JP2009154582A - Power train support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power train support device capable of preventing complicatedness of mounting work. <P>SOLUTION: The power train support device 1 includes a pair of first brackets 11 and 12 arranged in a vehicle body and penetratingly arranging elongate holes 13a and 13a, a pair of first mounts 21 and 22 arranged in a power train 9 and having shaft parts 25b and 25b insertable into the elongate holes 13a and 13a, a second bracket 31 arranged in the vehicle body, and a second mount 41 arranged in the power train 9. The respective shaft parts 25b and 25b are inserted into and fixed to the respective elongate holes 13a and 13a, and the second mount 41 is fixed to the second bracket 31, and the power train 9 is supported on the vehicle body. The respective first brackets 11 and 12 are formed with fulcrum support parts 13b and 13c for swingably supporting a fulcrum part 71 of a lever 70, and the respective first mounts 21 and 22 are formed with application point abutting parts 26a and 26b abutting on an application point part 72 of the lever 70. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a powertrain support device.

  A conventional powertrain support device is disclosed in FIGS. 1 and 2 of Patent Document 1. FIG. The power train support device includes a pair of first brackets provided so as to extend toward the vehicle body and a pair of first mounts provided in directions away from each other in the width direction of the power train. . Each first bracket has a hole therethrough. Each first mount has a shaft portion that can be inserted into each hole.

  In addition, the power train support device includes one vibration isolation unit provided between the vehicle body and the power train at a position away from both the first brackets and the first mounts in the vehicle front-rear direction. Patent Document 1 does not specify the configuration of the vibration isolation unit, but generally this includes one second bracket provided on the vehicle body and one second mount provided on the power train. .

  In this power train support device, the shaft portion of each first mount is inserted and fixed in the hole of each first bracket, and the second mount is fixed to the second bracket, so that the power train is mounted on the vehicle body. Support with. As a result, the powertrain support device can attenuate the vibration generated by the powertrain and suppress the transmission of the vibration to the vehicle body.

JP 2001-165242 A

  By the way, in the conventional power train support device, generally, the power train is lowered from the state where it is lifted on the vehicle body while adjusting the position, and the shaft portion of each first mount is inserted into the hole of each first bracket. The mounting work of making it happen is being carried out. Here, since it is difficult to obtain high accuracy for position adjustment in the width direction of the lifted power train, each hole is usually a long hole that is long in a direction approaching each other. For this reason, even if the shaft portion of each first mount is inserted into the hole of each first bracket, the power train may be greatly deviated from the original position. In this case, in this powertrain support device, there is a possibility that the metal members constituting the second bracket and the second mount interfere with each other, and there is a problem that abnormal noise is generated. For this reason, the power train must be lifted again, and the position adjustment must be performed again so that the power train is in its original position, resulting in complicated mounting work.

  The present invention has been made in view of the above-described conventional situation, and it is an object to be solved to provide a powertrain support device that can suppress complication of mounting work.

The powertrain support device of the present invention includes a pair of first brackets that are provided so as to extend toward the vehicle body in a direction approaching each other, and have long elongated holes penetrating in a direction toward each other.
A pair of first mounts provided in directions away from each other in the width direction of the power train and having shaft portions that can be inserted into the elongated holes;
One second bracket provided on the vehicle body at a position away from both the first brackets in the longitudinal direction of the vehicle;
One second mount provided in the power train at a position away from both the first mounts in the longitudinal direction of the vehicle,
In each of the powertrain support devices for supporting the powertrain on the vehicle body, the shaft portions are inserted and fixed in the elongated holes, and the second mount is fixed to the second bracket.
Each of the first brackets is formed with a fulcrum support portion that supports the fulcrum portion of the lever so as to be swingable.
Each of the first mounts is provided with an action point abutting portion on which the action point of the lever abuts.

  In the powertrain support device of the present invention having such a configuration, when the shaft portion of each first mount is inserted into the elongated hole of each first bracket, and the powertrain is largely deviated from the original position, the operator can The position of the power train in the width direction can be adjusted using the lever.

  Here, the lever has a force point portion, a fulcrum portion, and an action point portion, and is, for example, a linear or bent rod-shaped body. The operator prepares the lever, and supports the fulcrum part on the fulcrum support part of the first bracket so as to be swingable, and causes the action point part to contact the action point contact part of the first mount. Then, the operator inputs a force to the force point part so that the action point part is displaced in the direction in which the power train is to be shifted, and swings the lever around the fulcrum support part. As a result, the action point abutting portion is pushed by the displacing action point portion, so that the power train can be displaced in the direction in which it is desired to shift.

  Thus, in this power train support device, the position of the power train can be adjusted so that it is in its original position without lifting the power train again.

  Therefore, the powertrain support device of the present invention can suppress complication of mounting work. As a result, in this powertrain support device, the metal members constituting the second bracket and the second mount interfere with each other, so that a problem that abnormal noise is generated hardly occurs.

  In the powertrain support device of the present invention, each first mount is fixed to the metal mount main body fixed to the powertrain, the buffer member integrally disposed on the back side of the mount main body, the buffer member, A fastening member having a shaft portion on one bracket side, the fulcrum support portion is a through-hole penetrating each first bracket so that the action point portion can be inserted from the back side, and the action point contact portion is It is preferable that it is a recessed part provided in the back side of the mount main body so that an action point part can be inserted.

  In the powertrain support device of the present invention having such a specific configuration, an operator inserts the lever into a through hole as a fulcrum support portion to support the fulcrum portion in a swingable manner, and at the tip side of the lever. The action point part is inserted into and brought into contact with a recess as an action point contact part. Then, the operator inputs a force to the force point portion so that the action point portion is displaced in the direction in which the power train is to be shifted, and swings the lever around the through hole. As a result, the concave portion is pushed by the displacing action point, so that the power train can be displaced in the desired direction. Thus, this powertrain support device can reliably achieve the effects of the present invention. Further, the through hole and the recess can be easily added to the conventional member. For this reason, this powertrain support apparatus can also suppress an increase in production cost.

  In the powertrain support device of the present invention, the vehicle body is provided with each first bracket, a pair of side frames facing each other, a second bracket is provided, and an axle to which the driving force of the powertrain is transmitted is provided. And an axle housing that is housed.

  In this case, since the axle housing serves not only as a function of housing the axle inside but also as a structural member constituting the vehicle body, the number of parts of the vehicle body is reduced. The powertrain support device of the present invention that supports the powertrain on the vehicle body can also suppress the vibration generated by the powertrain from being transmitted to the axle housed in the axle housing. It has become. This configuration can be employed in industrial vehicles such as forklifts.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments embodying the present invention will be described below with reference to the drawings. 1 to 3, the right side of the page is defined as the front of the vehicle, and the left side of the page is defined as the rear of the vehicle.

  The powertrain support device 1 of the embodiment is applied to a general engine-driven forklift as a specific aspect of an industrial vehicle. As shown in FIGS. 1 and 2, the forklift includes a front wheel drive axle 8 disposed in the width direction of the vehicle in front of the vehicle, and a pair of axles 8 disposed at both ends of the axle 8 so as to be integrally rotatable. The vehicle includes a front wheel (not shown), a power train 9 disposed in the center of the vehicle, and a pair of rear wheels (not shown) disposed on both sides in the width direction of the vehicle behind the vehicle and used for steering. .

  The axle 8 is housed in a state of being rotatably supported in a metal front axle housing 90 disposed in front of the vehicle. The power train 9 is an engine 9a and a transmission 9b that are assembled together. As shown in FIG. 2, the power train 9 generates a driving force generated by the operation of the engine 9 a via a driving shaft 9 c arranged so as to extend from the lower front end side of the transmission 9 b toward the axle 8. It is transmitted to the axle 8.

  By the way, the power train 9 generates a large vibration when the engine 9a is operated. For this reason, in this forklift, the powertrain 9 is supported on the vehicle body by the powertrain support device 1 having the vibration-proof performance described later. Here, as shown in FIG. 1, the vehicle body is arranged extending in the front-rear direction on both sides in the width direction of the center of the vehicle, and a pair of steel-made side frames 91 and 92 facing each other, and the above-described front axle. And a housing 90. That is, the front axle housing 90 has not only a function of housing the axle 8 therein, but also a function as a structural member constituting the vehicle body. The side frames 91 and 92 and the front axle housing 90 are integrally coupled together with other vehicle body components (not shown) to form a vehicle body. Industrial vehicles such as forklifts usually run on relatively flat sites, unlike automobiles that are supposed to travel on rough roads with severe irregularities. There are many.

  Hereinafter, the powertrain support device 1 will be described in detail. As shown in FIGS. 1 to 3, the powertrain support device 1 includes a pair of first brackets 11 and 12, a pair of first mounts 21 and 22, a second bracket 31, and a first first bracket. 2 mounts 41.

  As shown in FIG. 4, the first brackets 11 and 12 are provided on the inner wall surfaces of the side frames 91 and 92, and extend toward the center in the width direction of the vehicle so as to approach each other. Since the first brackets 11 and 12 are symmetrical with respect to the vertical axis C passing through the center of the vehicle, only the first bracket 11 will be described, and the first bracket 12 has the same configuration as the first bracket 11. The same reference numerals are given to the members and the description is omitted.

  As shown in FIG. 5 in an enlarged manner, the first bracket 11 is formed by welding and fixing a bent steel plate to the inner wall surface of the side frame 91, and its upper surface is inclined toward the vehicle center side. A flat mounting surface 13 is provided. As shown in FIG. 4, the mounting surface 13 of the first bracket 11 and the mounting surface 13 of the first bracket 12 are arranged in an inverted “C” shape when viewed in the vehicle front-rear direction.

  As shown in FIGS. 5 and 6, the mounting surface 13 is a rectangle that is long in the width direction of the vehicle, and a long hole 13 a that is long in the width direction of the vehicle is formed through the center of the mounting surface 13. That is, the long hole 13a of the 1st bracket 11 and the long hole 13a of the 1st bracket 12 are long in the direction which approaches mutually, as shown in FIG.

  As shown in FIGS. 5 and 6, two through holes 13 b and 13 c are formed on the vehicle center side and the side away from the vehicle center with respect to the long hole 13 a. As will be described in detail later, as shown in FIG. 11, these through holes 13b and 13c allow the action point portion 72 of the lever 70 to be inserted from the back side and support the fulcrum portion 71 of the lever 70 so as to be swingable. It corresponds to the fulcrum support part.

  As shown in FIG. 4, the first mounts 21 and 22 are fastened and fixed from below to engine side brackets 9d and 9e extending from both side surfaces of the engine 9a to the outside in the vehicle width direction and downward. The trains 9 extend in the direction away from each other in the width direction of the train 9. Since the first mounts 21 and 22 are bilaterally symmetric with respect to the vertical axis C, only the first mount 21 will be described. For the first mount 22, the same reference numerals are given to the components common to the first mount 21. The description will be omitted.

  As shown in an enlarged view in FIG. 5, the first mount 21 has a mount body 23, a buffer member 24, and a fastening member 25.

  The mount body 23 has an iron flat plate member 23a, an engine side shaft portion 23b that protrudes upward from the upper surface of the flat plate member 23a, and has an external thread formed on the outer peripheral surface, and the engine side shaft portion 23b. On the other hand, it has an iron box-shaped member 23c attached to the upper surface of the flat plate member 23a.

  As shown in FIGS. 5 and 7, the box-shaped member 23 c has a box shape that is long in the width direction of the vehicle and has an open back side. Iron recess members 23d and 23e are welded and fixed to the side wall of the box-shaped member 23c on the vehicle center side and the side away from the vehicle center. As a result, a recess 26 a surrounded by the side wall on the vehicle center side of the box-shaped member 23 c and the recess member 23 d is provided on the back side of the mount body 23. Further, on the back side of the mount body 23, a recess 26b surrounded by a side wall on the side away from the vehicle center of the box-shaped member 23c and a recess member 23e is provided. Although details will be described later, the recesses 26a and 26b correspond to an action point contact portion that can insert and contact the action point portion 71 of the lever 70 as shown in FIG.

  The buffer member 24 is a rubber block having anti-vibration performance, and its upper surface is bonded to the back surface of the flat plate member 23a, so that it is integrally disposed on the back side of the mount body 23.

  The fastening member 25 is a flat plate member made of iron, and is fixed to the buffer member 24 by being bonded to the back surface of the buffer member 24. The fastening member 25 has a first bracket side shaft portion 25b that protrudes downward from the back surface thereof and has a male screw formed on the outer peripheral surface thereof.

  As shown in FIG. 5, in the first mount 21, the engine-side shaft portion 23b is inserted from the back surface side into a hole 9g that penetrates the fixing plate member 9f provided below the engine-side bracket 9d. A nut is screwed onto the engine side shaft portion 23b from the upper surface side of the fixing plate member 9f, thereby being fastened and fixed to the engine side bracket 9d. As shown in FIG. 4, the first mount 22 is similarly fastened and fixed to the engine side bracket 9e. Here, the fixing plate member 9f of the engine side bracket 9d and the fixing plate member 9f of the engine side bracket 9e are arranged in an inverted “C” shape when viewed in the vehicle front-rear direction. Therefore, the first mount 21 and the first mount 22 are arranged in an inverted “C” shape when viewed in the vehicle front-rear direction and extend in directions away from each other. And the 1st bracket side axial part 25b of the 1st mount 21 and the 1st bracket side axial part 25b of the 1st mount 22 will protrude below in a "C" shape seeing in the vehicle front-back direction. .

  Next, the second bracket 31 and the second mount 41 will be described.

  As shown in FIGS. 1 to 3, the second bracket 31 is provided on the upper portion of the front axle housing 90 which is a position away from the first brackets 11 and 12 in the front of the vehicle. As shown in detail in FIG. 8, the second bracket 31 has a rectangular shape that is elongated in the width direction of the vehicle, a base portion 31 a fastened and fixed to the upper portion of the front axle housing 90, and upward from the center of the upper surface of the base portion 31 a. And a substantially prismatic support portion 31b that is formed in a convex shape and is an iron member that is formed uniformly. A rubber bush hole 32 having a large inner diameter is provided in the support portion 31b in the vehicle width direction.

  As shown in FIGS. 1 to 3, the second mount 41 is provided on the front surface of the transmission 9 b that is a position away from the first mounts 21 and 22 in the front of the vehicle. As shown in detail in FIG. 8, the second mount 41 includes a second mount main body 42, a cylindrical pin 43, a bush 44, and a rubber bush 45.

  The second mount body 42 has a rectangular shape that is elongated in the width direction of the vehicle. The base portion 42a is fastened and fixed to the front surface of the front axle housing 90. The second mount main body 42 is protruded in parallel from the front surface of the base portion 42a to the front. It is an iron member in which a pair of flat plate-like side plate portions 42b and 42c are integrally formed. The distance between the side plate portions 42b and 42c is set so that sufficient gaps D1 and D2 can be secured on both sides in the width direction of the support portion 31b even in a state where the support portion 31b is positioned between both.

  The pin 43 extends in the width direction of the vehicle and is supported at both ends by the side plate portions 42b and 42c while being inserted through the rubber bush hole 32. The bush 44 is externally fitted to the pin 43 and is sandwiched between the side plate portions 42b and 42c. The rubber bush 45 is made of rubber having anti-vibration performance, and is fitted onto the bush 44 and inserted into the rubber bush hole 32. The pin 43, the bush 44 and the rubber bush 45 do not restrict the displacement of the second mount 41 in the vehicle width direction with respect to the second bracket 31. For this reason, when the relative position of the power train 9 with respect to the vehicle body is shifted in the vehicle width direction, one of the gaps D1 and D2 is narrowed and the other is widened.

  The base portion 42a of the second mount 41 is fastened and fixed to the transmission 9b with the second bracket 31 and the second mount 41 assembled in advance.

  In the forklift to which the powertrain support device 1 is applied, as shown in FIG. 4, in the mounting operation of the powertrain 9, the powertrain 9 is lowered from the state where it is lifted on the vehicle body while adjusting the position, and the engine 9a The side is supported by the first mounts 21 and 22 and the first brackets 11 and 12, and the transmission 9 b side is supported by the second bracket 31 and the second mount 41.

  Specifically, the first bracket side shaft portion 25b is inserted into the elongated hole 13a of the first bracket 11 from above, and a nut (not shown) is inserted from the back surface side of the mounting surface 13 into the first bracket side shaft portion. The first mount 21 is fastened and fixed to the first bracket 11 by being screwed to 25b. Similarly, the first mount 22 is fastened and fixed to the first bracket 12.

  At the same time, as shown in FIG. 8, the base portion 31 a of the second bracket 31 fixed to the transmission 9 b is fastened and fixed to the upper portion of the front axle housing 90 via the second mount 41.

  Thus, the powertrain support device 1 that supports the powertrain 9 on the vehicle body attenuates the vibration generated by the powertrain 9 by the buffer member 24 and the rubber bush 45, and suppresses the vibration from being transmitted to the vehicle body. It is possible.

  Here, in the power train support device 1, even if the first bracket side shaft portions 25b and 25b are inserted into the long holes 13a and 13a of the first brackets 11 and 12 in the mounting operation described above, the power train 9 is There may be a large deviation from the original position. Specifically, as shown in FIG. 9, the first bracket side shaft portions 25b and 25b are inserted into the long holes 13a and 13a in a state where the power train 9 is inclined with respect to the vertical axis C. .

  In such a case, if the first mounts 21 and 22 are fastened and fixed to the first brackets 11 and 12, the relative position of the power train 9 to the vehicle body is shifted in the vehicle width direction. Then, for example, as shown in FIG. 10, the relative position in the vehicle width direction of the second mount 41 with respect to the second bracket 31 is displaced, and one of the gaps D1 and D2 becomes narrow and the other widens. And if a forklift is drive | operated in this state, the support part 31b of the 2nd bracket 31 and the side-plate parts 42b and 42c of the 2nd mount 41 may interfere, and the malfunction which an abnormal noise generate | occur | produces may generate | occur | produce. For this reason, as shown in FIG. 11, in the power train support device 1, the operator can adjust the position of the power train 9 using the lever 70 as described below.

  The lever 70 is a straight metal rod-like body, the lower end side is a force point portion 73, the middle portion is a fulcrum portion 71, and the upper end side is an action point portion 72.

  The operator inserts the lever 70 from the back surface side of the mounting surface 13 into the through hole 13b or the through hole 13c as the fulcrum support part to support the fulcrum part 71 so as to be able to swing, and to actuate the action point part 72. It inserts into the recessed part 26a or the recessed part 26b as a point contact part, and is made to contact. Then, the operator inputs a force to the force point portion 73 so that the action point portion 72 is displaced in a direction in which the power train 9 is to be shifted, and swings the lever 70 around the through hole 13b or the through hole 13c. As a result, the concave portion 26a or the concave portion 26b is pushed by the displacing action point portion 72, and the first mount 21 can be displaced in the direction in which it is desired to be displaced.

  In the case shown in FIG. 11, more specifically, when the force point portion 73 is pushed from the vehicle center side to the side frame 91 side, the action point portion 72 is displaced from the side frame 91 side to the vehicle center side, and the concave portion 26a or the recessed part 26b is pushed to the vehicle center side, and the relative position of the first mount 21 with respect to the first bracket 11 is displaced to the vehicle center side. As a result, the first bracket side shaft portion 25b that is offset toward the side frame 91 of the elongated hole 13a is displaced to the center of the elongated hole 13a. The same applies when the relative position of the first mount 22 with respect to the first bracket 12 is displaced.

  Thus, in this power train support device 1, it is possible to adjust the position of the power train 9 so that it is in its original position without lifting the power train 9 again.

  Therefore, the powertrain support device 1 of the embodiment can suppress complication of the mounting work. As a result, in this powertrain support device 1, the metal members constituting the second bracket 31 and the second mount 41 interfere with each other, so that a problem that abnormal noise is generated hardly occurs.

  Moreover, in this powertrain support device 1, since the through holes 13b and 13c and the recesses 26a and 26b can be easily added to conventional members, an increase in production cost can be suppressed. Furthermore, since the recesses 26a and 26b are formed firmly by welding the recess members 23d and 23e to the side wall of the box-shaped member 23c, the recesses 26a and 26b are not easily deformed even if the action point portion 72 of the lever 70 contacts. .

  Further, in the powertrain support device 1, the vehicle body includes the above-described side frames 91 and 92 and the front axle housing 90, and the front axle housing 90 has not only a function of housing the axle inside. Also serves as a structural member constituting the vehicle body. For this reason, in this powertrain support device 1, the number of parts of the vehicle body is reduced. The power train support device 1 that supports the power train on the vehicle body can also suppress the vibration generated by the power train 9 from being transmitted to the axle 8 housed in the front axle housing 90.

  While the present invention has been described with reference to the embodiments, it is needless to say that the present invention is not limited to the above-described embodiments and can be appropriately modified and applied without departing from the spirit thereof.

  For example, as shown in FIG. 7, instead of forming the recesses 26a and 26 by the box member 23c and the recess members 23d and 23e, as shown in FIGS. 12 and 13, the vehicle center side of the box member 23c. The recesses 26c and 26d may be formed by deforming the side wall and the side wall away from the vehicle center.

  The present invention is applicable to industrial vehicles and automobiles.

It is a schematic top view which shows the principal part of the industrial vehicle to which the powertrain support apparatus and powertrain support apparatus of an Example are applied. It is a schematic side view which shows the principal part of the industrial vehicle to which the powertrain support apparatus and powertrain support apparatus of an Example are applied. It is a schematic perspective view which shows the powertrain support apparatus and side frame of an Example. It is a schematic sectional drawing which concerns on the powertrain support apparatus of an Example, and shows the IV-IV cross section of FIG. FIG. 5 is a partial enlarged view of FIG. 4 according to the powertrain support device of the embodiment. It is a top view which shows the 1st bracket which concerns on the powertrain support apparatus of an Example, and was seen from the arrow VI direction of FIG. FIG. 7 is a top view showing the mount body viewed from the direction of arrow VII in FIG. 5 according to the powertrain support device of the example. It is a top view which shows the 2nd bracket and 2nd mount which concern on the powertrain support apparatus of an Example and were seen from the arrow VIII direction of FIG. It is a schematic sectional drawing which concerns on the powertrain support apparatus of an Example, and shows the IV-IV cross section of FIG. It is a top view which shows the 2nd bracket and 2nd mount which concern on the powertrain support apparatus of an Example and were seen from the arrow VIII direction of FIG. FIG. 5 is a partial enlarged view of FIG. 4 according to the powertrain support device of the embodiment. FIG. 7 is a top view showing a mount body viewed from the direction of arrow VII in FIG. 5 according to a modified powertrain support device. FIG. 13 is a side view showing a mount body viewed from the direction of arrow XIII in FIG. 12 according to a modified powertrain support device.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Powertrain support apparatus 8 ... Axle 9 ... Powertrain 11, 12 ... 1st bracket 13a ... Long hole 13b, 13c ... Supporting point support part (through hole)
21, 22 ... 1st mount 23 ... Mount body 24 ... Buffer member 25 ... Fastening member 25b ... Shaft (first bracket side shaft)
26a, 26b, 26c, 26d ... action point contact portion (concave portion)
DESCRIPTION OF SYMBOLS 31 ... 2nd bracket 41 ... 2nd mount 70 ... Lever 71 ... Supporting point part 72 ... Action point part 90, 91, 92 ... Vehicle body (91, 92 ... Side frame, 90 ... Front axle housing)

Claims (3)

A pair of first brackets provided extending in a direction approaching the vehicle body and having long elongated holes penetrating in a direction approaching each other;
A pair of first mounts provided in directions away from each other in the width direction of the power train and having shaft portions that can be inserted into the elongated holes;
One second bracket provided on the vehicle body at a position away from both the first brackets in the longitudinal direction of the vehicle;
One second mount provided in the power train at a position away from both the first mounts in the longitudinal direction of the vehicle,
In each of the powertrain support devices for supporting the powertrain on the vehicle body, the shaft portions are inserted and fixed in the elongated holes, and the second mount is fixed to the second bracket.
Each of the first brackets is formed with a fulcrum support portion that supports the fulcrum portion of the lever so as to be swingable.
Each of the first mounts is provided with an action point abutting portion with which an action point portion of the lever abuts. Each of the first mounts is made of a metal mount main body fixed to the power train, a buffer member integrally disposed on the back side of the mount main body, and fixed to the buffer member. A fastening member having the shaft portion;
The fulcrum support part is a through-hole that is provided in each first bracket so that the action point part can be inserted from the back side.
2. The powertrain support device according to claim 1, wherein the action point abutting portion is a recess provided in a back side of the mount body so that the action point portion can be inserted.   The vehicle body is provided with the first brackets, a pair of side frames facing each other, the second bracket is provided, and an axle housing in which an axle for transmitting the driving force of the power train is accommodated. The powertrain support device according to claim 1, wherein the powertrain support device is configured to include:

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