JP2009197885A - Stopper structure and vehicle vibration absorbing structure - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a stopper structure for suppressing the occurrence of vibration while exhibiting stopper functions against relative displacement between a first member and a second member, and to provide a vehicle vibration absorbing structure. <P>SOLUTION: The stopper structure 10 comprises stoppers 30A, 30D isolated from each other and provided between the first member and the second member connected to each other in a relatively displaceable manner. When there is predetermined input to cause the relative displacement between the first member and the second member, the stopper 30A first exhibits a stopper function to restrict the relative displacement between the first member and the second member, and then the stopper 30D exhibits a stopper function to restrict the relative displacement between the first member and the second member after a predetermined time. The stopper function of the stopper 30D produces a vibration component which cancels a vibration component produced by the stopper function of the stopper 30A to suppress vibration due to stopper contact with these overlapping effects. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a stopper structure for limiting displacement of an engine or suspension member with respect to a vehicle body, for example, and a vibration isolating structure for a vehicle to which the stopper structure is applied.

In a support structure for supporting a differential device on a vehicle body, a technique is known in which the stopper clearance of a stopper is changed left and right and front and rear in accordance with a driving reaction force acting on a mount portion (see, for example, Patent Document 1). .
Japanese Patent Laid-Open No. 2003-211984

  However, the conventional technique as described above is for reducing the frequency per stopper, and there is room for improvement in suppressing vibrations at a specific frequency.

  In view of the above fact, the present invention provides a stopper structure and a vehicle vibration-proof structure that can suppress the occurrence of vibration while performing a stopper function associated with the relative displacement between the first member and the second member. Is the purpose.

  A stopper structure according to a first aspect of the present invention is provided between a first member and a second member that are connected so as to be capable of relative displacement, and for restricting relative displacement between the first member and the second member. The first stopper means is provided between the first member and the second member so as to be separated from the first stopper means, and a predetermined displacement that causes relative displacement between the first member and the second member. Second stopper means provided so that the stopper function is activated at a predetermined time difference after the stopper function of the first stopper means is activated with respect to the input.

  In the stopper structure according to claim 1, the first member and the second stopper means can limit the relative displacement of the other (the other party) with respect to either one of the first member and the second member, respectively. Each is provided between the second member. When a relative displacement occurs between the first member and the second member by inputting a predetermined value (a predetermined value and a predetermined speed), first, the first stopper means is the counterpart (the first member or the second member). The second stopper means limits the displacement of the other party after a predetermined time. This time difference is caused by the vibration (sound) generated by the displacement control of the other party (input of the previous step load) by the first stopper means by the displacement control of the other party by the second stopper means (the input of the subsequent step load). By setting as a predetermined time difference that causes the vibration of the phase difference that cancels out, the occurrence of relative vibration between the first member and the second member can be suppressed.

  Thus, in the stopper structure according to the first aspect, the occurrence of vibration can be suppressed while performing the stopper function associated with the relative displacement between the first member and the second member. The first and second stopper means may be configured as physical contact portions, for example, or may be configured as a sudden change portion of a spring constant (support load) in a structure having a nonlinear spring characteristic, for example. Alternatively, it may be constituted by a difference in rigidity (such as a two-stage rigidity change independent of the stroke) by the variable rigidity means. When using the variable rigidity means, it is also possible to make the operating time difference between the first and second stopper means variable.

  The stopper structure according to a second aspect of the present invention is the stopper structure according to the first aspect, wherein the predetermined time difference is such that the first member and the second member until the stopper function of the first stopper means operates. The relative displacement amount is set by the ratio or difference between the relative displacement amounts of the first member and the second member until the stopper function of the second stopper means is activated.

  In the stopper structure according to claim 2, for example, the first stopper means and the second stopper means may directly or indirectly contact each abutting counterpart due to relative displacement between the first member and the second member. A stopper function is achieved by contact (interference). In this stopper structure, the relative displacement amount (length or angle) until the first stopper means in the relative displacement direction between the first member and the second member interferes with the contact partner is the first displacement in the relative displacement direction. The second stopper means is set to be shorter than the relative displacement amount (length or angle) until it interferes with the contact partner, and the first stopper means is the second stopper means depending on the ratio or difference of the relative displacement amounts. Prior to that, it abuts against the abutting partner. In other words, the difference in the amount of displacement (length or angle) serves as a time difference setting means for making the operation timings of the first stopper means and the second stopper means different. Thus, the occurrence of vibration can be suppressed with a simple structure that sets the stroke difference.

  A stopper structure according to a third aspect of the present invention is the stopper structure according to the first or second aspect, wherein the first member is provided to rotate relative to the second member, and the first structure The stopper means and the second stopper means are disposed on opposite sides of the rotation axis of the first member relative to the second member.

  In the stopper structure according to claim 3, for example, when the first member rotates around the rotation axis so as to be close to one side of the rotation axis with respect to the second member, the first member is second on the other side of the rotation axis. Separated from the member. The first and second stopper means are provided in opposite directions (the same direction in the rotation direction) so as to prevent such rotation.

  The stopper structure according to a fourth aspect of the present invention is the stopper structure according to the third aspect, wherein the second stopper means is disposed closer to the rotation axis than the first stopper means.

  5. The stopper structure according to claim 4, wherein the second stopper means disposed closer to the rotation axis than the first stopper means includes, for example, a first member and a second member as compared with a configuration separated from the rotation axis. The timing for exhibiting the stopper function is reached with a small relative displacement. Therefore, the second stopper means that operates with a predetermined time difference behind the first stopper means can be configured compactly.

  The stopper structure according to a fifth aspect of the present invention is the stopper structure according to the third or fourth aspect, wherein the first member or the second member in at least one of the first stopper means and the second stopper means The contact surface is an inclined surface that is inclined so as to be in surface contact with the first member or the second member due to displacement around the rotation axis.

  In the stopper structure according to claim 5, since at least one of the first and second stopper means is in surface contact with the counterpart, for example, the contact timing of the counterpart is shifted between one end and the other end of the stopper means. This effectively prevents the occurrence of the stopper function and contributes to the suppression of vibration. In particular, in a configuration in which a plurality of first and second stopper means are provided, it is effective to adopt a configuration in which each first stopper means and each second stopper means are in surface contact with their respective contact counterparts.

  The stopper structure according to a sixth aspect of the present invention is the stopper structure according to any one of the first to fifth aspects, wherein the predetermined time difference is that the first member is a mass element and the second member is a second. When the resonance frequency of the specific mode of the vibration system using the support system of one member as a spring element is f and n is a positive odd number, it is set as n / (2 × f).

  In the stopper structure according to claim 6, the first member tries to vibrate at the resonance frequency f of the specific mode with respect to the second member by the stopper function (first step input) of the first stopper means, but the time difference Δt When the stopper function of the second stopper means is fulfilled at the timing of = n / (2 × f) (second step input), the vibration that cancels (cancels) the vibration of the resonance frequency f in the specific mode is generated. To do. By superimposing these two vibrations, the vibration of the first member relative to the second member is suppressed.

  The stopper structure according to a seventh aspect of the present invention is the stopper structure according to any one of the first to fifth aspects, wherein the predetermined time difference is a mass element for the first member and a second element for the second member. The resonance frequency of a specific mode of a vibration system using a support system of one member as a spring element is fa, the resonance frequency of another mode is fb, a is a positive odd number, b is a positive odd number different from a, fd = fa / When a = fb / b, m / (2 × fd) is set where m is a positive odd number.

  In the stopper structure according to claim 7, the first member has a resonance frequency fa of a specific mode or a resonance frequency fb of another mode with respect to the second member by the stopper function (first step input) of the first stopper means. Although it is going to vibrate, the stopper function of the second stopper means is fulfilled at the timing of the time difference Δt = m / (2 × fd) (second step input), thereby canceling the vibrations in the specific modes described above ( (Cancel) Vibration occurs. The vibration of the first member relative to the second member is suppressed by superimposing the vibration due to the function of the first stopper and the two vibrations due to the function of the second stopper means.

  The vibration isolating structure for a vehicle according to an eighth aspect of the present invention is any one of the first to seventh aspects between the vehicle body as the second member and the suspension member or the engine as the first member. The stopper structure described in the item was applied.

  In the vehicle vibration isolating structure according to claim 8, for example, in the example in which the above-described stopper structure is applied between the suspension member and the vehicle body, the stopper structure allows the road surface input from the suspension, the torque from the differential gear, and the like. Relative displacement of the suspension member with respect to the vehicle body due to the reaction force is suppressed, and vibration can be suppressed. Further, for example, in the example in which the above-described stopper structure is applied between the engine and the vehicle body, the relative displacement with respect to the vehicle body due to the torque reaction force of the engine can be suppressed and vibration can be suppressed.

  As described above, the stopper structure and the vibration isolating structure for a vehicle according to the present invention are excellent in that the occurrence of vibration can be suppressed while performing the stopper function associated with the relative displacement between the first member and the second member. Has an effect.

  A stopper structure 10 according to an embodiment of the present invention will be described with reference to FIGS. First, a schematic configuration of the rear suspension member mounting structure 11 to which the stopper structure 10 is applied will be described, and then a detailed configuration of the stopper structure 10 will be described. In the figure, the arrow FR indicates the forward direction in the vehicle longitudinal direction, the arrow UP indicates the upward direction in the vehicle vertical direction, and the arrow W indicates the vehicle width direction.

(Schematic configuration of rear suspension member mounting structure)
FIG. 4 is a perspective view of the rear suspension member 12 that is elastically attached (supported) to the vehicle body by the rear suspension member attachment structure 11. As shown in this figure, the rear suspension member 12 supports a rear differential gear box 14 as a differential device that constitutes a driving system (power train) of an automobile. Although not shown, the rear suspension member 12 supports a rear suspension for supporting a rear wheel, to which power from the engine is transmitted via the rear differential gear box 14, with respect to the vehicle body. .

  In the rear suspension member mounting structure 11, a rear suspension member 12 as a first member (supported body) is attached to a vehicle body 16 as a second member (support body) through a plurality of suspension mounts 15 as elastic bodies. Elastically supported. The vehicle body 16 may be regarded as a first member, and the rear suspension member 12 may be regarded as a second member. On the other hand, the rear differential gear box 14 is elastically supported by the rear suspension member 12 via a plurality of differential mounts 18 which are elastic bodies.

  More specifically, as shown in FIG. 4, the rear suspension member 12 is formed as a skeleton body having a substantially rectangular frame shape in plan view, and includes a suspension member front cross 12 </ b> A that is elongated in the vehicle width direction, The rear cross 12B has a pair of left and right side rails 12C connecting them. The rear differential gear box 14 is connected and supported to the suspension member front cross 12A via a pair of differential mounts 18 whose front end portions 14A are disposed symmetrically, and the rear end portions 14B are disposed symmetrically. The suspension member rear cross 12B is connected and supported via a pair of differential mounts 18.

  On the other hand, the rear suspension member 12 is connected to and supported by the vehicle body 16 via a pair of suspension mounts 15 disposed substantially symmetrically at the left and right corners forming the front end and the outer end in the vehicle width direction. The vehicle body 16 is connected to and supported by a pair of suspension mounts 15 arranged symmetrically at the left and right corners at the rear end and the outer end in the vehicle width direction.

  Next, the basic structure of the suspension mount 15 and the differential mount 18 will be described. In addition, since these basic structures are the same, it demonstrates collectively as the rubber mounting 20 below.

  As shown in FIG. 2, the rubber mounting 20 includes a metal inner cylinder 22, a metal outer cylinder 24 that covers the inner cylinder from the radially outer side, and an inner cylinder 22 and a metal outer cylinder 24. A cylindrical cushion body 26 made of synthetic rubber that connects them is a main component. The cylindrical cushion body 26 is formed with a stopper hole 28 penetrating parallel to the axial direction in each part in the circumferential direction and the thickness (diameter) direction. The rubber mounting 20 has a radial direction between the inner cylinder 22 and the outer cylinder 24 (the X direction shown in FIG. 2 and the Y direction perpendicular to the X direction when viewed from the axial direction), and the axial direction (the Z direction shown in FIG. 2). It is comprised so that a restoring force may be produced with relative displacement.

  The rubber mounting 20 exhibits linear spring constant characteristics with respect to the relative displacement in the X direction between the inner cylinder 22 and the outer cylinder 24. On the other hand, in the rubber mounting 20, the hole walls forming the stopper holes 28 come into contact with each other in the middle of the relative displacement along the Y direction between the inner cylinder 22 and the outer cylinder 24. The spring constant is set to be larger than the spring constant before contact. Although not shown, the stopper holes 28 are provided symmetrically across the axis of the rubber mounting 20 (FIG. 2 shows a cross section that differs by 90 ° on both sides of the center line CL). The stopper contacts (changes in the spring constant) with respect to the relative displacement on either side along the arrow Y direction with the cylinder 24.

  The rubber mounting 20 described above functions as the suspension mount 15 with the vehicle body 16 fixed to the inner cylinder 22 and the rear suspension member 12 fixed to the outer cylinder 24. The rubber mounting 20 functions as a diff mount 18 with the rear suspension member 12 fixed to the inner cylinder 22 and the rear differential gear box 14 fixed to the outer cylinder 24.

  In addition, a stopper 30 is provided at a connecting portion by the rubber mounting 20 in order to limit relative displacement of the rear suspension member 12 in the arrow Z direction relative to the vehicle body 16 or relative displacement of the rear differential gear box 14 relative to the rear suspension member 12 in the arrow Z direction. Is provided. As shown in FIG. 2, the stoppers 30 are provided on both sides in the arrow Z direction so as to be interposed between members (the vehicle body 16 and the rear suspension member 12) fixed to the inner cylinder 22 and the outer cylinder 24. It has become.

  In the example shown in FIG. 2, the stopper 30 on one side in the arrow Z direction is formed integrally with the cylindrical cushion body 26, and the stopper 30 on the other side is made of synthetic rubber and separate from the cylindrical cushion body 26. It is structured as a body.

  In the stopper structure 10 according to the embodiment of the present invention, the rear suspension member 12 can be relatively displaced with respect to the vehicle body 16 in the arrow Z direction (vehicle body vertical direction) (relative angular displacement about a predetermined rotation axis A described later). This is applied to the stopper 30 of the supporting suspension mount 15 to constitute a vehicle vibration-proof structure 40.

  Before explaining the stopper structure 10, the basic structure (function) of the stopper 30 of the suspension mount 15 will be supplemented. The stopper 30 formed integrally with the cylindrical cushion body 26 (on the lower side) is attached to the outer cylinder 24. The stopper 30, which is supported by the provided flange 24 </ b> A in the arrow Z direction and is separate from the cylindrical cushion body 26, is supported in the arrow Z direction by the flange portion 12 </ b> D provided on the rear suspension member 12. ing.

  That is, in this embodiment, the stopper 30 is fixed to the rear suspension member 12 connected to the vehicle body 16 via the suspension mount 15 so as to be relatively displaceable, and protrudes from the vehicle body 16 fixed to the inner cylinder 22. A pre-contact portion 32 as a contact support portion that is disposed in contact with the vehicle body 16 and a stopper portion 34 that is disposed apart from the vehicle body 16 in the direction of the arrow Z and contacts the vehicle body 16 by compressive deformation of the pre-contact portion 32. Is configured as the main part.

  Accordingly, as shown in FIG. 5, the stopper 30 makes the spring constant after the contact of the stopper portion 34 with the vehicle body 16 (so-called stopper contact) larger than the spring constant before the contact, so 16, the relative displacement of the rear suspension member 12 with respect to 16 is limited. Note that the spring constant of the pre-contact portion 32 (before the stopper) is such that the stopper portion 34 does not contact the vehicle body 16 with a normal (predetermined range) input torque to the rear differential gear box 14 via the propeller shaft 35. Is set. Further, as shown in FIG. 1B, the stopper 30 is formed in a substantially annular shape coaxial with the rubber mounting 20 (outer cylinder 24) as a whole in a plan view, and a plurality of pre-contact portions 32 are provided. And stopper portions 34 are provided alternately in the circumferential direction.

  In the rear suspension member mounting structure 11, as shown in FIG. 5, when a large torque is input to the rear differential gear box 14 via the propeller shaft 35 (for example, during acceleration), the rear suspension member 12 An angular displacement (reciprocating rotation) is made around the rotation axis A. The rotation axis A is inclined with respect to the vehicle width direction and the vehicle body longitudinal direction. Such a tilt of the rotation axis A is caused by the fact that the rear suspension member 12 receives a reaction force of the drive shaft according to the differential ratio of the rear differential gear box 14 instead of pure pitching and roll, and therefore pitching with the roll is performed. Due to what happens. This rotational axis A (inclination) can be calculated from the mass of the rear suspension member 12 and the rear differential gear box 14, the spring constants of the suspension mount 15 and the differential mount 18, and the reduction ratio of the rear differential gear box 14.

  In this embodiment, if the stoppers 30 provided on the suspension mount 15 are the stoppers 30A, 30B, 30C, 30D in the order shown in FIG. 5, the stoppers 30A, 30B, 30C, 30D from the rotation axis A are used. The ratio of the distances La, Lb, Lc, and Ld is 3: 1: 1: 3.

(Detailed structure of stopper structure)
Hereinafter, a detailed configuration of the stopper structure 10 will be described. In addition, since the stoppers 30 on both the upper and lower sides (in the direction of arrow Z) constituting the stopper structure 10 are basically vertically symmetric structures, the following description will be made on the stopper structure 10 applied to the upper stopper 30. And

  The stopper structure 10 according to the first embodiment includes a timing at which some of the four stoppers 30 exert a stopper function (the vehicle body 16 abuts against the stopper portion 34), and some other stoppers 30. Is different from the timing at which the stopper function is exhibited, thereby suppressing the vibration caused by the performance of the stopper function.

  Specifically, as shown in FIG. 1A, the stopper structure 10 applied to the rear suspension member mounting structure 11 is a part of the four stoppers 30 separately disposed at the four corners of the rear suspension member 12. The protrusion height h2 in the vehicle vertical direction from the stopper part 34 constituting the stopper 30 to the top part of the pre-abutting part 32 is from the stopper part 34 constituting the other part of the stopper 30 to the top part of the pre-abutting part 32. Is set larger by Δh1 (= h2−h1) than the protrusion height h1.

  In this embodiment, as shown in FIG. 4, a stroke difference Δh1 is set between the stopper 30A and the stopper 30D arranged diagonally of the rear suspension member 12, and the vehicle body 16 is brought into contact with the stopper portion 34 of the stopper 30A. After the contact, the vehicle body 16 contacts the stopper portion 34 of the stopper 30D with a predetermined time difference Δt. More specifically, in the rear suspension member mounting structure 11 of the rear suspension member 12 that rotates about the rotation axis A as described above, for example, the stopper portion 34 of the stopper 30A disposed on the upper side with respect to the corresponding suspension mount 15. When the abutment contacts the vehicle body 16, after a predetermined time difference Δt, the stopper portion 34 of the stopper 30 </ b> D disposed on the lower side of the corresponding suspension mount 15 abuts on the vehicle body 16, and the When the stopper portion 34 of the stopper 30 </ b> A disposed on the lower side contacts the vehicle body 16, the stopper portion 34 of the stopper 30 </ b> D disposed on the upper side of the corresponding suspension mount 15 becomes the vehicle body 16 after a predetermined time difference Δt. It comes to contact with.

  Here, an example of a method of setting the stroke difference Δh1 as the protrusion height difference of the pre-abutting portion 32 with respect to the stopper portion 34 set between the stopper 30A and the stopper 30D constituting the stopper structure 10 is shown by the stopper structure 10. This will be described with reference to the vibration suppression principle. FIG. 6 is a diagram schematically showing the support structure of the rear suspension member 12 with respect to the vehicle body 16 as a one-degree-of-freedom vibration system. When a step input (external force) F1 as shown by a one-dot chain line in FIG. 7C is applied to such a vibration system, the restoring force E (elastic force) acting on the rear suspension member 12 is as shown in FIG. As shown by the solid line in FIG. Similarly, the damping force C acting on the rear suspension member 12 vibrates as indicated by an imaginary line in FIG. In this case, the displacement x of the rear suspension member 12 relative to the vehicle body 16 vibrates as shown in FIG.

  By the way, as indicated by the alternate long and short dash line in FIG. 7A, when the step input F2 delayed by the half period of the vibration period at the natural frequency of the vibration system described above is added from the input time of the step input F1, It can be seen that the input of the step input F2 generates vibrations having opposite phases to the vibration generated by the input of the step input F1, and these vibrations having opposite phases cancel each other. 7A shows that the vibration component is removed (vibration is suppressed) in both the restoring force E indicated by the solid line and the damping force C indicated by the imaginary line. From FIG. It can be seen that the vibration component of the displacement x is removed.

The mechanism for canceling vibration (sound) with two-step input in this way does not change even in a multi-degree-of-freedom vibration system. Further, the input timing of the step input F2 for canceling the vibration caused by the input of the step input F1 is not limited to the timing delayed by a half wavelength (1/2 wavelength) from the input time of the step input F1, and n is positive. In the case of an odd number, the timing may be delayed by n / 2 wavelengths. That is, if the time difference from the contact between the stopper portion 34 of the stopper 30A and the vehicle body 16 to the contact between the stopper portion 34 of the stopper 30D and the vehicle body 16 is Δt,
Δt = n / (2 × f) (1)
Should be set as.

  In this embodiment, the stopper structure 10 is set with a predetermined time difference Δt so as to cancel both the pitching vibration of the rear suspension member 12 with respect to the vehicle body 16 at the resonance frequency f1 and the roll vibration at the resonance frequency f2. Yes. In other words, the time difference Δt from the input of the step input F1 to the input of the step input F2 shown in FIG. 8A is an external force F (acting on the stopper at the resonance frequencies f1 and f2 as shown in FIG. 8B. ω) (vibration component) is set to be minimal.

Specifically, when a is a positive odd number and b is a positive odd number different from a,
fd = f1 / a = f2 / b (2)
A predetermined time difference Δt is set as Δt = m / (2 × fd). In this embodiment, f1 = 45 [Hz] and f2 = 75 [Hz], and fd = 15 [Hz] (a = 3, which is the greatest common divisor of these two resonance frequencies f1 and f2. b = 5), m = 1 is adopted, and a predetermined time difference Δt is set as Δt≈33.3 [msec].

  Since this time difference Δt is Δt = a / (2 × f1) when viewed with respect to the resonance frequency f1, it is regarded as a time difference set as f = f1 and n = a × m = 3 in the equation (1). be able to. Further, since the resonance frequency f2 is Δt = b / (2 × f2), it can be regarded as a time difference set as f = f2 and n = b × m = 5 in the equation (1). Note that the resonance frequency f1, the resonance frequency f2, and the frequency fd do not need to be expressed as integers, but may be anything that satisfies the equation (2).

  Further, in the rear suspension member mounting structure 11, when a large torque as shown in FIG. 9A is input, the vehicle body 16 is brought into contact with the stopper portion 34 (per stopper) as shown in FIG. 9B. It has been experimentally confirmed that vertical acceleration (vibration) occurs. Accordingly, the stroke difference Δh1 of the pre-contact portion 32 from the stopper portion 34 between the stopper 30A and the stopper 30D can be obtained based on the collision speed of the stopper portion 34 against the vehicle body 16 and the predetermined time difference Δt. In this embodiment, the stroke difference Δh1≈10 [mm] is set from the product of the collision speed (≈300 [mm / sec]) obtained from FIG. 9B and Δt (= 33.3 [msec]). is doing.

  In the stopper structure 10, the stopper 30 </ b> A and the stopper 30 </ b> D have the same distance La and distance Ld from the rotation axis A as described above, as shown in FIGS. 5 (A) and 5 (B). The collision speeds between the respective stopper portions 34 and the vehicle body 16 are the same. In the stopper structure 10, after the stopper portion 34 of the stopper 30 </ b> A contacts the vehicle body 16, the rear suspension member 12 is displaced with respect to the vehicle body 16 so that the pre-contact portion 32 of the stopper 30 </ b> D is mainly deformed. (The rotational axis A is slightly shifted.) Therefore, in the configuration in which the spring constant of the stopper portion 34 is set to be equal between the stopper 30A and the stopper 30D, the step input F1 and the step input F2 (reaction force from each stopper portion 34) ) And the same size.

  Further, in the stopper structure 10, the stopper 30 </ b> B and the stopper 30 </ b> C may be configured not to function as stoppers with respect to the rotation of the rear suspension member 12 around the rotation axis A with respect to the vehicle body 16. Further, for example, the stopper 30C located on the same side as the stopper 30A with respect to the rotation axis A performs the stopper function at the same timing as the stopper 30A, and the stopper 30B located on the same side as the stopper 30D with respect to the rotation axis A It is good also as a structure which exhibits a stopper function at the same timing as the stopper 30D. In this case, the protrusion height of the pre-contact portion 32 with respect to the stopper portion 34 in the stopper 30C is 1/3 of the corresponding protrusion height h1 of the stopper 30A, and the protrusion height of the pre-contact portion 32 with respect to the stopper portion 34 in the stopper 30B is Therefore, it is necessary that the corresponding protrusion height h2 of the stopper 30D is 1/3. Even in such a configuration, substantially equal step inputs F1 and F2 can be obtained by setting the spring constant of the stopper portion 34 in each stopper 30 to be constant.

  Next, the operation of the first embodiment will be described.

  In the rear suspension member mounting structure 11 to which the stopper structure 10 having the above configuration is applied, for example, when a large torque is input from the engine to the rear suspension member 12 via the rear differential gear box 14 for acceleration or deceleration of the vehicle, The stopper portion 34 of each stopper 30 contacts the vehicle body 16. Thereby, the relative displacement of the rear suspension member 12 with respect to the vehicle body 16 is limited.

  Here, in the stopper structure 10, the stroke (protrusion height h <b> 1) until the vehicle body 16 contacts the stopper portion 34 at the stopper 30 </ b> A and the stroke (protrusion height h <b> 2) until the vehicle body 16 contacts the stopper portion 34 at the stopper 30 </ b> D. Since a predetermined stroke difference (stroke difference Δh1) is set between the stopper portion 34 of the stopper 30A and the stopper portion 34 of the stopper 30D, a predetermined time difference Δt occurs in the collision with the vehicle body 16. That is, in the stopper structure 10, the stopper portion 34 of the stopper 30 </ b> A first contacts the vehicle body 16, and the stopper portion 34 of the stopper 30 </ b> D contacts the vehicle body 16 after the time difference Δt has elapsed.

  Thereby, in the stopper structure 10, the step input F2 is input with a predetermined time difference after the input of the step input F1, and the vibration component of the relative displacement of the rear suspension member 12 with respect to the vehicle body 16 caused by the input of the step input F1 is It is canceled out by the anti-phase vibration component generated by the input of the step input F2.

  Further, for example, in the configuration in which the stopper portions 34 of the stopper 30A to the stopper 30D are in contact with the vehicle body 16 at the same time, only one step input is added by the operation of each stopper 30 stopper function. As shown in FIG. 7D, pitching resonance and sound of the rear suspension member 12 occur. Supplementing the sound transmission mechanism, as shown in FIG. 10A, when an external force F (ω) associated with the stopper is generated, transmission of the rear suspension member mounting structure 11 (the suspension system of the rear differential gear box 14) is transmitted. The hitting sound is transmitted to the passenger's ear through the function H (ω) and the air transfer function G (ω) from the rear differential gear box 14 to the passenger's ear position. In this embodiment, the rear suspension member mounting structure 11 has a pitching resonance of 45 [Hz] and a roll resonance of 75 [Hz] as described above, so that the transfer function H (ω) of the rear suspension member mounting structure 11 is As shown in FIG.

  On the other hand, in the stopper structure 10, the time difference Δt is set between the timing when the stopper portion 34 of the stopper 30 </ b> A contacts the vehicle body 16 and the timing when the stopper portion 34 of the stopper 30 </ b> D contacts the vehicle body 16. The vibration component of the relative displacement of the rear suspension member 12 with respect to the vehicle body 16 caused by the input of F1 is canceled by the vibration component having the opposite phase caused by the input of the step input F2. As a result, as shown in FIG. 8B, the external force F (ω) is minimized at 45 [Hz] and 75 [Hz], and therefore when the stopper hits, G (ω in front of the occupant's ear ( )) Can be remarkably suppressed. That is, it is possible to remarkably suppress shocks and hitting sounds caused by 45 [Hz] pitching and 75 [Hz] rolls.

  In particular, in the stopper structure 10, Δt is set by applying fd satisfying the above equation (2) to the equation (1), so that vibration and sound generation in different modes having two different resonance frequencies can be performed in one set. It can be effectively suppressed by setting the stoppers 30A and 30D.

  In the stopper structure 10, a stopper function is provided between a plurality of stoppers 30 (in this embodiment, the stoppers 30 </ b> A and 30 </ b> D) provided on different suspension mounts 15 for supporting the rear suspension member 12 to the vehicle body 16. Since the display time difference Δt is set, in other words, the stopper 30 to which the step input F1 is input and the 30 to which the step input F2 is input are different from each other. Compared with a configuration having two stopper means (for example, each stopper 30 has a two-step stopper), the rear suspension member mounting structure 11 as a whole can reduce the number of times the step input F1 is input by the first stopper means. it can.

  That is, for example, in the configuration in which the step input F1 is input to all the four stoppers 30, the step input F1 is input four times, and the fine vibration accompanying the input of the step input F1 is generated four times. become. On the other hand, in step 10, since the step input F1 is input only to one (stopper 30A only) or two (stopper 30A and stopper 30C), the number of occurrences of micro-vibration accompanying the input of the step input F1. Is twice at the maximum, and the occurrence of micro-vibration associated with the stopper (step input F1) can be suppressed.

  Next, another embodiment of the present invention will be described. Note that parts / parts that are basically the same as those in the first embodiment or the previous configuration are denoted by the same reference numerals as those in the first embodiment or the previous configuration, and description thereof is omitted. Illustration may be omitted.

(Second Embodiment)
FIG. 11 shows a stopper structure 50 according to the second embodiment of the present invention in a cross-sectional view corresponding to FIG. As shown in this figure, the stopper structure 50 includes a protrusion height h1 in the vehicle vertical direction with respect to the stopper portion 34 of the pre-abutting portion 32 in some of the four stoppers 30, and another part of the stoppers 30. The stopper according to the first embodiment is such that the stroke difference Δh2 of the pre-contact portion 32 with respect to the stopper portion 34 in the vertical direction of the vehicle is set to be smaller than the stroke difference Δh1 in the stopper structure 10. Different from structure 10. This will be specifically described below.

  In the stopper structure 50, the timing at which the stopper function is exhibited in the combination of the stoppers 30A and 30D arranged diagonally to the rear suspension member 12, and the combination of the stopper 30B and the stopper 30C arranged in another diagonal of the rear suspension member 12 is used. A predetermined time difference Δt is set between the timing at which the stopper function is exhibited in FIG. That is, as shown in FIGS. 12A and 12B, in the stopper structure 50, the stopper portions 34 of the stoppers 30A and 30D having distances La and Ld (La = Ld) from the rotation axis A are provided. A configuration in which the stopper portions 34 of the stoppers 30A and 30D whose distances from the rotation axis A are Lb and Lc (Lb = Lc = La / 3) abut on the vehicle body 16 after a predetermined time difference Δt from contact with the vehicle body 16. It is said that.

  For this reason, in the stopper structure 50, the protrusion height h3 from the stopper part 34 to the top part of the pre-contact part 32 in the stoppers 30B and 30C is from the stopper part 34 to the top part of the pre-contact part 32 in the stoppers 30A and 30D. It is set as the sum of h4 (= h1 / 3) which is 1/3 of the protrusion height h1 and a stroke difference Δh2 for setting a predetermined time difference Δt. The stroke difference Δh2 between the stopper 30B and the stopper 30C is set as 1/3 of the stroke difference Δh1 in the stopper structure 10 (Δh2 = Δh1 / 3≈3.3 [mm]).

In summary,
h3 = h4 + Δh2 = (h1 + Δh1) / 3 = h2 / 3
It becomes. That is, the protrusion height h3 from the stopper portion 34 to the top portion of the pre-abutting portion 32 in the stopper 30B and the stopper 30C is 1/3 of the protrusion height h2 in the stopper 30D constituting the stopper structure 10.

  The spring constants of the stopper portions 34 of the stoppers 30B and 30C are set to be approximately three times the spring constants of the stopper portions 34 of the stoppers 30A and 30D. As a result, each stopper portion 34 of the stoppers 30B and 30C whose displacement amount after contact with the vehicle body 16 with respect to the stopper portions 34 of the stoppers 30A and 30D becomes approximately 1/3 is brought into contact with the vehicle body 16. The generated step input F2 is configured to be equivalent to the step input F1 generated when the stopper portions 34 of the stoppers 30A and 30D come into contact with the vehicle body 16.

  Other configurations of the stopper structure 50 according to the second embodiment are basically the same as the corresponding configurations of the stopper structure 10.

  Therefore, even according to 50 according to the second embodiment, basically the same effect can be obtained by the same action as 10 according to the first embodiment. In the stopper structure 50, the protrusion height h3 at the stopper 30B and the stopper 30C for generating the step input F2 after a predetermined time difference Δt from the generation of the step input F1 is small (h3 = h2 / 3). Compared with the stopper 30 </ b> D constituting 10, the volumes of the stoppers 30 </ b> B and 30 </ b> C can be greatly reduced. In other words, it is possible to suppress the occurrence of vibration and hitting sound associated with the stopper with a small volume of the stopper 30.

(Third embodiment)
FIG. 13 is a schematic cross-sectional view taken along line 13-13 of the stopper 30 shown in FIG. 14, in which the main part of one stopper 30 constituting the stopper structure 60 according to the third embodiment of the present invention is shown. Is shown. As shown in this figure, in the stopper structure 60, the stopper portion 34 (the vehicle body contact surface thereof) is in contact with the contacted surface 16A of the vehicle body 16 in the initial state where the stopper 30 pre-contact portion is in contact with the vehicle body 16. The stopper structure is different from the stopper structures 10 and 50 according to the first and second embodiments in that the inclined surface is inclined. Accordingly, the stopper structure 60 is configured such that each stopper portion 34 abuts the vehicle body 16 almost simultaneously with respect to the pitching vibration of the rear suspension member 12 in each stopper 30. This will be specifically described below.

  In the annular stopper 30 applied to the suspension mount 15 disposed at the four corners of the rear suspension member 12, the portion of the rear suspension member 12 farther from the center of rotation relative to the vehicle body 16 is closer to the vehicle body vertical direction than the portion closer to the vehicle body 16. Since the amount of displacement increases, the stopper portion 34 (the vehicle body contact surface thereof) is inclined so as to absorb the displacement difference according to the distance to the rotation center.

  More specifically, as shown in FIG. 13, when the rear suspension member 12 rotates about the rotation axis A by an angle α or an angle β, each portion (entire surface) of the stopper portion 34 is set to contact the vehicle body 16. In this case, the stopper portion 34 (the vehicle body contact surface thereof) is an inclined surface inclined by an angle α or an angle β so as to face the opposite side of the rotation center around the rotation axis A.

  When supplementing the angles α and β, although not shown, the stopper portion 34 of the stopper 30 constituting the second stopper means (step input F2 is inputted) of the stoppers 30A to 30D is the contacted surface 16A. The angle β for making contact with the stopper portion 34 of the stopper 30 constituting the first stopper means (where the step input F1 is inputted) is Δt with respect to the angle α for making contact with the contacted surface 16A. It is set larger by the stroke difference to be set (average is Δh1, Δh2).

  As described above, in the stopper structure 60, when the rear suspension member 12 is rotated about the rotation axis A by the angle α with respect to the vehicle body 16, a plurality of stopper portions arranged in the circumferential direction of the stopper 30 constituting the first stopper means. 34 are configured to contact the vehicle body 16 in a surface contact state (substantially simultaneously) over substantially the entire surface. Similarly, in the stopper structure 60, when the rear suspension member 12 is rotated by the angle β around the rotation axis A with respect to the vehicle body 16, a plurality of stopper portions arranged in the circumferential direction of the stopper 30 constituting the first stopper means. 34 are configured to contact the vehicle body 16 in a surface contact state (substantially simultaneously) over substantially the entire surface.

  Other configurations of the stopper structure 60 according to the third embodiment are the same as the corresponding configurations of the stopper structures 10 and 50.

  Therefore, the stopper structure 60 according to the third embodiment can basically obtain the same effect by the same action as the stopper structure 10 according to the first embodiment. In the stopper structure 60, since the stopper portions 34 of the stoppers 30 are inclined surfaces, the stoppers 30 (one or a plurality of stoppers) constituting the first stopper means in the first step input among the two-step input. Each of the stopper portions 34 of the stopper 30 (which may be one or more) constituting the first stopper means in the second step input. At the same time, it contacts the vehicle body 16 over the entire surface. As a result, it is possible to reliably and accurately generate a two-step step input for canceling the pitching resonance (pitching resonance with rolls) of the rear suspension member 12. Further, the occurrence of slight vibration due to the difference in contact time of the stopper portion 34 is also suppressed.

  In the above-described third embodiment, the example in which the stopper portion 34 of each stopper 30 is inclined has been shown. However, the present invention is not limited to this example. For example, the stopper portion 34 (the vehicle body contact surface) is preliminarily provided. A configuration may be adopted in which the contacted surface 16A that is in contact with the stopper portion 34 is inclined by the angles α and β while being formed substantially parallel to the top of the contact portion 32. Also in this configuration, the stopper portion 34 can be regarded as an inclined surface that is inclined with respect to the contacted surface 16A in the initial state in which the pre-contact portion 32 contacts the vehicle body.

(Modification of the first to third embodiments)

  In the first to third embodiments, the stopper structures 10, 50, and 60 have two resonance modes of the rear suspension member 12, that is, a pitching of f1 = 45 [Hz] and a roll of f2 = 75 [Hz]. However, the present invention is not limited to this. For example, the predetermined time difference Δt may be set so that one resonance mode is canceled by the input of the step input F2. For example, in order to suppress the pitching of 45 [Hz], the predetermined time difference Δt may be set so that the external force at f1 = 45 [Hz] is minimized as shown in FIG. In this example, by substituting n = 1 and f = f1 = 45 [Hz] into Equation (1), Δt≈11.1 [msec] is obtained as shown in FIG.

  Further, this time difference Δt is the same as that obtained by substituting n = 3 and f1 = 135 [Hz] into Equation (1), for example, and as is apparent from FIG. This also contributes to suppression of harmonic components of 135 [Hz], which is an odd multiple (3 times) harmonic of [Hz].

(Fourth embodiment)
FIG. 16 is a schematic cross-sectional view of a stopper structure 70 according to the fourth embodiment of the present invention. FIG. 17 schematically shows an engine support structure 72 to which the stopper structure 70 is applied. It is shown in a side view. As shown in FIG. 17, the stopper structure 70 is different from the stopper structures 10, 50, 60 applied to the rear suspension member mounting structure 11 in that it is applied to the engine support structure 72.

  The engine support structure 72 is configured to support an engine 74 that is an internal combustion engine with respect to the vehicle body 16. Specifically, the vehicle body 16 includes a front side member 76, a front suspension member 78, and a front cross member 80, which are vehicle body skeleton members elongated in the longitudinal direction of the vehicle body. The rear end portion of the front suspension member 78 in the vehicle front-rear direction is connected to the rear lower portion of the kick portion 76A of the front side member 76. The front cross member 80 is a skeleton member extending in the vehicle width direction, and may be configured to bridge between the left and right side rails of the front suspension member 78.

  In this embodiment, in the engine support structure 72, the engine 74 is supported on the vehicle body 16 via a pair of left and right upper engine mounts 82 provided on the left and right front side members 76, and provided on the front suspension member 78. The rear portion is supported by the vehicle body 16 via the rear engine mount 84, and the front portion is supported by the vehicle body 16 via the front engine mount 86 provided on the front cross member 80.

  As the pair of left and right upper engine mount 82, rear engine mount 84, and front engine mount 86, rubber mounting 20 is basically used, and as shown in FIG. 16, the inner cylinder 22 fixed to the engine 74 side. And a cylindrical cushion body 26 is provided between the outer cylinder 24 fixed to the vehicle body 16 side.

  The stopper structure 70 is provided on the front engine mount 86 in order to suppress a roll associated with a stopper of the engine 74 that is placed horizontally with respect to the vehicle body 16 (the crankshaft is elongated in the vehicle width direction). Since the stopper function of the stopper 88 is exhibited, the stopper function of the stopper 90 provided on the rear engine mount 84 is exhibited after a predetermined time difference ΔT.

  The roll of the engine 74 can be regarded as a rotation around the roll center RC, and the stopper structure 70 regulates the rotation in the arrow R direction around the RC. That is, the stopper 88 restricts displacement of the engine 74 in the direction of the arrow R1 shown in FIGS. 16 and 17 with respect to the vehicle body 16, and the stopper 90 displaces the engine 74 in the direction of the arrow R2 shown in FIGS. Is to regulate.

  More specifically, as shown in FIG. 16, the stopper 88 is a contact portion 88 </ b> A that forms one hole edge of the stopper hole 28 that is elongated in a direction substantially orthogonal to the arrow R <b> 1 direction in the cylindrical cushion body 26. However, by contacting the contacted portion 88B that forms a hole edge facing the contact portion 88A of the stopper hole 28 in the cylindrical cushion body 26, it is further increased in the direction of the arrow R from the initial position side of the engine 74. The rotation is restricted. Similarly, the stopper 90 has a contact portion 90 </ b> A that forms one hole edge of the stopper hole 28 that is elongated in a direction substantially orthogonal to the arrow R <b> 2 direction in the cylindrical cushion body 26. By abutting against the abutted portion 90B that forms a hole edge facing the abutting portion 90A of the hole 28, further rotation in the direction of the arrow R from the initial position side of the engine 74 is restricted. Yes. In this embodiment, the stopper 88 and the stopper 90 are disposed so as to be substantially equidistant from the roll center RC.

  In the stopper structure 70, the difference between the distance d1 between the abutting portion 88A constituting the stopper 88 and the abutted portion 88B and the distance d2 between the abutting portion 90A constituting the stopper 90 and the abutted portion 90B. A stroke difference Δd is set. That is, the predetermined time difference ΔT is set by the stroke difference Δd.

  Here, the frequency f3 of the roll resonance of the engine support structure 72 suppressed by the stopper structure 70 is 18 [Hz]. Therefore, the predetermined time difference ΔT may be set so that the external force at f3 = 18 [Hz] is minimized as shown in FIG. In this example, by substituting n = 1 and f = f3 = 18 [Hz] into Equation (1), ΔT≈27.8 [msec] is obtained as shown in FIG. In this embodiment, the collision speed of the engine 74 with respect to the vehicle body 16 during sudden acceleration is set to about 300 [mm / sec], and a stroke difference Δd≈8.3 [mm] is set from the product of the collision speed and ΔT. ing. Therefore, for example, if d1 = 4 [mm], d2 = d1 + Δd≈12.3 [mm].

  The stopper structure 70 according to the embodiment of the present invention includes a stopper 90 for the rear engine mount 84 and a front engine mount 86 for supporting the rear differential gear box 14 relative to the vehicle body 16 so as to be capable of relative angular displacement about the roll center RC. It is applied to the stopper 88 to constitute a vehicle vibration-proof structure 92.

  Next, the operation of the fourth embodiment will be described.

  In the engine support structure 72 to which the stopper structure 70 having the above-described configuration is applied, the engine 74 rotates in the direction of the arrow R around the roll center RC with respect to the vehicle body 16 due to, for example, torque reaction force accompanying sudden acceleration of the vehicle. Since the stopper 88 of the engine mount 86 and the stopper 90 of the rear engine mount 84 function, the relative displacement of the engine 74 with respect to the vehicle body 16 in the arrow R direction is limited.

  Here, in the stopper structure 70, there is a predetermined interval between a distance d1 between the contact portion 88A and the contacted portion 88B in the stopper 88 and a distance d2 between the contact portion 90A and the contacted portion 90B in the stopper 90. Since the stroke difference Δd is set, the stopper 88 and the stopper 90 cause a predetermined time difference ΔT in the timing of the stopper function. That is, in the stopper structure 70, first, the contact portion 88A of the stopper 88 contacts the contacted portion 88B, and after the elapse of time difference ΔT, the contact portion 90A of the stopper 90 contacts the contacted portion 90B.

  Thereby, in the stopper structure 70, the step input F2 is input with a predetermined time difference after the input of the step input F1, and the vibration component of the relative displacement of the engine 74 relative to the vehicle body 16 caused by the input of the step input F1 is the step input. It is canceled out by the anti-phase vibration component generated with the input of F2. That is, also in 70 according to the fourth embodiment, the hitting sound and vibration associated with the stopper of the engine 74 by the same mechanism as that applied to the rear suspension member mounting structure 11 according to the first to third embodiments. Is suppressed.

  In each of the above-described embodiments, Δt on the elastic (rubber) member side is determined by the stroke difference Δh between the stopper portion 34 and the pre-contact portion 32 in the plurality of stoppers 30 or the stroke difference Δd between the stopper 88 and the stopper 90. Although an example in which ΔT is set is shown, the present invention is not limited to this. For example, the stroke differences Δh, Δd, etc. may be set by providing a convex portion or a concave portion on the vehicle body 16 side.

  In each of the above embodiments, the stopper structures 10, 50, 60, 70 are applied to the rear suspension member mounting structure 11 and the engine support structure 72 (engine suspension system) of an automobile. However, the present invention is not limited to this. For example, the present invention can be applied to all uses such as a vibration of a stopper portion such as a crane, a loading arm, and a robot arm and a use for suppressing a hitting sound. Further, the stopper structures 10, 50, 60, 70 according to the embodiment of the present invention include a rear suspension member 12 (first member or second member) and a rear differential gear box 14 (second member or first member). It may be applied between (for example, as a stopper of the differential mount 18).

  Furthermore, in the above-described embodiment, the two-step step is performed by the two-step contact operation by having the stroke difference Δh set between the plurality of stoppers 30 and the stroke difference Δd set between the stopper 88 and the stopper 90. Although the example which implement | achieves an input (spring characteristic shown by FIG. 5) was shown, this invention is not limited to this, For example, the rigidity of a variable rigidity stopper using a variable orifice, an electrorheological fluid, etc. is controlled (the 1st) As the second stopper means, a two-step step input may be realized by increasing the rigidity after a predetermined time difference Δt, ΔT from the input of the step input F1.

It is a figure which shows the stopper structure which concerns on the 1st Embodiment of this invention, Comprising: (A) is sectional drawing which shows the stroke difference set between several stoppers, (B) is a top view of a stopper single-piece | unit. It is a sectional side view of rubber mounting to which the stopper structure concerning a 1st embodiment of the present invention was applied. It is a diagram which shows the spring characteristic of the stopper part to which the stopper structure which concerns on the 1st Embodiment of this invention was applied. 1 is a perspective view of a rear suspension member mounting structure to which a stopper structure according to a first embodiment of the present invention is applied. It is a figure which shows typically the rear suspension member mounting structure to which the stopper structure concerning the 1st Embodiment of this invention was applied, Comprising: (A) is a top view, (B) is a side view. It is a diagram which shows the spring characteristic of a stopper part. It is a schematic diagram showing a one-degree-of-freedom vibration model of a rear suspension member mounting structure to which the stopper structure according to the first embodiment of the present invention is applied. (A), (B) is a diagram showing the vibration suppression effect by the stopper structure according to the first embodiment of the present invention, and (C), (D) show that vibration is generated by the configuration according to the comparative example. FIG. (A) is a diagram showing the operating time difference between the first and second stoppers in the stopper structure according to the first embodiment of the present invention, (B) is a diagram showing the frequency characteristics of the external force acting on the stopper. It is. (A) is a diagram showing the input torque to the rear suspension member to which the stopper structure according to the first embodiment of the present invention is applied, and (B) is a diagram showing the response of the rear suspension member by the torque input. It is. (A) schematically shows a system in which a striking sound generated by a large torque input to a rear differential gear box in a vehicle to which the stopper structure according to the first embodiment of the present invention is applied is transmitted to an occupant's ear. FIG. 4B is a diagram schematically showing a transfer function of the rear suspension member mounting structure 11 shown in FIG. It is sectional drawing which shows the stroke difference set between several stoppers which is the principal part of the stopper structure which concerns on the 2nd Embodiment of this invention. It is a figure which shows typically the rear suspension member attachment structure to which the stopper structure concerning the 2nd Embodiment of this invention was applied, Comprising: (A) is a top view, (B) is a side view. It is a diagram which shows the spring characteristic of a stopper part. It is sectional drawing along the 13-13 line of FIG. 14 which shows the stopper which comprises the stopper structure which concerns on the 3rd Embodiment of this invention. It is a top view of the stopper which comprises the stopper structure which concerns on the 3rd Embodiment of this invention. (A) is a diagram showing the operating time difference between the first and second stoppers in the stopper structure according to the modification of the first to third embodiments of the present invention, and (B) is an external force acting on the stopper. It is a diagram which shows a frequency characteristic. It is sectional drawing which shows the stroke difference set between several stoppers which is the principal part of the stopper structure which concerns on the 4th Embodiment of this invention. It is a side view showing typically engine support structure 72 to which a stopper structure concerning a 4th embodiment of the present invention was applied. (A) is a diagram showing the operating time difference between the first and second stoppers in the stopper structure according to the fourth embodiment of the present invention, (B) is a diagram showing the frequency characteristics of the external force acting on the stopper. It is.

Explanation of symbols

10 Stopper structure 12 Rear suspension member (first member)
16 Body (second member)
30A stopper (first stopper means)
30B Stopper (second stopper means)
30C stopper (first stopper means, second stopper means)
30D stopper (second stopper means, first stopper means)
34 Stopper (contact surface, inclined surface)
40/92 Anti-vibration structure for vehicle 50/60/70 Stopper structure 74 Engine (first member)
88 Stopper (first stopper means)
90 Stopper (second stopper means)
A Rotation axis (Rotation axis)

Claims (8)

A first stopper means provided between a first member and a second member connected so as to be capable of relative displacement, and for limiting a relative displacement between the first member and the second member;
The first stopper is provided between the first member and the second member so as to be spaced apart from the first member, and the first input with respect to a predetermined input that causes relative displacement between the first member and the second member. Second stopper means provided so that the stopper function is activated at a predetermined time difference after the stopper function of the stopper means is activated;
Stopper structure with   The predetermined time difference is the first time until the stopper function of the second stopper means is activated with respect to the relative displacement amount of the first member and the second member until the stopper function of the first stopper means is activated. The stopper structure according to claim 1, wherein the stopper structure is set by a ratio or difference between relative displacement amounts of the first member and the second member. The first member is provided to rotate relative to the second member;
3. The stopper structure according to claim 1, wherein the first stopper means and the second stopper means are disposed on opposite sides of the rotation axis of the first member relative to the second member. .   The stopper structure according to claim 3, wherein the second stopper means is disposed closer to the rotation axis than the first stopper means.   The contact surface of at least one of the first stopper means and the second stopper means with the first member or the second member is brought into surface contact with the first member or the second member by displacement around the rotation axis. The stopper structure according to claim 3 or 4, wherein the inclined surface is inclined as described above.   The predetermined time difference is when the resonance frequency of a specific mode of the vibration system in which the first member is a mass element and the support system of the first member with respect to the second member is a spring element is f and n is a positive odd number. , N / (2 × f), the stopper structure according to any one of claims 1 to 5.   The predetermined time difference is that the resonance frequency of a specific mode of the vibration system in which the first member is a mass element and the support system of the first member with respect to the second member is a spring element is fa, the resonance frequency of another mode is fb, When a is a positive odd number, b is a positive odd number different from a, and fd = fa / a = fb / b, m is set as m / (2 × fd) where m is a positive odd number. The stopper structure according to any one of claims 1 to 5.   8. A vibration isolating structure for a vehicle, wherein the stopper structure according to claim 1 is applied between a vehicle body as the second member and a suspension member or an engine as the first member.

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