JP2015197194A - Vibration-proof structure of on-vehicle device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology which reduces both high-frequency vibration and low-frequency vibration.SOLUTION: In this vibration-proof structure 10 of an inverter which is gripped between a pair of brackets 3, and fixed to an upper part of a transmission, a vibration-proof bush 11 penetrated with a bolt 19 is interposed between a bolt head 19a of the bolt 19 which penetrates each bracket 3 and the bracket 3, and a vibration-proof stopper 15 which is arranged at a side opposite to the vibration-proof bush 11 with the bracket 3 sandwiched, and penetrated with the bolt 19 is interposed between the bracket 3 and an inverter case 54 of the inverter. The vibration-proof stopper 15 has a salient part 16 in which a tip 16a contacts with a surface 54a of the inverter case 54 at a case opposing face 15a directed to the inverter case 54 side of the inverter.

Description

  The technology disclosed in this specification relates to a vibration-proof structure for an in-vehicle device.

  For example, in a vibration-proof structure of an in-vehicle device, a thick annular elastic body (for example, a synthetic rubber) called a vibration-proof bushing is inserted through a bolt for fixing the device, so that the device and the fixed portion are interposed. Alternatively, there is one that is interposed between a bracket and a bolt that sandwich the device (Patent Documents 1 and 2 below). In addition, there is a structure in which an elastic body (for example, synthetic rubber or synthetic resin) having a disk shape called a vibration-proof mount is interposed between an in-vehicle device and a contacted portion with which the contact device contacts ( The following, patent document 3). Hereinafter, the anti-shock bush and the anti-vibration mount are collectively referred to as “anti-vibration device”.

JP 2004-215343 A JP 2013-231478 A JP 2007-327511 A

  By the way, there are various types of vibration applied to the in-vehicle device, such as vibration input from a transmission or an engine to which the device is fixed, vibration input from a road surface through a wheel or a body frame, and the like. The vibration applied to the in-vehicle device can be roughly divided into the following two types. One is vibration input from a power transmission mechanism such as a transmission, and vibrations of mechanical parts such as a gear and a motor are mainly generated. This type of vibration has a relatively high frequency and a small displacement due to the vibration. In the case of an electric vehicle, there is a vibration of the device synchronized with the switching operation of the inverter, which also contributes to high-frequency vibration. The other is vibration input from the road surface when the vehicle is traveling on a wavy road, and has a low frequency and a large displacement amount due to vibration. Hereinafter, the former is referred to as high frequency vibration and the latter is referred to as low frequency vibration. In addition, the frequency of the high-frequency vibration, which is mainly caused by the mechanical vibration of the gear and the operation of the switching element of the inverter, is higher than the frequency of the low-frequency vibration where the road surface vibration is the main factor. It is a relative thing.

  From the viewpoint of measures against low frequency vibration, it is better to increase the rigidity of the vibration isolator. This is because the amount of displacement can be suppressed by increasing the rigidity. Increasing the rigidity increases the resonance frequency of the vibration isolator. On the other hand, it is not preferable to increase the resonance frequency from the viewpoint of measures against high frequency vibration. Since the frequency region higher than the resonance frequency is a region where the vibration isolation effect can be obtained, increasing the resonance frequency narrows the region where the vibration isolation effect can be obtained. The present specification provides a technique that satisfies the two contradictory requirements described above.

  The vibration-proof structure of the vehicle-mounted device disclosed in this specification is a vibration-proof structure of a vehicle-mounted device that is sandwiched between a pair of brackets and fixed on a power transmission mechanism. In this anti-vibration structure, an anti-vibration bush that the bolt penetrates is interposed between the bolt head of the bolt that penetrates each bracket and the bracket, and the bolt penetrates by being arranged on the opposite side of the anti-vibration bush across the bracket A stopper is interposed between the bracket and the case of the in-vehicle device. The anti-vibration bush and the stopper are both elastic bodies, but the anti-vibration bush mainly suppresses vibration, and the stopper is a cushioning component that prevents direct contact between the bracket and the case of the in-vehicle device. Accordingly, the rigidity of the vibration isolating bush is lower than the rigidity of the stopper.

  The stopper has a protruding portion whose protruding end contacts the surface of the case on a surface facing the case side of the in-vehicle device. As for the height of the protrusion, the rigidity of the protrusion is lower than the rigidity of the stopper body. Moreover, it may be lower than the height of the stopper body.

  In general, the displacement amount (vibration amplitude) of low-frequency vibration, which is mainly caused by road surface vibration, is larger than the displacement amount of high-frequency vibration, which is mainly caused by the mechanical vibration of the gear and the operation of the switching element of the inverter. . The above vibration isolating structure utilizes the difference in the amount of displacement, and increases the resonance frequency for low-frequency vibration without increasing the resonance circumference for high-frequency vibration. Since the vibration amplitude of the high-frequency vibration is small, the vibration is transmitted to the anti-vibration bush through the stopper when the protrusion comes into contact with the case of the in-vehicle device. At this time, the resonance frequency of the stopper depends on the rigidity of the protrusion. On the other hand, since the low-frequency vibration has a large vibration amplitude, it cannot be absorbed only by the amount of displacement of the protrusion, and the vibration also reaches the stopper body. That is, for low frequency vibration, the protrusion of the stopper is deformed so as to be crushed, and the surface of the stopper main body facing the case contacts the case of the in-vehicle device. The stopper body transmits vibration to the first annular elastic body. Since the rigidity of the stopper body becomes dominant with respect to the low frequency vibration, the resonance frequency is increased. Note that the frequency (threshold frequency) that separates the high-frequency vibration and the low-frequency vibration is determined in advance by the result of computer simulation or evaluation test based on the mechanical structure of the vehicle.

  According to this vibration-proof structure, the high-frequency vibration input from the power transmission mechanism is prevented by the stopper protrusion interposed between the bracket and the case of the in-vehicle device coming into contact with the case of the in-vehicle device. The vibration isolating bush is deformed through the vibration isolating bush. Thereby, the high frequency vibration is reduced by the vibration isolating bush. On the other hand, for low-frequency vibrations input from the road surface when traveling on a wavy road or the like, the surface of the stopper main body facing the case side is brought into contact with the case of the in-vehicle device due to deformation of the stopper protrusion. Accordingly, the stopper is also deformed in addition to the vibration isolating bush, and the spring constant of the elastic body in which the vibration isolating bush and the stopper are combined is increased (resonance frequency is increased). Therefore, the low frequency vibration is reduced by the elastic body that combines the vibration isolating bush and the stopper. Thus, the resonance half number for the low frequency vibration can be increased without changing the resonance frequency for the high frequency vibration.

  The technology disclosed in the present specification relates to a vibration isolation structure for an in-vehicle device, and provides a structure capable of increasing the resonance frequency for low-frequency vibration while maintaining the resonance frequency for high-frequency vibration. Details of the technology disclosed in this specification and further improvements will be described in the embodiments of the present invention.

It is a perspective view which shows the example of a layout in an engine compartment. It is the perspective view which expanded the bracket periphery which fixes an inverter, and is a figure which shows the structural example of the vibration proof structure of a present Example. It is sectional drawing along the III-III line of FIG. It is a characteristic view showing the displacement amount with respect to the load added to a cyclic | annular elastic body, (A) is a thing of a vibration proof bush, (B) is a thing of a vibration proof stopper. It is sectional drawing along the III-III line of FIG. 2, and shows an example of the state which the vibration isolating structure of the present Example act | operated. It is a characteristic view showing the displacement with respect to the frequency of the vibration input into the vibration isolating structure of a present Example, (A) is with respect to a low frequency vibration, (B) is with respect to a high frequency vibration.

  An anti-vibration structure for an in-vehicle device according to an embodiment will be described with reference to the drawings. First, the layout in the engine compartment of a vehicle will be described with reference to FIG. FIG. 1 is a perspective view showing a layout example in the engine compartment 50. The vehicle of the present embodiment is specifically a hybrid vehicle 100 that includes an engine and a motor for traveling. The engine compartment 50 accommodates a transaxle 51, an engine 52, an inverter 53, a sub battery 55, and the like. The transaxle 51 is a power transmission mechanism that incorporates a gear group together with a traveling motor, and is sometimes referred to as a transmission. The gear group includes, for example, a planetary gear for power distribution. The transaxle 51 and the engine 52 are fixed to a side frame (not shown) extending in the vehicle front-rear direction (X-axis direction of the coordinate system shown in FIG. 1). Various other devices are mounted in the engine compartment 50, but these are omitted in FIG.

  The inverter 53 is a power conversion device that converts DC power input from a main battery (not shown) into AC power and supplies drive power to a traveling motor in the transaxle 51. In this embodiment, the inverter 53 is placed directly on the upper surface of the transaxle 51 in order to shorten the length of the power cable for power transmission. That is, the inverter 53 is directly mounted on the transaxle 51. The inverter 53 is fixed by the pair of brackets 3. That is, the inverter 53 is sandwiched and fixed by a pair of brackets 3 provided on the transaxle 51 so as to face each other in the vehicle front-rear direction. From here, it demonstrates, referring the perspective view (FIG. 2) which expanded the periphery of the bracket 3 which fixes the inverter 53. FIG. It should be noted that FIG. 2 shows a part of the transaxle 51 and the inverter 53.

  As shown in FIG. 2, the bracket 3 is entirely made of a single metal plate. A fixing portion (hereinafter referred to as “one end side fixing portion”) 4 positioned on one end side of the bracket 3 is fixed to the upper surface of the transaxle 51 with a bolt 6, and a sandwiching portion (hereinafter referred to as “the other end side”). 5 ”(referred to as“ the other end side clamping portion ”) sandwiches the side surface (front surface or rear surface) of the inverter 53 via the vibration isolation structure 10. In the present embodiment, the two other-end holding portions 5 are provided side by side in the vehicle width direction (the Y-axis direction of the coordinate system shown in FIGS. 1 and 2), and each has the same vibration-proof structure 10. ing. Thereby, the inverter 53 is fixed on the transaxle 51. In addition, vibration transmitted from the transaxle 51 to the inverter 53 or to the inverter 53 via the bracket 3 is suppressed by the vibration isolation structure 10. In FIG. 2, of the pair of brackets 3, the bracket 3 positioned on the front surface side of the inverter 53 is illustrated, and the bracket 3 positioned on the rear surface side of the inverter 53 is not illustrated. Moreover, the dashed-dotted line (III-III line) represented by FIG. 2 has shown the cut surface, and is sectional drawing by the arrow which cut | disconnected the other end side holding part 5 and the vibration isolator structure 10 with this cut surface. It is represented in FIG. Therefore, the vibration isolating structure 10 of the present embodiment will be described here with reference to FIG.

  As shown in FIG. 3, the vibration isolating structure 10 includes a vibration isolating bush 11, an inner sleeve 12, an outer sleeve 13, an anti-vibration stopper 15, a bolt 19, and the like. The cylindrical part 5a formed in the other end side holding part 5 is provided so as to be sandwiched. Since the anti-vibration bush 11 is fitted between the inner sleeve 12 and the outer sleeve 13, first, the configuration of the inner sleeve 12 and the outer sleeve 13 will be described. 3 shows an inverter case 54 as a case of the inverter 53. The male screw portion 19b of the bolt 19 is screwed into a screw hole 54b formed in the inverter case 54, and is screwed. 53 is fixed on the transaxle 51.

  The inner sleeve 12 includes a cylindrical portion 12a having a diameter larger than the shaft diameter of the bolt 19, and a circle having an outer diameter set to be larger than the bolt head 19a of the bolt 19 connected to one end side of the cylindrical portion 12a. And a plate-shaped round flange 12b. These are integrally formed and are made, for example, by press molding of a metal plate. The axial length of the cylindrical portion 12 a is set to about half of the axial length of the bolt 19, and the screwing depth when the bolt 19 is screwed to the inverter case 54 of the inverter 53 by this length. Is determined. In this embodiment, a washer 18 is inserted into the bolt 19. Therefore, the outer diameter of the round flange 12b is set to a diameter that exceeds the diameter of the washer 18 that is larger than the bolt head 19a.

  As with the inner sleeve 12, the outer sleeve 13 is also composed of a cylindrical portion 13a and a round collar portion 13b. The outer sleeve 13 is assembled so that its cylindrical portion 13a is fitted or slidably contacted with the inside of the cylindrical portion 5a of the other end side holding portion 5. Therefore, the outer diameter of the cylindrical portion 13a is set to be substantially the same as or slightly smaller than the inner diameter of the cylindrical portion 5a. Further, the round collar portion 13 b of the outer sleeve 13 is set to have substantially the same diameter as the outer diameter of the round collar portion 12 b of the inner sleeve 12. Similarly to the inner sleeve 12, the outer sleeve 13 is also made, for example, by press molding of a metal plate. The axial length of the cylindrical portion 13 a is set shorter than the length of the cylindrical portion 12 a of the inner sleeve 12. This difference in length determines the amount of movement of the inverter case 54 when the vibration isolating bush 11 is deformed. The anti-vibration bush 11 is accommodated between the outer sleeve 13 configured in this way and the inner sleeve 12 coaxially positioned inside thereof.

  The anti-vibration bush 11 is an elastic body formed in an annular shape. In this embodiment, it is made of synthetic rubber, and for example, the shape of the cross section in the radial direction is formed in a shape in which L shapes are arranged back to back. That is, the anti-vibration bush 11 is compressed and accommodated so as to fill an L-shaped annular space formed between the inner sleeve 12 and the outer sleeve 13 that are coaxially positioned. Therefore, the anti-vibration bush 11 can also be grasped by dividing it into two parts, a cylindrical part and a round collar part, like the inner sleeve 12 and the outer sleeve 13, and the axial length of the cylindrical part is the outer length. The length is set shorter than the cylindrical portion 13 a of the sleeve 13.

  The anti-vibration stopper 15 is located on the opposite side of the anti-vibration bush 11 with the other end side holding portion 5 of the bracket 3 interposed therebetween. That is, the anti-vibration stopper 15 is formed in an annular shape that surrounds the outer side of the cylindrical portion 5a of the other end side holding portion 5, and the inner diameter thereof is set to be slightly smaller than the outer diameter of the cylindrical portion 5a. . Thereby, the cylindrical part 5a is inserted inside the vibration-proof stopper 15, and the vibration-proof stopper 15 is fixed to the cylindrical part 5a. In the present embodiment, the vibration-proof stopper 15 has a substantially rectangular cross-sectional shape in the radial direction, and a protrusion 16 that protrudes toward the surface 54 a of the inverter case 54 is formed on the case facing surface 15 a facing the inverter case 54. Yes. A portion where the radial cross-sectional shape is rectangular will be referred to as a main body portion of the vibration-proof stopper 15 hereinafter. The height at which the protrusion 16 protrudes from the main body is set to a size sufficient for the tip 16a to slightly contact the surface 54a of the inverter case 54. In other words, the height of the projecting portion 16 is shorter than the length of the main body portion of the anti-vibration stopper 15 in the X-axis direction in the drawing. Further, the protrusion 16 is formed discontinuously or continuously on the ring-shaped periphery of the vibration-proof stopper 15.

  The anti-vibration bush 11 and the anti-vibration stopper 15 thus configured are displaced with respect to the input load as shown in FIG. FIG. 4A shows a characteristic diagram representing the displacement amount with respect to the load applied to the vibration isolating bush 11, and FIG. 4B shows a characteristic diagram representing the displacement amount with respect to the load applied to the anti-vibration stopper 15. As shown in FIG. 4A, the anti-vibration bushing 11 is linearly displaced within a predetermined load range (small displacement and medium displacement region) for both the tensile load and the compressive load, and applies the predetermined load. If it exceeds (in the large displacement region), the spring constant increases and the displacement stops. Thereby, even if the vibration of any direction of tension | pulling or compression is added, the suppression with respect to a high frequency vibration and the vibration of the intermediate region of a high frequency and a low frequency is enabled. The frequency (threshold frequency) for separating such high-frequency vibrations and low-frequency vibrations is determined in advance by the results of computer simulation and evaluation tests based on the mechanical structure of the hybrid vehicle 100 (the same applies to the anti-vibration stopper 15). ).

  On the other hand, the anti-vibration stopper 15 has a protrusion 16. Therefore, as shown in FIG. 4B, the spring constant having a small value is substantially constant with respect to the compressive load without much fluctuation in the small displacement region (the broken line range shown in FIG. 4) where the protrusion 16 acts. The spring constant is gradually increased from the middle displacement region where the main body portion of the anti-vibration stopper 15 acts while maintaining the value, and in the large displacement region (the dotted line range shown in the figure), the spring constant increases rapidly. That is, the rigidity of the vibration isolating stopper 15 is dominant in the small displacement area, and the rigidity of the main body of the vibration isolating stopper 15 is dominant in the large displacement area. The rigidity of the protrusion 16 is much lower than that of the main body.

  On the other hand, the anti-vibration stopper 15 is not deformed without being deformed because the protruding portion 16 is separated from the surface 54a of the inverter case 54 with respect to a tensile load (a chain line range shown in the figure). As a result, when high-frequency vibration in the compression direction is applied, vibration is transmitted to the vibration-isolating bush 11 by the protrusion 16 that contacts the surface 54a of the inverter case 54, and when low-frequency vibration in the compression direction is applied, The main body part suppresses vibration. The main body portion of the anti-vibration stopper 15 does not contribute much to the suppression of high-frequency vibration.

  The anti-vibration structure 10 including the anti-vibration bush 11 and the anti-vibration stopper 15 having such displacement characteristics, for example, the anti-vibration bush 11 generates high-frequency vibrations generated by the operation of the gears and the traveling motor that constitute the transaxle 51. In addition, the low-frequency vibration input from the road surface when the hybrid vehicle 100 travels on a wavy road or the like is suppressed by the main parts of the anti-vibration bush 11 and the anti-vibration stopper 15. This makes it difficult for these vibrations to be transmitted to the inverter 53. Here, the operation of the vibration isolation structure 10 when low frequency vibration is input will be described with reference to FIG. FIG. 5 is a cross-sectional view taken along line III-III in FIG. 2 and shows an example of a state in which the vibration isolating structure 10 of the present embodiment is activated.

  In a vehicle such as the hybrid vehicle 100, generally, the amount of displacement is large when the vibration is low due to road surface vibration or the like, and the amount of displacement is small when the vibration is high due to gear vibration or the like. Therefore, for example, the low frequency vibration input from the road surface greatly displaces (moves) the inverter 53 via the transaxle 51 and the bracket 3. As shown in FIG. 5, when the inverter case 54 moves in the direction in which the vibration proof stopper 15 is compressed (the direction of the X-axis arrow in the coordinate system shown in FIG. 5), the protrusion 16 of the vibration proof stopper 15 is crushed. The main body portion of the anti-vibration stopper 15 directly contacts the surface 54 a of the inverter case 54. Thereby, the main body portion of the anti-vibration stopper 15 that has not contributed to the high-frequency vibration also cooperates with the anti-vibration bush 11 to suppress the low-frequency vibration.

  That is, in the large displacement region due to the low frequency vibration, the spring constant of the vibration isolating stopper 15 that rapidly increases in the large displacement region is added to the spring constant of the anti-vibration bush 11, so that the vibration isolating bush 11 and the vibration isolating stopper 15 are The frequency of the rigid body resonance by the combined elastic body can be made higher than the rigid body resonance frequency of the inverter 53. For example, as shown in FIG. 6A, the roll resonance frequency of the transaxle 51 is around 10 Hz (dashed line peak shown in the figure), and the rigid body resonance frequency of the inverter 53 is around 50 Hz (dotted line peak shown in the figure). Is set to a value higher than the rigid resonance frequency of the inverter 53 (the solid line peak shown in the figure).

  Thereby, the roll vibration of the transaxle 51 and the rigid body vibration of the inverter 53 are not increased by the resonance of the elastic body including the vibration isolating bush 11 and the vibration isolating stopper 15. Therefore, it is possible to effectively suppress low-frequency vibrations input from the road surface and the like, and it is possible to reduce the acceleration of vibrations input to the inverter 53 and the displacement (gap) due to the vibrations. Thereby, the fall of durability of vibration proof bush 11 and a power cable can also be controlled.

  For example, when the volume of the anti-vibration bush 11 is increased to increase the resonance frequency of the anti-vibration bush 11 itself, the anti-vibration is within the range colored in gray as indicated by the one-dot chain line characteristic shown in FIG. The vibration area decreases. The broken line shown in the figure shows an example of the amount of displacement due to high frequency vibration. Thereby, for example, the effect of suppressing high-frequency vibration input from the transaxle 51 is reduced. Therefore, when high-frequency vibration is transmitted to the inverter 53, the vibration is transmitted to the printed circuit board in the inverter 53, and depending on the frequency, board resonance occurs, or the bracket 3 itself vibrates due to the high-frequency vibration and causes vibration noise. There is a risk of becoming. As described above, the amount of displacement of the high-frequency vibration caused by the gear vibration is small. In the vibration isolating structure of the present embodiment, as shown in FIG. 4B, in the region where the displacement amount is small, the protrusion 16 can absorb the displacement amount, so the rigidity of the vibration isolating stopper itself is low. That is, the rigidity of the anti-vibration stopper is dominated by the rigidity of the protrusion 16 against low-frequency vibration. Therefore, the resonance frequency of the elastic body in which the vibration isolating bush 11 and the vibration isolating stopper 15 are combined is determined by the rigidity of the vibration isolating bush 11. Therefore, the displacement characteristic with respect to the high-frequency vibration is represented by a solid line in FIG. Thus, the vibration isolating structure of the embodiment suppresses the vibration without increasing the resonance frequency against the high frequency vibration with a small displacement.

  As described above, the vibration isolating structure 10 of the present embodiment is a vibration isolating structure of the inverter 53 that is sandwiched between the pair of brackets 3 and fixed on the transaxle 51, and penetrates each bracket 3. An anti-vibration bush 11 through which the bolt 19 penetrates is interposed between the bolt head 19 a of the bolt 19 and the bracket 3. The anti-vibration bush 11 is disposed on the opposite side of the anti-vibration bush 11 across the bracket 3. The stopper 15 is a vibration isolating structure for the inverter 53 that is interposed between the bracket 3 and the inverter case 54 of the inverter 53. The anti-vibration stopper 15 has a protrusion 16 whose tip 16 a contacts the surface 54 a of the inverter case 54 on the case facing surface 15 a facing the inverter case 54 side of the inverter 53. Thereby, with respect to the high-frequency vibration input from the transaxle 51, the protrusion 16 of the anti-vibration stopper 15 interposed between the bracket 3 and the inverter case 54 of the inverter 53 comes into contact with the inverter case 54 of the inverter 53. As a result, the vibration is transmitted to the vibration isolating bush 11 via the vibration isolating stopper 15, and the vibration isolating bush 11 is deformed. Therefore, the high frequency vibration is reduced by the vibration isolating bush 11. On the other hand, the low frequency vibration input from the road surface when the hybrid vehicle 100 travels on a wavy road or the like is deformed so that the protrusions 16 of the anti-vibration stopper 15 are crushed and moved toward the inverter case 54 side of the anti-vibration stopper 15. The facing case facing surface 15 a contacts the inverter case 54 of the inverter 53. Thereby, in addition to the vibration isolating bush 11, the vibration isolating stopper 15 is also deformed, and the spring constant of the elastic body in which the vibration isolating bush 11 and the anti-vibration stopper 15 are combined is increased (the resonance frequency is increased). Therefore, the low frequency vibration is reduced by an elastic body in which the vibration isolating bush 11 and the vibration isolating stopper 15 are combined. Therefore, both high frequency vibration and low frequency vibration are reduced.

  In the above-described embodiment, the hybrid vehicle 100 is illustrated as an example of the vehicle. However, for example, in the case of a gasoline engine vehicle or a diesel engine vehicle that does not include a traveling motor, the vehicle mounted directly on the transaxle. The above-described embodiments can be applied to equipment (for example, ECU). In this case, the transaxle does not include a traveling motor, but the protrusion 16 of the anti-vibration stopper 15 is provided in the case of the in-vehicle device against high-frequency vibration generated from mechanical parts such as gears in the transaxle. Vibration is reduced by contact. In addition, when a gasoline engine vehicle or the like is traveling on a wavy road or the like, the spring constant of the vibration isolating stopper 15 and the vibration isolating bush 11 is increased and the resonance frequency is increased against low frequency vibration input from the road surface. Therefore, low frequency vibration is reduced. Therefore, also in this case, both high frequency vibration and low frequency vibration are reduced.

  In the embodiment described above, the anti-vibration bush 11 and the anti-vibration stopper 15 are formed in an annular shape in accordance with the shape of the cylindrical portion 5a formed on the other end side holding portion 5 of the bracket 3. The anti-vibration bush and the anti-vibration stopper 15 may be formed, for example, in an elliptical annular shape or an angular annular shape in accordance with the radial cross-sectional shape of the cylindrical portion formed in the end-side holding portion 5.

  Points to be noted regarding the example technology will be described. The case facing surface 15a corresponds to an example of “a surface facing the case side of the stopper”. The distal end 16a corresponds to an example of “a protruding end of the protruding portion”. The transaxle 51 corresponds to an example of a power transmission mechanism. The inverter 53 corresponds to an example of an in-vehicle device. The inverter case 54 corresponds to an example of “a case of an in-vehicle device”. The hybrid vehicle 100 corresponds to an example of a vehicle. The anti-vibration structure disclosed in this specification is also preferably applied to in-vehicle devices other than the inverter.

  Specific examples of the present invention have been described in detail above, but these are merely examples and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes of the specific examples illustrated above. Further, the technical elements described in the present specification or drawings exhibit technical usefulness alone or in various combinations, and are not limited to the combinations described in the claims at the time of filing. Moreover, the technique illustrated in this specification or the drawings achieves a plurality of objects at the same time, and has technical usefulness by achieving one of the objects.

3: Bracket 4: One end side fixing portion 5: The other end side holding portion 5a: Cylindrical portion 10: Anti-vibration structure 11: Anti-vibration bush 12: Inner sleeve 13: Outer sleeve 15: Anti-vibration stopper 15a: Case facing surface 16 : Protrusion 16a: Tip 18: Washer 19: Bolt 19a: Bolt head 50: Engine compartment 51: Transaxle 52: Engine 53: Inverter 54: Inverter case 54a: Surface 100: Hybrid vehicle

Claims (1)

It is an anti-vibration structure for in-vehicle equipment that is sandwiched between a pair of brackets and fixed on a power transmission mechanism,
A bolt head of a bolt that passes through each bracket and an anti-vibration bushing of an elastic body through which the bolt passes are interposed between the brackets, and the bolt is disposed on the opposite side of the anti-vibration bush across the bracket. Is an anti-vibration structure for an in-vehicle device in which a stopper of an elastic body that penetrates is interposed between the bracket and the case of the in-vehicle device,
The stopper has a protruding portion whose protruding end contacts the surface of the case on a surface facing the case side of the in-vehicle device.