JP2012116242A - Engine mount of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reliably maintain supporting of an engine with respect to a vehicle body even when the vehicle takes a sudden behavior due to collision or the like.SOLUTION: The engine mount of a vehicle includes: a lower bracket 15 supported in a vehicle body 2 side and having a recess 18 formed therein, which is open upward; a rubber buffer 22, in which a shaft core 21 is a columnar shape extending in vertical directions, a lower part 22a is fitted into the recess 18 and an upper part 22b supports a bracket arm 25 protruding from an engine 8; and an upper bracket 44 which is supported in a vehicle body 2 side, across above the protruding end of the bracket arm 25 and the buffer 22, and which regulates the relative movement of the buffer 22 by bringing the bracket arm 25 into contact with the buffer when the buffer 22 starts to relatively move upward with respect to the recess 18. An engaging protrusion 38 protruding upward is formed on a bottom plate 18a of the recess 18, and an engaging recess 39 is formed on a lower face of the buffer 22 to which the engaging protrusion 38 is elastically press-fitted.

Description

  According to the present invention, the shock absorber inserted into the recess of the bracket supported on the vehicle body side and supporting the engine does not easily come out of the recess when the vehicle suddenly moves such as when a vehicle collides. The present invention relates to a vehicle engine mount for maintaining the support of the engine.

  Conventionally, there is a vehicle engine mount shown in Patent Document 1 below. According to this publication, the engine mount of a vehicle is supported on the vehicle body side and has a lower bracket formed with a recess that opens upward, and a cylindrical shape with an axial center extending in the vertical direction. A rubber shock absorber that is vulcanized and bonded to the inner surface of the recess, and that supports the protruding end side of the bracket arm that protrudes from the engine, and straddles the protruding end side of the bracket arm and the shock absorber from above. An upper bracket that is supported on the vehicle body side and that restricts the relative movement of the buffer body by contacting the bracket arm when the buffer body is about to move upward relative to the recess. .

  When the engine vibration is about to be transmitted to the vehicle body while the vehicle is driven by driving the engine, the vibration is mitigated by the elastic deformation of the buffer body repeatedly. In this way, the riding comfort of the vehicle is improved.

JP 2007-326523 A

  Incidentally, as described above, in the engine mount of the prior art, the buffer body is vulcanized and bonded to the inner surface of the concave portion of the lower bracket. When forming such an engine mount, the buffer body is added to the inner surface of the concave portion. A large and complicated mold associated with the concave portion is required for the sulfur bonding. As a result, the work for forming the engine mount tends to be complicated.

  Therefore, it is conceivable to form the buffer body separately from the recess, and then fit the buffer body into the recess when the engine mount is assembled. In this way, it is considered that the buffer body can be easily formed without requiring a large and complicated mold as described above, that is, the work for forming the engine mount can be facilitated.

  However, when the vehicle suddenly behaves, such as when a vehicle collides, generally, the engine tends to move largely relative to the vehicle body side due to its inertial force. In this case, regardless of the presence of the upper bracket, the lower portion of the buffer body is greatly elastically deformed in the recess of the lower bracket in conjunction with the engine that is to move relatively relative to the vehicle body side. There is a risk of accidental exit. If this occurs, the support of the engine to the vehicle body side is released, which may undesirably cause subsequent vehicle treatments such as complicated restoration.

  The present invention has been made paying attention to the above situation, and the object of the present invention is to maintain the support of the engine to the vehicle body more reliably even when the vehicle behaves suddenly due to a collision or the like. Is to do so.

According to the first aspect of the present invention, a lower bracket 15 supported on the vehicle body 2 side and formed with a recess 18 that opens upward, and a columnar shape with an axial center 21 extending in the vertical direction, the lower portion 22a is the recess. The rubber shock absorbers 22 that support the protruding end sides of the bracket arms 25 that are inserted into the upper portion 18 and project from the upper portion 22b of the engine 8, and the protruding end sides of the bracket arms 25 and the shock absorbers 22 from above. When the buffer body 22 is supported on the vehicle body 2 side and straddles the concave portion 18, the bracket arm 25 is brought into contact with the concave portion 18 to restrict the relative movement of the buffer body 22. In the engine mount of the vehicle provided with the upper bracket 44,
An engagement protrusion 38 that protrudes upward is formed on the bottom plate 18a of the recess 18, and an engagement recess 39 that elastically press-fits the engagement protrusion 38 is formed on the lower surface of the buffer body 22. This is the engine mount of the vehicle.

  According to the second aspect of the present invention, the lower portion 22 a of the buffer body 22 fitted in the concave portion 18 is not rotated relative to the concave portion 18 around the axis 21. The engine mount for a vehicle according to claim 1, wherein the opposing surfaces 50 and 50 are non-circular in a plan view of the vehicle body 2.

  In addition, in this section, the reference numerals and drawing numbers appended to the above terms are not intended to limit the technical scope of the present invention to the “Example” section and the contents of the drawings described later.

  The effects of the present invention are as follows.

The invention according to claim 1 is a lower bracket supported on the vehicle body side and formed with a recess that opens upward, and has a cylindrical shape with an axial center extending in the vertical direction. Is supported on the vehicle body across the protruding end side of the bracket arm and the shock absorber from above, and supports the protruding end side of the bracket arm protruding from the engine. In the engine mount of a vehicle provided with an upper bracket that abuts the bracket arm and restricts the relative movement of the shock absorber when the shock absorber attempts to move relatively upward.
An engaging protrusion that protrudes upward is formed on the bottom plate of the recessed part, and an engaging recessed part that elastically press-fits the engaging protrusion is formed on the lower surface of the buffer body.

  Here, at the time of sudden behavior such as a vehicle collision, the engine tends to move relatively relative to the vehicle body side due to its inertial force. Then, at this time, the lower part of the buffer body fitted in the recess is distorted and greatly elastically deformed by an external force applied from the engine to the upper part of the buffer body. There is a risk of unexpectedly coming out of the recess. In this case, the support of the engine on the vehicle body side is released, which is not preferable.

  Therefore, as described above, the engagement protrusion that protrudes upward is formed on the bottom plate of the recess, and the engagement recess that elastically press-fits the engagement protrusion on the lower surface of the buffer body is formed. For this reason, the press-fitting of the engaging protrusion into the engaging concave portion further strengthens the coupling of the lower portion of the buffer body to the concave portion. Therefore, as described above, even when the lower part of the buffer body is twisted by the external force applied to the upper part of the buffer body based on the inertia force of the engine during the sudden behavior of the vehicle, Due to the strong coupling, the lower portion of the buffer body is prevented from unexpectedly coming out of the recess, and the engine support to the vehicle body side is more reliably maintained.

  In addition, the structure for preventing the lower portion of the buffer body from coming off from the concave portion is formed with the engaging protrusion on the bottom plate of the concave portion as described above and the engaging concave portion for press-fitting the engaging protrusion into the buffer body. As a result, an increase in the number of parts can be avoided as compared with the case of separately providing a shock absorber removal prevention material. Therefore, prevention of the lower part of the buffer body from coming out of the recess is achieved at a low cost with a simple configuration.

  Further, as described above, prevention of the lower portion of the buffer body from coming off from the concave portion is achieved by press-fitting the engaging protrusion into the engaging concave portion formed at the lower end of the lower portion of the buffer body. Here, the lower end portion of the lower portion of the buffer body is a portion that is farther downward from the upper portion of the buffer body supporting the engine. Therefore, it is suppressed that the elastic characteristic of the upper part of the shock absorber supporting the engine is lowered by the press-fitting of the engaging protrusion into the engaging recess, and the elastic support of the engine by the shock absorber is good. Maintained.

  According to a second aspect of the present invention, the opposing surfaces of the concave portion and the lower portion of the buffer body are set as planes of the vehicle body so that the lower portion of the buffer body fitted in the concave portion does not rotate relative to the concave portion around the axis. Non-circular in view.

  Here, as described above, when the lower part of the buffer body press-fitted into the recess is squeezed by the inertial force of the engine when the vehicle suddenly moves, the lower part of the buffer body is temporarily However, when rotating around the axis with respect to the recess, that is, to move around the axis, there is a risk that the lower part of the buffer body can easily come out of the recess. However, twisting movement of the lower part of the lower shock absorber is prevented by the non-circularity of the opposing surfaces described above. Therefore, it is more reliably prevented that the lower part of the buffer body unexpectedly comes out of the recess.

It is a partial top view of a vehicle body. It is a perspective view of an engine mount. It is a perspective development view of an engine mount. It is a top view of an engine mount. It is a side view of an engine mount. It is side surface sectional drawing of an engine mount. It is front sectional drawing of an engine mount. FIG. 7 is an operation explanatory view of the engine mount and is a cross-sectional view corresponding to FIGS.

  The vehicle engine mount of the present invention is implemented in order to realize the object of maintaining the support of the engine on the vehicle body side more reliably even when the vehicle behaves suddenly due to a collision or the like. The form to do is as follows.

  That is, the engine mount of the vehicle is supported on the vehicle body side and has a lower bracket formed with a recess that opens upward, and a cylindrical shape with an axial center extending in the vertical direction, and the lower portion is fitted into the recess, A rubber shock absorber supporting the protruding end side of the bracket arm with the upper portion protruding from the engine, and supported on the vehicle body side across the protruding end side and the shock absorbing body of the bracket arm from above, On the other hand, an upper bracket is provided for restricting the relative movement of the buffer body by contacting the bracket arm when the buffer body is to move relatively upward. An engagement protrusion that protrudes upward is formed on the bottom plate of the recess, and an engagement recess that elastically press-fits the engagement protrusion is formed on the lower surface of the buffer body.

  In order to explain the present invention in more detail, an embodiment thereof will be described with reference to the accompanying drawings.

  In FIG. 1, reference numeral 1 is a vehicle exemplified by an automobile, and an arrow Fr indicates the front in the traveling direction of the vehicle 1.

  The vehicle body 2 of the vehicle 1 extends in the front-rear direction of the vehicle body 2 and includes a pair of left and right side members 3 and 3 constituting a skeleton member of the vehicle body 2 and a rigid connection between the left and right side members 3 and 3. The illustrated cross member is provided with a suspension member 5 that is installed on the left and right side members 3 and 3 and suspends the left and right front wheels 4 and 4.

  An engine 8 for driving the vehicle 1 is provided between the left and right side members 3 and 3 in a space in front of the suspension member 5. The engine 8 is supported by engine mounts 9 and 10 in the longitudinal direction of the left and right side members 3 and 3, and is connected to the suspension member 5 by a torque rod 11 and supported on the vehicle body 2 side. ing.

  Of the engine mounts 9 and 10, the right engine mount 10 will be described in detail.

  In the middle of the side member 3 in the longitudinal direction, an inverted trapezoidal recess 14 is formed that opens upward in a side view of the vehicle body 2 (FIG. 6). The engine mount 10 extends in the front-rear direction of the vehicle body 2 and is provided with a lower bracket 15 made of sheet metal provided so as to straddle the recess 14 from above, and the front and rear ends of the lower bracket 15 are connected to the side member 3. Before fastening and supporting, rear fasteners 16 and 16 are provided. The lower bracket 15 is formed by press working as a whole, and a bulging portion 17 that bulges downward is formed in a middle portion of the lower bracket 15 in the front-rear direction. Is a recess 18 that opens upward.

  A cylindrical rubber shock absorber 22 having an axial center 21 extending in the vertical direction is provided. A lower part 22 a of the buffer body 22 is fitted into the concave part 18, and an upper part 22 b projects upward from the lower bracket 15. Specifically, the lower portion 22a of the buffer body 22 is elastically press-fitted into the concave portion 18 with a small pressure.

  On the other hand, a bracket arm 25 projects from the side of the engine 8 toward the outside and in the horizontal direction (the width direction of the vehicle body 2). An end portion of the bracket arm 25 on the inner side of the vehicle body 2 is fastened and fixed to a side portion of the engine 8 by a plurality of (three) fasteners 26.

  The bracket arm 25 includes an arm base 28 that is fastened to the upper surface of the side portion of the engine 8 by the fasteners 26, and an arm that integrally projects from the arm base 28 toward the outside of the vehicle body 2 and in the horizontal direction. A projecting portion 29, an inverted conical upper engaging projection 30 integrally projecting downward from the lower surface of the arm projecting portion 29, and a projecting end portion of the arm projecting portion 29 integrally upward. An arm extending portion 31 that extends, and a rubber buffer cover body 32 that integrally fits on the arm projecting portion 29 and the arm extending portion 31 from above to cover the outer surfaces of these arms 31 and 31 are provided. ing.

  A step surface 33 is formed between the arm protrusion 29 and the arm base 28 so that the upper surface of the arm protrusion 29 is one step lower than the upper surface of the arm base 28. As described above, the buffer cover body 32 is externally fitted to the arm projecting portion 29 and the arm extension portion 31 from above, and the inner end portion of the vehicle body 2 in the buffer cover body 32 is bent upward. The bent piece is in contact with the stepped surface 33. Thereby, the buffer cover body 32 is prevented from moving in the horizontal direction relative to the arm projecting portion 29 and the arm extending portion 31. The buffer cover body 32 may be brought into pressure contact with the arm projecting portion 29 and the arm extending portion 31, or may be bonded by vulcanization or an adhesive.

  An upper engagement recess 36 having an inverted conical shape on the shaft 21 is formed on the upper surface of the buffer body 22. The arm protrusion 29 of the bracket arm 25 is placed on the upper surface of the buffer body 22, and the upper engagement protrusion 30 of the bracket arm 25 is fitted into the upper engagement recess 36 of the buffer body 22 (elasticity). (Including press-fitting). Thereby, the buffer body 22 elastically supports the arm protruding portion 29 which is the protruding end side of the bracket arm 25 by the upper portion 22b. In this case, the lower end portions of the upper engagement protrusion 30 and the upper engagement recess 36 are located at the upper end portion of the lower portion 22 a of the buffer body 22.

  Of the portion of the lower bracket 15 that forms the bottom plate 18 a of the recess 18, an engagement protrusion 38 that bulges upward is formed on a portion located on the shaft center 21. The cross section of the engagement protrusion 38 in plan view (FIG. 4) has a circular cylindrical shape, and the cross section in side view (FIG. 6) has an inverted U shape. Further, a lower engagement recess 39 for elastically press-fitting the engagement protrusion 38 is formed on the lower surface of the buffer body 22.

  A cavity 40 is formed between the upper surface of the lower engagement protrusion 38 and the upper inner surface of the engagement recess 39. The lower end portions of the upper engagement protrusion 30 and the upper engagement recess portion 36 and the upper end portion of the cavity portion 40 are positioned near each other in the vertical direction. Further, a drain hole 41 is formed through each of the bottom plate 18 a of the recess 18 and the upper surface plate of the lower engaging projection 38.

  An upper bracket 44 made of a sheet metal extends in the front-rear direction of the vehicle body 2 and integrally straddles the arm protrusion 29 of the bracket arm 25 and the upper portion 22b of the buffer body 22 that supports the arm protrusion 29 from above. Is provided. The upper bracket 44 is formed by press working as a whole, and the front and rear end portions of the upper bracket 44 are overlapped with the front surface of the lower bracket 15 and the upper surface of the rear end portion. 16 and 16 are supported by being fastened together with the side member 3. The lower and upper brackets 15 and 44 are connected to each other by a rivet 45 before these 15 and 44 are fastened to the side member 3.

  The upper bracket 44 has a hat shape in a side view of the vehicle body 2 (FIGS. 5 and 6), and the left and right side plates 46 and 46 facing each other at a distance from each other in the width direction of the vehicle body 2, and the left and right side plates 46 and 46 A bottom plate 47 that integrally connects the edge portions in each width direction to each other is provided. As a result, the cross-section of each part in the longitudinal direction of the upper bracket 44 forms a channel shape that opens outward, and has sufficient strength and rigidity as a whole.

  The lower surface of the bottom plate 47 of the upper portion 44a of the upper bracket 44 approaches (including pressure contact) with the upper surface (the upper surface of the buffer cover body 32 on the arm protruding portion 29) on the protruding end side of the bracket arm 25 in the vertical direction. (FIGS. 2 to 8). When the engine 8 and the bracket arm 25 are fastened and the own weight (static load) of the engine 8 is applied to the shock absorber 22 via the bracket arm 25, the shock absorber 22 is elastic downward. Therefore, it is compressed and deformed slightly (about 4 to 5 mm). In this case, a slight gap (about 4 to 5 mm) is generated between the lower surface of the bottom plate 47 of the upper portion 44a of the upper bracket 44 and the upper surface of the bracket arm 25 on the protruding end side.

  The arm extending portion 31 of the bracket arm 25 is positioned in the vicinity of the upper portion 44a of the upper bracket 44 in the horizontal direction (the width direction of the vehicle body 2). The upper end of the arm extension 31 is positioned above the upper edge of the upper portion 44a of the upper bracket 44 regardless of whether the engine 8 and the bracket arm 25 are fastened. .

  While the vehicle 1 is traveling, when the buffer body 22 inserted into the recess 18 is about to move upward relative to the recess 18 of the lower bracket 15, the above-described movement of the buffer 22 together with the buffer 22 is attempted. The protruding end side of the bracket arm 25 is in contact with the lower surface of the upper portion 44a of the upper bracket 44, and the relative movement of the shock absorber 22 is restricted. That is, it is possible to prevent the lower portion 22a of the buffer body 22 from coming out of the concave portion 18.

  Further, as indicated by a one-dot chain line in FIG. 7, it is assumed that the engine 8 is moved downward with respect to the engine mount 10 and the bracket arm 25 is tilted due to a collision when the vehicle 1 is traveling. In this case, the arm extending portion 31 of the bracket arm 25 is engaged with the upper portion 44a of the upper bracket 44 via the buffer cover body 32, and the upper portion 44a is pressed from above. Thereby, the engine 8 is prevented from dropping off from the vehicle body 2 side.

  The concave portion 18 and the lower portion 22a of the buffer body 22 are prevented from rotating relative to the concave portion 18 of the lower bracket 15 so that the lower portion 22a of the buffer body 22 fitted in the concave portion 18 does not rotate around the axis 21. The opposing surfaces 50, 50 are non-circular in a plan view of the vehicle body 2 (FIG. 4). Specifically, the opposing surfaces 50 and 50 around the axis 21 are circular as a whole, but the front and rear surfaces, which are part of the opposing surfaces 50 and 50, are flat portions 50a and 50a, respectively. As a result, the facing surfaces 50, 50 have an oval shape in plan view of the vehicle body 2 (FIG. 4). The opposed surfaces 50, 50 may be rectangular or oval, or may be oval.

  A weakened portion 51 is formed at the upper end of the lower portion 22a of the cushion 22 to reduce the elastic coefficient of the upper end of the lower portion 22a. Specifically, the fragile portion 51 has a pair of front and rear through holes 52 and 52 extending so as to penetrate the front and rear portions of the lower portion 22 a in the width direction of the vehicle body 2. Each of these through holes 52 has a circular cross section, and is arranged so as to sandwich the lower ends of the upper engagement protrusion 30 and the upper engagement recess 36 from the front and rear. The fragile portion 51 may be formed by a bottomed hole or a concave portion, and the cross section thereof may be a rectangle or a long hole shape, or may be formed by one or a plurality.

  In particular, in FIGS. 3 and 8, a seal rib 54 is integrally formed over the entire outer peripheral surface of the buffer body 22 around the axis 21. The seal rib 54 is formed in the vicinity of the through holes 52 above the through holes 52. A two-dot chain line in FIG. 8 indicates the shape of the buffer 22 in a free state. When the lower portion 22a of the buffer body 22 is press-fitted into the concave portion 18 of the lower bracket 15 (solid line in FIG. 8), the lower portion 54a of the seal rib 54 is placed on the inner peripheral surface of the opening edge of the concave portion 18. It is supposed to be elastically pressed and elastically contract toward the inner side of the buffer body 22. At this time, the upper portion 54b of the seal rib 54 is positioned so as to cover the pressure contact portion between the inner surface of the opening edge of the recess 18 and the lower portion 54a of the seal rib 54 from above.

  Another seal rib 55 is integrally formed on the outer peripheral surface of the buffer body 22 around the shaft center 21 slightly apart from the seal rib 54, and the other seal rib 55 is elastically formed on the inner peripheral surface of the recess 18. Is in pressure contact. The other seal ribs 55 are intermittently formed between the end openings of the through holes 52. The other seal ribs 55 may be formed on the outer peripheral surface of the buffer 22 over the entire circumference in the vicinity below the through holes 52 or without forming the through holes 52.

  Here, at the time of sudden behavior such as when the vehicle 1 collides, for example, as indicated by a one-dot chain line in FIG. 8, the engine 8 tends to relatively move forward relative to the vehicle body 2 side by its inertial force. . At this time, due to the external force applied from the engine 8 to the upper portion 22b of the buffer body 22, the lower portion 22a of the buffer body 22 fitted in the concave portion 18 is strained and greatly elastically deformed. There is a risk that the lower portion 22a of the buffer body 22 may come out of the concave portion 18 unexpectedly. In this case, the support of the engine 8 on the vehicle body 2 side is released, which is not preferable.

  Therefore, as described above, the engaging protrusion 38 that protrudes upward is formed on the bottom plate 18 a of the recessed portion 18, and the engaging recessed portion 39 that elastically press-fits the engaging protrusion 38 to the lower surface of the buffer body 22. For this reason, the engagement of the lower portion 22a of the buffer body 22 with the concave portion 18 becomes stronger by the press-fitting of the engaging projection 38 into the engaging concave portion 39. Therefore, as described above, even when the lower portion 22a of the buffer body 22 is squeezed by the external force applied to the upper portion 22b of the buffer body 22 based on the inertial force of the engine 8 when the vehicle 1 is suddenly moving, The lower portion 22a of the shock absorber 22 is firmly coupled to the lower portion 22 so that the lower portion 22a of the shock absorber 22 is prevented from unexpectedly coming out of the recess 18 and the support of the engine 8 to the vehicle body 2 side is more reliably maintained. .

  Further, the above-described structure for preventing the lower portion 22a of the buffer body 22 from coming off from the concave portion 18 is formed by forming the engaging protrusion 38 on the bottom plate 18a of the concave portion 18 as described above and at the same time, forming the engaging protrusion 38 on the buffer body 22. This is achieved by forming the engaging recess 39 for press-fitting, so that an increase in the number of parts can be avoided as compared with the case where an additional material for preventing the buffer body 22 from being detached is provided. Therefore, prevention of the lower part 22a of the buffer 22 from the recess 18 can be prevented at a low cost with a simple configuration.

  Furthermore, as described above, to prevent the lower part 22a of the buffer body 22 from coming off from the concave part 18, the engaging protrusion 38 is press-fitted into the engaging concave part 39 formed at the lower end of the lower part 22a of the buffer body 22 at the bottom. To achieve this. Here, the lower end portion of the lower portion 22a of the buffer body 22 is a portion farther downward from the upper portion 22b of the buffer body 22 that supports the engine 8. Therefore, the elastic characteristics of the upper portion 22b of the buffer body 22 supporting the engine 8 are suppressed from being lowered by the press-fitting of the engagement protrusion 38 into the engagement recess 39, and the engine 8 by the buffer body 22 is suppressed. The elastic support is well maintained.

  Further, as described above, the lower portion 22a of the buffer body 22 fitted in the concave portion 18 does not rotate relative to the concave portion 18 around the shaft center 21. The opposing surfaces 50, 50 are non-circular in plan view of the vehicle body 2.

  Here, as described above, when the lower portion 22a of the buffer body 22 fitted in the recess 18 is squeezed out by the inertia force of the engine 8 when the vehicle 1 is suddenly moving, When the lower part 22a of the buffer body 22 rotates about the axis 21 with respect to the recess 18, that is, when the movement of the lower part 22a of the buffer body 22 is twisted around the axis 21, the lower part 22a of the buffer body 22 is There is a risk of easily coming out of the recess 18. However, twisting movement of the lower portion 22a of the lower shock absorber 22 is prevented by the non-circularity of the opposing surfaces 50 and 50 described above. Therefore, the lower part 22a of the buffer body 22 is more reliably prevented from coming out of the concave part 18 unexpectedly.

  Further, as described above, in order to prevent the lower portion 22a of the buffer body 22 from coming off from the concave portion 18, the lower portion of the buffer body 22 with respect to the concave portion 18 by press-fitting the engaging protrusion 38 into the engaging concave portion 39. Although the coupling of 22a is made stronger, in this case, the elastic coefficient of the buffer body 22 is increased, and there is a possibility that good elastic support of the engine 8 by the buffer body 22 is hindered.

  Therefore, as described above, the fragile portion 51 is formed at the upper end portion of the lower portion 22a of the buffer body 22, and therefore, the elastic modulus of the buffer body 22 is prevented from being unnecessarily increased by the formation of the fragile portion 51. Is done. Therefore, as described above, the elastic support of the engine 8 by the buffer body 22 is well maintained even when the lower part 22a of the buffer body 22 is prevented from coming off from the recess 18.

  Moreover, the fragile portion 51 has a pair of front and rear through holes 52, 52 extending in the width direction of the vehicle body 2 at the front and rear of the upper end portion of the lower portion 22 a of the shock absorber 22.

  For this reason, among the elastic coefficients of the buffer body 22, the elastic coefficient related to the external force applied from the front-rear direction of the vehicle body 2 to the upper portion 22b of the buffer body 22 is particularly small. Therefore, when the inertial force of the engine 8 is applied from the front-rear direction of the vehicle body 2 to the upper portion 22b of the buffer body 22 that supports the engine 8 in the event of a collision of the vehicle 1 or acceleration and deceleration, The upper portion 22b bends elastically and smoothly toward the front and rear (indicated by a one-dot chain line in FIG. 8), and the buffer body 22 effectively buffers the impact force based on the inertial force. As a result, the elastic support of the engine 8 by the buffer body 22 is maintained better.

  Although the above is based on the illustrated example, the left and right engine mounts 9 and 10 may have the same configuration.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Car body 3 Side member 8 Engine 10 Engine mount 15 Lower bracket 16 Fastener 17 Expansion part 18 Recess 18a Bottom plate 21 Axis 22 Buffer 22a Lower 22b Upper part 25 Bracket arm 28 Arm base 29 Arm protrusion part 31 Arm extension Part 32 Buffer cover body 33 Stepped surface 38 Engaging protrusion 39 Engaging recess 40 Cavity 44 Upper bracket 44a Upper part 50 Opposing face 50a Flat part 51 Fragile part 52 Through hole 54 Sealing rib 54a Lower part 54b Upper part 55 Other sealing ribs

Claims (2)

A lower bracket supported on the vehicle body side and formed with a recess that opens upward, and a cylindrical shape with an axial center extending in the vertical direction. The lower part is fitted into the recess, and the upper part projects from the engine. A rubber shock absorber that supports the protruding end side of the bracket arm, and the protruding end side of the bracket arm and the shock absorber are supported on the vehicle body side from above, and the shock absorber faces upward with respect to the recess. In an engine mount of a vehicle provided with an upper bracket that abuts the bracket arm and restricts the relative movement of the shock absorber when attempting to move relatively,
An engine mount for a vehicle characterized in that an engagement protrusion that protrudes upward is formed on the bottom plate of the recess, and an engagement recess that elastically press-fits the engagement protrusion is formed on the lower surface of the buffer body. .   The opposing surfaces of the recess and the lower part of the buffer body are made non-circular in plan view of the vehicle body so that the lower part of the buffer body fitted into the recess does not rotate relative to the recess about the axis. The vehicle engine mount according to claim 1.

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