JP2009298217A - Torque rod supporting structure of power unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a torque rod supporting structure of a power unit capable of separating the power unit from a vehicle body by reliably rupturing a torque rod by a compressive load applied during a head-on collision of an automobile without elongating the total length of the torque rod. <P>SOLUTION: When a vehicle body is subjected to a head-on collision with an obstacle, a collision load is applied so that a torque rod 20 is compressed in the longitudinal direction of the vehicle body. Thus, a tensile load F2 is applied to a second arm 23c out of a first arm 23b and the second arm 23c integrated with a bracket 23 fixed to a power unit P, the second arm 23c is easily ruptured by the tensile load F2, the power unit P is separated from the vehicle body, a zone to be crashed is expanded, and an impact absorption effect can be increased to a maximum. Furthermore, since the bracket 23 is ruptured by applying the tensile load, the torque rod 20 need not be ruptured by the bending by increasing the overall length of the torque rod, and the total length of the torque rod 20 is reduced, and a layout property in an engine compartment can be enhanced. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a torque rod support structure for a power unit in which a power unit mounted on a vehicle body and the vehicle body are connected by a torque rod extending in a substantially longitudinal direction of the vehicle body, and rolling around an inertia main axis of the power unit is suppressed by the torque rod.

  The following patents connect the power unit and the vehicle body with a torque rod to prevent the power unit from falling around the inertia spindle due to the reaction of the torque when the engine of the power unit mounted on the vehicle accelerates or decelerates. It is known from document 1.

The torque rod described in the above-mentioned patent document 1 has a larger central portion in the longitudinal direction of the rod portion having a hollow square cross section than the both ends in order to increase compressive strength, tensile strength, bending rigidity, torsional rigidity, and the like. The rod portion is made thick and the inside of the rod portion has a honeycomb structure or a rib structure.
JP-A-2005-139552

  By the way, when the automobile collides head-on, the torque rod is broken and the power unit is separated from the vehicle body frame, so that the crashable zone of the vehicle body can be enlarged and the impact absorbing effect can be enhanced. However, since the conventional torque rod is designed to break by bending deformation due to a compressive load at the time of a frontal collision of an automobile, it is difficult to reliably break unless the torque rod is lengthened. There is a problem that the increase in the degree of freedom of layout in the engine room is hindered by the increase.

  SUMMARY OF THE INVENTION The present invention has been made in view of the above-described circumstances, and an object of the present invention is to reliably break the torque rod with a compressive load acting at the time of a frontal collision of an automobile and to detach the power unit from the vehicle body without increasing the total length of the torque rod. And

  To achieve the above object, according to the first aspect of the present invention, a power unit mounted on a vehicle body and the vehicle body are connected by a torque rod extending substantially in the vehicle body front-rear direction, and the power rod is connected to the power unit by the torque rod. In the torque rod support structure for a power unit that suppresses rolling around the inertial spindle, at least one of a first bracket that connects one end of the torque rod to the power unit and a second bracket that connects the other end of the torque rod to the vehicle body. One is a fixed portion fixed to one of the power unit and the vehicle body, a pair of first arm portions extending from the fixed portion toward the other of the power unit and the vehicle body, and tips of the pair of first arm portions A pair of second arm portions extending from the pair of first arm portions toward the fixed portion. One end or the other end of the torque rod, torque rod support structure of the power unit, characterized in that connected between the pair of second arm portion is proposed.

  The front side frames 11L and 11R and the front subframe 24 of the embodiment correspond to the vehicle body of the present invention.

  According to the first aspect of the present invention, when the vehicle body collides frontally with an obstacle, the collision load acts to compress the torque rod in the longitudinal direction of the vehicle body. Of these parts, a compressive load acts on the first arm portion, but a tensile load acts on the second arm portion, and the second arm portion is easily broken by the tensile load, so that the power unit is It can be separated from the car body to expand the crushable zone and maximize the impact absorption effect. Moreover, since the torque rod is broken by applying a tensile load, it is not necessary to increase the overall length of the torque rod and break it by bending, and the overall length of the torque rod can be shortened to improve the layout in the engine room. it can.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

  1 to 5 show an embodiment of the present invention. FIG. 1 is a plan view of an automobile engine room, FIG. 2 is a view taken in the direction of arrows 2 in FIG. 1, and FIG. 3 is a line 3-3 in FIG. 4 is an enlarged sectional view taken along line 4-4 of FIG. 2, and FIG. 5 is a sectional view taken along line 5-5 of FIG.

  As shown in FIGS. 1 to 3, a pair of left and right front side frames 11L and 11R extend in the longitudinal direction of the vehicle body in the engine room at the front of the vehicle body, and the engine E is interposed between the front side frames 11L and 11R. And the power unit P which integrated the transmission T is arrange | positioned horizontally.

  A bracket 14 provided so as to straddle the side surfaces of the cylinder block 12 and the cylinder head 13 of the engine E located on the right side of the vehicle body and the upper surface of the right front side frame 11R are connected via an engine-side mount 16. The A bracket 17 provided on the upper surface of the transmission T located on the left side of the vehicle body and a bracket 18 provided on the side surface of the left front side frame 11L are connected via a mission side mount 19. The engine-side mount 16 and the mission-side mount 19 mainly support the static load of the power unit P, and are disposed at a position close to the inertia main axis A (see FIG. 3) of the power unit P in the rolling direction.

  When the rotational speed of the engine E increases or decreases, the power unit P tries to roll around the inertia main axis A due to the reaction of the torque of the crankshaft. Therefore, the torque rod 20 is provided at a position away from the inertia main axis A to suppress the rolling. . The front end of the torque rod 20 is connected to a first bracket 23 provided so as to straddle the crankcase 21 and the oil pan 22 of the engine E, and the rear end of the torque rod 20 is the lower part of the left and right front side frames 11L and 11R. It is connected to a second bracket 25 provided on the front sub-frame 24 supported by being suspended.

  Next, based on FIG. 4 and FIG. 5, the structure of the torque rod 20 and its support structure will be described.

  The torque rod 20 is a bowl-shaped or brush-shaped member having a constant thickness with a hollow hole 20a formed at the center, and a small-diameter rubber bush joint mounting hole 20b is formed at the end of the engine E side. In addition, a large-diameter rubber bush joint mounting hole 20c is formed at the end of the vehicle body (front subframe 24 side). The torque rod 20 is arranged so that the front end side is slightly lower than the rear end side when viewed from the side (see FIG. 2), but completely when viewed from above (see FIG. 1). Arranged along the longitudinal direction of the vehicle body.

  The first rubber bush joint 26 mounted in the rubber bush joint mounting hole 20b on the front side of the torque rod 20 is coaxially disposed inside the outer cylinder 27 and the outer cylinder 27 press-fitted into the rubber bush joint mounting hole 20b. And an annular rubber bush 29 connecting the outer cylinder 27 and the inner cylinder 28. The second rubber bush joint 30 mounted in the rubber bush joint mounting hole 20c on the rear side of the torque rod 20 is disposed coaxially with the outer cylinder 31 press-fitted into the rubber bush joint mounting hole 20c and inside the outer cylinder 31. And an annular rubber bush 33 that connects the outer cylinder 31 and the inner cylinder 32. The rubber bush 33 is formed with two corners 33a and 33b.

  The first bracket 23 provided on the engine E and supporting the first rubber bush joint 26 is a member obtained by bending a metal plate, and includes four bolts 34 so as to straddle the crankcase 21 and the oil pan 22. The fixed portion 23a fixed at ..., the pair of first arm portions 23b and 23b extending in parallel to each other from both ends of the fixed portion 23a toward the torque rod 20 side, and the tips of the first arm portions 23b and 23b It is provided with a pair of second arm portions 23c and 23c that are turned 180 ° in the direction and extend in parallel to each other toward the fixed portion 23a, and the pair of second arm portions 23c and 23c have a bolt hole 23d facing each other. , 23d, and tool holes 23e, 23e are formed coaxially with the bolt holes 23d, 23d in the pair of first arm portions 23b, 23b. Each second arm portion 23c is formed with a pair of upper and lower notches 23f and 23f in order to form a fragile portion that can be easily broken at a position adjacent to the bolt hole 23d (see FIG. 5).

  The second bracket 25 includes a pair of arm portions 25a and 25a extending from the front subframe 24 toward the torque rod 20, and the pair of arm portions 25a and 25a are formed with bolt holes 25b and 25b facing each other. The

  The first rubber bush joint 26 provided on the torque rod 20 is positioned between the pair of second arm portions 23c, 23c of the first bracket 23, and a pair of second arms is passed through the tool hole 23e of the first arm portion 23b. Bolts 35 are passed through the bolt holes 23d and 23d of the arm portions 23c and 23c and the inner cylinder 28 of the first rubber bush joint 26, and a nut 36 is screwed into the bolt 35 through the tool hole 23e of the other first arm portion 23b. As a result, the first rubber bush joint 26 is attached to the first bracket 23.

  The second rubber bush joint 30 provided on the torque rod 20 is positioned between the pair of arm portions 25a, 25a of the second bracket 25, and the bolt holes 25b, 25b of the pair of arm portions 25a, 25a and the second rubber bush. The second rubber bush joint 30 is attached to the second bracket 25 by passing the bolt 37 through the inner cylinder 32 of the joint 30 and screwing the nut 38.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  The power unit P supported by the left and right front side frames 11L and 11R by the engine side mount 16 and the transmission side mount 19 tries to roll around the inertia main axis A as the engine E accelerates or decelerates. The torque rod 20 connecting the position away from the front subframe 24 can receive the rolling moment and stabilize the posture of the power unit P. At this time, by providing the first and second rubber bush joints 26 and 29 at both ends of the torque rod 20, the rolling of the power unit P can be softly received to prevent the generation of vibration and noise.

  Now, when the automobile collides head-on with an obstacle, the power unit P moves backward due to the collision load, so that the torque rod 20 arranged in the longitudinal direction of the vehicle body between the power unit P and the front subframe 24 is compressed. At this time, if it is assumed that the torque rod 20, the first bracket 23, or the second bracket 25 does not break due to the collision load, the collision load is transmitted to the front subframe 24, and the crushable zone that can be crushed becomes small. There is a problem that the impact of time cannot be absorbed effectively.

  By the way, when a compressive load due to a collision is applied, a member to which a compressive load is input is buckled but is not easily broken, and a member to which a tensile load is input is easy to break. Before the member is buckled, it is necessary to bend and deform. Therefore, there is a problem that the dimension of the member in the longitudinal direction of the vehicle body increases.

  However, according to the present embodiment, as shown in FIG. 4, when the collision load indicated by the arrow F is input to the power unit P, the first arm portions 23b and 23b of the first bracket 23, the torque rod 20 and the second bracket. A compression load indicated by an arrow F1 acts on the arm portions 25a and 25a of the 25, but a tensile load indicated by an arrow F2 acts on the second arm portions 23c and 23c of the first bracket 23. The second arm portions 23c, 23c can be reliably broken at the positions of the bolt holes 23d, 23d and the notches 23f, so that the power unit P can be separated from the front subframe 24, and the crashable zone can be expanded to increase the shock absorbing capacity. . Since the second arm portions 20c and 20c of the torque rod 20 are broken by applying a tensile load F2, it is not necessary to increase the overall length of the torque rod 20 and break it by bending, and shorten the overall length of the torque rod 20. Layout in the engine room can be improved.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various design settings can be made without departing from the present invention described in the claims. Is possible.

  For example, in the embodiment, the present invention is applied to the first bracket 23 that connects the power unit P and the torque rod 20, but the present invention is applied to the second bracket 25 that connects the power unit P and the front subframe 24. You may do it.

  In the embodiment, the torque rod 20 is disposed on the rear side of the power unit P. However, even if the torque rod 20 is disposed on the front side of the power unit P, the same effect can be achieved.

  In the embodiment, the front side frames 11L and 11R and the front subframe 24 are exemplified as the vehicle body of the present invention, but the vehicle body is not limited to these.

  In the embodiment, the power unit P is mounted on the front portion of the vehicle body. However, the present invention can also be applied to a vehicle in which the power unit P is mounted on the rear portion of the vehicle body.

  Further, the shape of the notches 23f of the second arm portions 23c, 23c of the first bracket 23 is not limited to the embodiment, and the notches 23f,... Can be formed if the second arm portions 23c, 23c are made narrow so as to be easily broken. Can be omitted.

Top view of the car engine room 2 direction view of FIG. 3-3 line view of FIG. 4-4 enlarged cross-sectional view of FIG. Sectional view along line 5-5 in FIG.

Explanation of symbols

11L Front side frame (car body)
11R Front side frame (car body)
20 Torque rod 23 First bracket 23a Fixing portion 23b First arm portion 23c Second arm portion 24 Front subframe (vehicle body)
25 Second bracket A Inertial spindle P Power unit

Claims (1)

A power unit (P) mounted on a vehicle body (11L, 11R, 24) and the vehicle body (11L, 11R, 24) are connected by a torque rod (20) extending substantially in the longitudinal direction of the vehicle body, and the torque rod (20) In the torque rod support structure of the power unit that suppresses rolling around the inertia main axis (A) of the power unit (P),
A first bracket (23) for connecting one end of the torque rod (20) to the power unit (P), and a second bracket for connecting the other end of the torque rod (20) to the vehicle body (11L, 11R, 24). (25) at least one of
A fixed portion (23a) fixed to one of the power unit (P) and the vehicle body (11L, 11R, 24), and the power unit (P) and the vehicle body (11L, 11R, 24) from the fixed portion (23a). A pair of first arm portions (23b) extending toward the other of the pair, and the fixed portion (23a) between the pair of first arm portions (23b) from the tips of the pair of first arm portions (23b). A pair of second arms (23c) extending toward the
A torque rod support structure for a power unit, wherein one end or the other end of the torque rod (20) is connected between the pair of second arm portions (23c).

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