That is, in the second embodiment, the connection fitting 82 has both functions of connection between the mount member 8 and the power plant P and support of the torque rod 43 (function as a support bracket).

  The first and second bushes 84a and 84b are formed integrally with the rubber support 83 on the rubber support 83, and the first and second bushes 84a and 84b are The rubber bearing 83 is molded at the same time.

  The tip of the torque rod 43 is inserted into a through hole 82a provided in the connecting fitting 82, and the first bush 84a is connected to the connecting fitting 82 and the flange provided on the torque rod 43. 43a is sandwiched in the longitudinal direction of the vehicle body. Further, a washer 43b is disposed on the distal end side of the rod member 44 extending forward of the vehicle body relative to the connecting fitting 82, and the nut 43d is screwed into a screw portion 43c provided at the distal end portion of the rod member 44, whereby the second The bush 84b is sandwiched between the washer 43b and the connecting fitting 82. As described above, similarly to the first embodiment, the front end portion of the torque rod 43 is elastically supported by sandwiching the connecting fitting 82 between the two bushes 84a and 84b skewered at the tip end portion of the rod member 44.

  Also in the second embodiment, since the front end portion of the torque rod 43 is supported by the stud type bush instead of the cylindrical type bush, the number of production steps is reduced as compared with the case where the cylindrical type bush is formed. In addition, the first and second bushes 84a and 84b are formed integrally with the rubber support 83 and are molded simultaneously with the rubber support 83, so that the number of production steps can be further reduced. Production costs can be further reduced.

  Further, in the second embodiment, the front end portion of the torque rod 43 is supported by the connecting metal fitting 82, so that the number of parts can be reduced by sharing the parts, and the manufacturing cost can be further reduced.

(Other embodiments)
The configuration of the present invention is not limited to the above embodiment, but includes various other configurations. That is, in the said embodiment, although the engine side mount members 3 and 8 (vibration-proof mount apparatus) which concern on this invention are made into the liquid enclosure type, it does not restrict to this. That is, for example, as shown in FIG. 7, for example, the partition plate 36 and the diaphragm 37 are removed from the mount body 30 of the above embodiment, and the static load of the power plant P is supported only by the rubber support 33. Good. In this way, cost can be reduced.

  Further, in the above embodiment, the rubber bushes 48, 84a, 84b that support the front end portion of the torque rod 43 are integrally formed with the support bracket 31c or the coupling fitting 82. However, unlike this, the rubber bushes are separately formed. Then, when assembling the torque rod 43, the rubber bush may be extrapolated to the torque rod 43, and thereby the support means 45 and 84 for supporting the front end portion of the torque rod 43 may be configured.

  In the above-described embodiment, the rear end connecting portion 46 of the torque rod is fixed to the brackets 49 and 92 of the mount members 3 and 8, but the rear end connecting portion 46 of the torque rod is provided on the vehicle body side (for example, the side frame). 61).

  Moreover, in the said embodiment, the connection part which supports the edge part of a torque rod to the vehicle body side is comprised with a cylindrical bush, and the connection part (support means) supported on the power plant side is comprised with a stud type bush. However, this may be reversed. That is, the connecting portion that supports the end portion of the torque rod on the vehicle body side may be configured by a stud-type bush, and the connecting portion that is supported on the power plant side may be configured by a cylindrical bush.

  Moreover, in the said embodiment, although the structure of the vibration isolating mount apparatus based 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 vibration proof mount apparatus which concerns on Embodiment 2. FIG. It is a figure which shows the structure of the other anti-vibration mount apparatus which is not a liquid enclosure type.

Explanation of symbols

P Power plant 1 Engine 2 Transmission 3, 8 Engine side mount member (anti-vibration mount device)
30, 80 Mount body 31 Casing (power plant side member)
31a, 81a Casing body 31b, 91 Flange plate 31c Support bracket 31d Through-hole 32 Connecting bracket (vehicle body side member)
33 Rubber bearings (elastic bearings)
43 Torque rods 45, 84 Support means 46 Rear end connecting portion (tubular bush)
46a outer cylinder part 46b inner cylinder part 46c rubber bush 48 rubber bush (elastic bush)
48a, 84a First bushing 48b, 84b Second bushing 61, 62 Side frame 81 Casing (vehicle body side member)
82 Connecting bracket (Power plant side member, support bracket)

Claims (5)

An anti-vibration mount device that elastically supports at least one of both ends of a power plant mounted on a vehicle so that a longitudinal direction thereof is a vehicle width direction,
A vehicle body side member mounted and fixed on the vehicle body side, a power plant side member mounted and fixed on the power plant side, and a power plant side member provided between the vehicle body side member and the power plant side member. A mount main body including an elastic support for elastically supporting the vehicle body side member;
A torque rod disposed between the power plant side member and the vehicle body side so as to extend in the longitudinal direction of the vehicle body and restricts swinging of the power plant in the roll direction;
A cylindrical bush attached to one end of the torque rod and elastically supporting the one end on either the power plant side member or the vehicle body side;
Provided on one of the other side of the power plant side member and the vehicle body side, and a support means for elastically supporting the other end of the torque rod,
The support means is
A support bracket having a through hole into which the other end of the torque rod is inserted;
And a pair of elastic bushings for holding the other end of the torque rod in the vehicle longitudinal direction and elastically supporting the other end on the support bracket. Anti-vibration mounting device. The anti-vibration mount device according to claim 1,
The support means is provided on the power plant side member,
The pair of elastic bushes is formed by integrally molding with the support bracket when the power plant side member, the vehicle body side member, and the elastic support body are integrally molded. In the vibration-proof mount device according to claim 1 or 2,
A power plant mounting flange that is formed integrally with the power plant side member and extends in the horizontal direction is further provided.
The support bracket is erected on the upper surface of the flange,
The anti-vibration mount device according to claim 1, wherein the torque rod is disposed so as to extend in the longitudinal direction of the vehicle body on one side in the vehicle width direction with respect to the mount main body. In the vibration-proof mount device according to claim 1 or 2,
The power plant side member has a through-hole penetrating in the longitudinal direction of the vehicle body,
The anti-vibration mount device according to claim 1, wherein the elastic bush is disposed at each of the opening positions of the through-hole with the power plant side member as a support bracket. In the vibration-proof mount apparatus as described in any one of Claims 1-4,
An anti-vibration mount device further comprising a nut for fastening the other end of the torque rod in a state of being inserted into the support bracket.

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