JP4470685B2 - Fuel tank support structure - Google Patents

Description

  The present invention relates to a fuel tank support structure for supporting a fuel tank on a vehicle body in a vehicle such as an automobile.

A technique for fixing a fuel tank of an automobile to a vehicle body using a tank band is known (for example, see Patent Document 1). In this technology, a fuel tank disposed under the floor of the vehicle body is supported from below by a tank band whose front and rear ends are fixed to the vehicle body floor, and a vibration isolating material is provided between the tank band and the fuel tank. The cushion rubber is interposed. From the upper surface of the cushion rubber, a plurality of protrusions formed in a circular shape in a plan view are provided so as to contact the fuel tank. As a result, the anti-vibration performance is better than the configuration in which the entire cushion rubber is in close contact with the fuel tank.
JP 2003-267074 A

  However, in the conventional technique as described above, the protrusion of the cushion rubber is configured to support the fuel tank while being compressed and deformed. Therefore, the amount of compression of the protrusion whose support load is partially increased due to the deformation of the tank is increased. There is a problem that the spring constant (of some protrusions) becomes large at the portion. An increase in the spring constant causes a decrease in the vibration isolation performance.

  An object of the present invention is to obtain a fuel tank support structure that can effectively suppress the vibration of the fuel tank from being transmitted to the vehicle body in consideration of the above facts.

In order to achieve the above object, a fuel tank support structure according to claim 1 is a fuel tank support structure in which an anti-vibration member made of an elastic material is disposed between a fuel tank and a vehicle body side support portion. The anti-vibration member protrudes from the base portion to the fuel tank side and is supported by the vehicle body side support portion, and forms a gap between the base portion and the fuel tank with respect to the base portion. A plurality of anti-vibration parts that support each of the plurality of anti-vibration parts, and each of the plurality of anti-vibration parts includes a first protrusion and a second protrusion, and the first protrusion includes the base part. And a leg portion extending from the free end of the leg portion and opposed to the base portion, and forming a gap between the base portion in a free state of the vibration isolator member. And the second protrusion is formed on the opposite portion of the base portion with respect to the leg portion. From a location spaced side where, projecting below the leg section, abuts on the first projection which is deformed a predetermined amount or more by the support of the fuel tank that maintain the state of formation of the gap.

  In the fuel tank support structure according to claim 1, the fuel tank is in contact with a plurality of vibration isolation portions protruding from a base portion supported by the vehicle body side support portion of the vibration isolation member, and through the vibration isolation member It is supported by the vehicle body side support. In this state, the vibration isolating member made of an elastic material has at least a part of the vibration isolating portion forming a gap with the base. That is, at least a part of the vibration isolator supports, for example, the fuel tank while being bent and deformed, and supports the fuel tank while crushing a previously formed gap. As described above, since the air gap is formed between the base and the vibration isolating portion in the support state of the fuel tank, the spring constant of the vibration isolating portion is smaller than the configuration in which the vibration isolating protrusion is compressed and deformed. can do. Thereby, it is suppressed that the vibration of the fuel tank is transmitted to the vehicle body.

As described above, in the fuel tank support structure according to the first aspect, the vibration of the fuel tank can be effectively suppressed from being transmitted to the vehicle body. In addition, the space | gap in this invention is a space for a vibration isolator to deform | transform (displace) to the base side, and may be the space closed or open in the cross sectional view of the vibration isolator.
Further, in this fuel tank support structure, the first protrusion having a small support load of the fuel tank supports the fuel tank in a state separated from the second protrusion, that is, with a small spring constant. The first protrusion comes into contact with the second protrusion when the supporting load of the fuel tank is large and the amount of deformation toward the base becomes a predetermined amount or more, and the formation of the gap is maintained while the proximity to the base is restricted. That is, in the vibration isolator, even when a large load is input from the fuel tank, the first protrusion does not buckle, and the spring constant is small compared to the gap formation state, that is, the structure in which the vibration isolating protrusion is compressed and deformed. The state where vibration transmission is suppressed at is maintained. With this configuration, the protrusion height of the first protrusion with respect to the base portion can be increased. For example, the first protrusion can absorb variations in the shape (size of the gap) between the fuel tank and the vehicle body side support portion. become.
Further, in the fuel tank support structure according to the fourth aspect, at least a part of the second protrusion is disposed between the facing portion and the base portion at a position spaced from the leg portion of the first protrusion. That is, since the first protrusion has a facing portion extending from the free end of the leg portion toward the second protrusion side, the leg portion falls to the second protrusion side when a load is input from the fuel tank to the facing portion. It deforms as follows. For this reason, when the deformation amount of the first protrusion is equal to or greater than the predetermined amount, the facing portion reliably contacts the second protrusion, and the formation state of the gap is reliably maintained.

  A fuel tank support structure according to a second aspect of the present invention is the fuel tank support structure according to the first aspect, wherein each of the plurality of vibration isolating portions forms a gap with the base portion in a free state.

  In the tank support structure according to claim 2, at least a part of the vibration isolating portion is protruded from the base portion so as to have a portion that forms a gap between the base portion and the base portion in advance. This ensures that a gap is formed between the vibration isolator and the base in the fuel tank support state. In particular, the gap can be reliably formed in a desired portion that requires a gap, that is, a small spring constant.

A fuel tank support structure according to a third aspect of the present invention is the fuel tank support structure according to the first or second aspect , wherein the plurality of vibration isolating portions each support the load of the fuel tank with respect to the vehicle body side support portion. It is elastically deformable in a plane direction perpendicular to the direction.

In the fuel tank support structure according to claim 3 , for example, the plurality of vibration isolating portions are elastically deformed (displaced with respect to the base portion, that is, the vehicle body) following the vibration in a direction parallel to the vehicle body side support portion of the fuel tank, for example. Suppresses vibrations from being transmitted to the car body.

A fuel tank support structure according to a fourth aspect of the present invention is the fuel tank support structure according to any one of the first to third aspects, wherein the anti-vibration member is formed in an elongated shape, The shape of the cross section along the direction and the protruding direction with respect to the base of the vibration isolator is constant in each part along the direction perpendicular to the longitudinal direction and the protruding direction.

5. The fuel tank support structure according to claim 4 , wherein the cross-sectional shape along the longitudinal direction of the long vibration-proof member and the protruding direction with respect to the base of the vibration-proofing portion is along the longitudinal direction and the direction perpendicular to the protruding direction. Therefore, the vibration isolating member can be formed by extrusion molding. For this reason, it becomes possible to comprise the anti-vibration member which has said each function cheaply compared with the case where it forms by injection molding, for example.

  As described above, the fuel tank support structure according to the present invention can effectively suppress the vibration of the fuel tank from being transmitted to the vehicle body.

  A fuel tank support structure 10 according to a first embodiment of the present invention will be described with reference to FIGS. The fuel tank support structure 10 is a structure for fixing the fuel tank 12 to a floor 16 constituting an automobile body. For convenience of explanation, the direction indicated by arrow A in each figure is referred to as the forward direction, the direction indicated by arrow B as the upward direction, and the direction indicated as arrow C as the right direction.

  FIG. 2 shows the overall configuration of the fuel tank support structure 10 in a cross-sectional view. As shown in this figure, the fuel tank 12 is formed thin. Although not shown, the fuel tank 12 is formed in a substantially rectangular shape that is long in the left-right direction in plan view, and has a substantially flat shape whose height is sufficiently smaller than the front-rear length (the length on the short side of the rectangle). It is a rectangular tank. The fuel tank 12 is made of a resin material, and is formed by, for example, forming by blow molding or joining the half bodies formed by injection molding by welding or the like.

  The fuel tank 12 is supported from below by a tank band 14 as a vehicle body side support portion fixed to the floor 16. The tank band 14 is elongated in the longitudinal direction of the vehicle body, and the front and rear ends are fixed to the floor 16 by mounting bolts 18 respectively. Although not shown, the fuel tank support structure 10 is configured to support the fuel tank 12 with a plurality of tank bands 14 (not shown but a pair of left and right in this embodiment). As shown in FIG. 3, the tank band 14 has a so-called hat-shaped cross-sectional shape in which a portion excluding both ends in the front-rear direction opens downward in a front cross-sectional view, and is made of a metal material and has high rigidity with respect to the fuel tank 12. It is said that.

  In the present embodiment, as shown in FIG. 2, the fuel tank 12 is arranged under the floor of the rear portion 16 </ b> B that is raised from the front portion 16 </ b> A of the floor 16, and the front end of the tank band 14 is the floor. The rear end of the front part 16 </ b> A is fixed to the upper surface of the rear part 16 </ b> B of the floor 16. A bent portion 14A is formed at the front portion of the tank band 14 corresponding to the front lower corner portion 12A of the fuel tank 12, and the rear lower corner portion 12B of the fuel tank 12 is formed at the rear portion of the tank band 14. A bent portion 14B is formed corresponding to the above. The tank band 14 has a front end located in front of the fuel tank 12 and a rear end located above the upper edge of the fuel tank 12.

  A cushion rubber 20 as a vibration isolating member is provided between the fuel tank 12 and the tank band 14. The cushion rubber 20 is made of rubber, which is an elastic material, and serves to prevent the vibration of the fuel tank 12 from being transmitted (damped and transmitted) to the floor 16. In the present embodiment, as shown in FIG. 3, the cushion rubber 20 has an upper portion formed in the lower surface 12 </ b> C of the fuel tank 12 and enters a recessed groove 12 </ b> D that opens downward. Hereinafter, the cushion rubber 20 will be described in detail.

  As shown in FIG. 4, the cushion rubber 20 is formed in a long shape having a predetermined width corresponding to the lateral width of the upper surface of the tank band 14 as a whole. The length of the cushion rubber 20 along the front-rear direction is substantially the length from the bent portion 14A to the bent portion 14B of the tank band 14, as shown in FIG. Thereby, the cushion rubber 20 is also arranged so as to sandwich the lower corners 12A, 12B of the lower part of the fuel tank 12 from the front and rear.

  As shown in FIGS. 4 and 5A, the cushion rubber 20 has a base portion 22 formed in a substantially long rectangular shape. The base 22 is configured so that its lower surface is in close contact with the upper surface of the tank band 14 over substantially the entire surface. From the upper surface of the base portion 22, anti-vibration convex portions 24 are provided as a plurality of anti-vibration portions independently of each other. The anti-vibration convex portions 24 are arranged in series along the longitudinal direction of the base portion 22. In the present embodiment, the intervals between the anti-vibration convex portions 24 are equal. Each anti-vibration convex part 24 is composed of a pair of a first protrusion 26 and a second protrusion 28.

  As shown in FIG. 5B, the first protrusion 26 includes a leg portion 26A that protrudes upward from the base portion 22, and a facing portion 26B that extends forward from the upper end of the leg portion 26A and faces the base portion 22. And is formed in a substantially inverted L shape as viewed from the side. Accordingly, the first protrusion 26 is configured to be easily displaced (deformed) so that the leg portion 26A tilts forward when a downward load is applied to the facing portion 26B from the upper side. On the other hand, the second protrusion 28 is formed in a solid block shape that is trapezoidal in a side view, and protrudes from the front of the leg portion 26 </ b> A in the base portion 22. The second protrusion 28 has a protrusion height from the base portion 22 lower than that of the leg portion 26A, and its center portion in the front-rear direction is located immediately below the front end of the facing portion 26B, and its rear end is separated from the front end of the leg portion 26A. Yes.

  As described above, in each anti-vibration convex portion 24, a gap R is formed between the base portion 22 and the facing portion 26B, and a gap G is formed between the front portion of the facing portion 26B and the second protrusion 28. ing. Thereby, in each anti-vibration convex portion 24, the leg portion 26A is deformed in the forward tilt direction due to the load acting on the facing portion 26B from the upper side as described above, and when this deformation amount becomes a predetermined amount or more, FIG. As shown in FIG. 5, the gap G is consumed, the front portion 26B of the first protrusion 26 comes into contact with the second protrusion 28, and the formation state of the gap R is maintained.

  Further, the first protrusions 26 and the second protrusions 28 constituting each vibration-proof convex part 24 are provided so as to protrude from the base part 22 over the entire width of the base part 22 (cushion rubber 20), whereby the longitudinal length of the base part 22 is increased. It is long in the left-right direction which is a direction perpendicular to the direction. For this reason, as shown in FIGS. 7A and 7B, each anti-vibration convex portion 24 can be elastically deformed so as to twist the leg portion 26A and displace the opposing portion 26B in the left-right direction. It is said that. In addition, each anti-vibration convex part 24 can be displaced in the front-rear direction by deforming the leg part 26A to swing in the front-rear direction. As described above, each anti-vibration convex portion 24 (particularly the opposing portion 26B of the first protrusion 26) is configured to be elastically displaceable in the vertical direction, the horizontal direction, and the front-rear direction with respect to the base portion 22.

  Further, as described above, the first protrusion 26 and the second protrusion 28 that are longitudinal in the left-right direction are the front-rear direction of the base portion 22 (longitudinal direction of the cushion rubber 20) and the vertical direction (the protruding direction of the vibration-proof convex portion 24 with respect to the base portion 22). The cross-sectional shape along the line is constant in each part in the left-right direction (directions perpendicular to the front-rear direction and the up-down direction). That is, as shown in FIG. 5 (B), the first protrusion 26 has a cross-sectional shape along the longitudinal direction of the base portion 22 in each portion in the left-right direction that matches the above-described side-view shape that is a substantially inverted L shape. In the second protrusion 28, the cross-sectional shape along the longitudinal direction of the base portion 22 at each portion in the left-right direction matches the side-view shape that is the trapezoidal shape.

  In the present embodiment, the cushion rubber 20 is formed by extruding a rubber material in the extrusion direction indicated by an arrow in FIG. 5A using a correspondingly shaped extrusion die (die), and then the required length. It is manufactured by cutting into pieces.

  In the cushion rubber 20 described above, the base 22 is fixed to the upper surface of the tank band 14 by means such as adhesion, and elastically supports the fuel tank 12 that contacts the antivibration convex portion 24 from below. Specifically, as shown in a partially enlarged view in FIG. 1, the cushion rubber 20 is configured such that the lower surface of the base portion 22 is in close contact with the upper surface of the tank band 14 with almost no gap, and a plurality of vibration-proof convex portions 24 are formed. The opposed portion 26B of the first protrusion 26 is in contact with the lower surface 12C of the fuel tank 12 and the outer surfaces of the corner portions 12A and 12B.

  In the fuel tank support structure 10, the first protrusion 26 is deformed in advance by pressing the fuel tank 12 against the cushion rubber 20 (adding an initial load) at the initial assembly of the fuel tank 12. Accordingly, the first protrusion 26 of the cushion rubber 20 can follow the movement of the fuel tank 12 in the direction away from the tank band 14 (mainly upward) by elastic deformation. In order to press the fuel tank 12 against the cushion rubber 20, the upper cushion rubber 30 is sandwiched between the upper surface of the fuel tank 12 and the lower surface of the rear portion 16B of the floor 16, as shown in FIG. As shown in FIG. 6A, in this initial assembly state (the fuel tank 12 is empty), the position of the lower surface 12C of the fuel tank 12 relative to the cushion rubber 20 (first protrusion 26) in the free state is imagined. It is set to be located at a position indicated by a line.

  By the way, as shown in the schematic diagram of FIG. 8, when the fuel as the contents is stored in the fuel tank 12, the fuel tank 12 has a front-rear central portion in the front-rear direction on the lower surface 12 </ b> C that is close to the corners 12 </ b> A, 12 </ b> B. It tries to bend downwards larger than the end. On the other hand, the tank band 14 that is sufficiently rigid with respect to the fuel tank 12 has a sufficiently small amount of downward deflection as compared with the lower surface 12 </ b> C of the fuel tank 12. Therefore, the gap between the lower surface 12C and the tank band 14 is smaller in the D portion than in the E portion shown in FIG. 8, and the first protrusion 26 is greatly deformed toward the base portion 22 side. Specifically, in the portion E, the deformation of the first protrusion 26 is small as shown in FIG. 6B, and in the portion D, the facing portion 26B of the first protrusion 26 is shown in FIG. 6C. Is deformed until it comes into contact with the second protrusion 28.

  The height of the lower surface 12C of the fuel tank 12 with respect to the upper surface of the tank band 14 (the lower surface of the base portion 22) indicated by the imaginary line in FIG. 6A is H1, and FIG. ), The height of the lower surface 12C with respect to the upper surface of the tank band 14 is H2, and the height of the lower surface 12C with respect to the upper surface of the tank band 14 shown in FIG. The height is set so as to be approximately halfway (average) between H2 and height H3.

  Therefore, the anti-vibration convex part 24 located in the center part in the longitudinal direction (E part in FIG. 8) that supports the part of the cushion rubber 20 where the downward deflection of the fuel tank 12 is relatively large is provided on the fuel tank 12. In this configuration, the formation state of the gap R is maintained in a full tank state. Further, the anti-vibration convex portion 24 located in the vicinity of both ends in the longitudinal direction that supports the portion of the cushion rubber 20 where the amount of downward deflection of the fuel tank 12 is small, the first protrusion 26 is deformed toward the base portion 22 side. The state in which the fuel tank 12 that is separated from the fuel tank 12 can be followed is maintained.

  As described above, in the cushion rubber 20 to which the fuel tank 12 is pressed with the initial load, there is no first protrusion 26 that does not contact the fuel tank 12 or the number of the first protrusions 26 that do not contact the fuel tank 12. Therefore, it is possible to absorb the difference in the shape of the support portions of the fuel tank 12 and the tank band 14 (variation in the gap between the lower surface 12C and the upper surface of the tank band 14). Thereby, the load from the fuel tank 12 is distributed to each part of the cushion rubber 20 in the longitudinal direction. Further, the cushion rubber 20 has good anti-vibration performance to the fuel tank 12 because each vibration-proof convex portion 24 protrudes from the base portion 22 independently. It is the structure which can support reliably also in part 12A, 12B.

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

  In the fuel tank support structure 10 configured as described above, the pair of left and right tank bands 14 support the fuel tank 12 disposed below the floor 16 of the automobile from below via cushion rubber 20. In this state, the first protrusions 26 constituting the anti-vibration convex portions 24 of the cushion rubber 20 form gaps R with the base portion 22. For example, when the fuel tank 12 is full, the deformation of the first protrusion 26 is small in the E portion shown in FIG. 8 as shown in FIG. 6B, and in the E portion shown in FIG. ) Until the first protrusion 26 comes into contact with the second protrusion 28 as shown in FIG. The static deformation amount of the first protrusions 26 in the other portions is the static minimum deformation amount as shown in FIG. 6B and the static maximum deformation amount as shown in FIG. 6C. In this case, the static deformation amount is not less than the static minimum deformation amount and not more than the maximum deformation amount.

  Here, the cushion rubber 20 interposed between the tank band 14 and the fuel tank 12 has a plurality of anti-vibration convex portions 24 provided independently of each other along the longitudinal direction. Compared to the configuration in which the fuel tank 12 is provided, it is possible to support the fuel tank 12 with a small spring constant by the anti-vibration convex portions 24. In the cushion rubber 20, the gap R is formed between the base portion 22 and the first protrusion 26 in a state where the fuel tank 12 is supported, so that the spring constant of the support portion by the first protrusion 26 can be reduced. . That is, it is possible to support the fuel tank 12 with a small spring constant based on bending deformation as compared with a configuration in which elasticity is obtained by simply compressing a solid protrusion of rubber. Thereby, the vibration of the fuel tank 12 is suppressed from being transmitted to the floor 16 through the vehicle body, that is, the tank band 14. In other words, the vibration of the fuel tank 12 (mainly the vibration in the vertical direction) is damped by a large damping ratio based on a small spring constant.

  Thus, in the fuel tank support structure 10 according to the present embodiment, it is possible to effectively suppress the vibration of the fuel tank 12 from being transmitted to the vehicle body (cut off the vibration transmission). Thereby, in the automobile to which the fuel tank support structure 10 is applied, the quietness in the passenger compartment is improved.

  In particular, since the first protrusions 26 of the anti-vibration convex portions 24 are provided with opposing portions 26B that face the base portion 22 in a free state, the anti-vibration convex portions of the cushion rubber 20 in the support state of the fuel tank 12 are provided. A gap R is reliably formed between the base 24 and the base 24. For this reason, the space | gap R is reliably formed in each part of the longitudinal direction of the cushion rubber 20, and the vibration of the fuel tank 12 is attenuate | damped in each part of this longitudinal direction.

  In addition, since each anti-vibration convex portion 24 includes the first protrusion 26 and the second protrusion 28, the leg portion 26A of the first protrusion 26 that receives a relatively large load from the fuel tank 12 has a predetermined amount. When the second protrusion 28 is tilted to the side, the opposing portion 26B of the first protrusion 26 comes into contact with the second protrusion, so that the deformation of the first protrusion 26 is limited. In particular, since the first protrusion 26 has a facing portion 26B extending from the free end of the leg portion 26A toward the second protrusion 28, the first protrusion 26 receives a load from the fuel tank 12 to the facing portion 26B. Then, the leg portion 26A is deformed so as to fall to the second protrusion 28 side. For this reason, when the deformation amount of the first protrusion 26 is equal to or greater than a predetermined amount (support load is a predetermined value), the facing portion 26B reliably contacts the second protrusion 28. Thus, buckling of the first protrusion 26 to which a large load is partially input from the fuel tank 12 is prevented, and a state in which the fuel tank 12 can be elastically supported with a small spring constant based on the gap R is maintained. The That is, the spring constant of the anti-vibration convex portion 24 that supports a relatively large load is maintained sufficiently smaller than the solid protrusion of rubber, for example, the E portion in FIG. 8 where the support load of the fuel tank 12 is large. In this case, vibration isolation is not impaired.

  In addition, the configuration in which the second protrusions 28 are provided can increase the protrusion height of the first protrusions 26 with respect to the base 22, and variations in the shapes (gap sizes) of the fuel tank 12 and the tank band 14 can be reduced. Absorbed by one protrusion 26. That is, it is possible to maintain the state in which each first protrusion 26 supports the fuel tank 12 without being separated from the fuel tank 12. Thereby, even if the tank band 14 having a sufficiently high rigidity with respect to the fuel tank 12 is used, the first protrusions 26 located in the respective portions in the longitudinal direction of the cushion rubber 20 follow the fuel tank 12 and come into contact with each other. Twelve loads are distributed substantially uniformly (within a predetermined variation range) to each part of the cushion rubber 20 in the longitudinal direction. That is, the cushion rubber 20 does not partially increase the support load and deteriorate the vibration isolation performance. Further, as described above, the first protrusion 26 that has a high protrusion height with respect to the base portion 22 and is bent and deformed effectively maintains the contact state with the fuel tank 12 even when the fuel tank 12 vibrates with a large amplitude, and effectively attenuates the vibration. can do. That is, in the fuel tank support structure 10, as compared with the conventional configuration in which the protrusion is simply compressed and deformed, not only the spring constant is reduced, but also the amplitude of the vibration that can be damped is increased. Can be attenuated.

  In the fuel tank support structure 10, the gap between the tank band 14 and the lower surface 12 </ b> C of the fuel tank 12 is larger than the center portion at both ends in the front-rear direction close to the connection portion with the floor 16. The static deformation amount of the first protrusion 26, that is, the spring constant of the support portion, is smaller at both end sides (for example, E portion in FIG. 8) than at the central side (D portion in FIG. 8). For this reason, in the fuel tank support structure 10, the support spring constant is reduced so that the support spring constant decreases from the front and rear central portion of the tank band 14 to the fixed portion (front and rear ends) to the floor 16 where vibration is easily transmitted to the floor 16. The spring constant is changed, and vibration transmission to the floor 16 can be more effectively suppressed.

  Further, in the fuel tank support structure 10, each anti-vibration convex portion 24 of the cushion rubber 20, particularly the first protrusion 26, is configured to be able to displace the opposing portion 26 </ b> B in the left-right direction with respect to the base portion 22. The vibration in the left-right direction is also effectively damped. Further, since the first protrusions 26 are deformed (displaced) so as to swing back and forth with respect to the vibration in the front-rear direction of the fuel tank 12 (longitudinal direction of the cushion rubber 20), the fuel follows. The vibration in the front-rear direction of the tank 12 is also effectively damped. Particularly, the vibration in the front-rear direction of the fuel tank 12 is also effectively damped by the cushion rubber 20 supporting the front and rear corners 12A, 12B of the fuel tank 12 from the front-rear direction following the tank band 14. The

  Here, the cushion rubber 20 constituting the fuel tank support structure 10 is formed by extrusion molding because the cross-sectional shape of the cross section along the front-rear direction and the vertical direction is constant in each part in the left-right direction. It can be obtained by cutting with a desired length. For this reason, it becomes possible to comprise the cushion rubber 20 which fulfill | performs said each function cheaply compared with the case where it forms by injection molding, for example.

  Next, another embodiment of the present invention will be described. Parts and portions that are basically the same as those in the first embodiment or the previous embodiment are denoted by the same reference numerals as those in the first embodiment or the previous embodiment, and the description and Illustration may be omitted.

  FIG. 9 shows a fuel tank support structure 50 according to the second embodiment in a front sectional view corresponding to FIG. As shown in this figure, the fuel tank support structure 50 includes a tank band 52 instead of the tank band 14. The tank band 52 has a substantially inverted hat-shaped cross-sectional shape, and a concave groove 52C is formed in which the lower ends of a pair of left and right side walls 52A are connected by a bottom plate 52B and open upward. The bottom plate 52B of the tank band 52 is provided with a drain hole 52D so that rainwater or the like does not collect in the concave groove 52C. A plurality of drain holes 52 </ b> D are provided along the longitudinal direction of the tank band 52.

  In the fuel tank support structure 50, a cushion rubber 54 is disposed in the recessed groove 52 </ b> C of the tank band 52. As shown in FIGS. 10 (A) and 10 (B), the cushion rubber 54 is configured by a plurality of anti-vibration projections 24 protruding independently from each other from the upper surface of the long sheet-like base 22. In common with the cushion rubber 20. Hereinafter, the points of the cushion rubber 54 different from the cushion rubber 20 will be described. A drain hole 54 </ b> A is provided between the anti-vibration convex portions 24 in the base portion 22 of the cushion rubber 54 that enters the concave groove 52 </ b> C of the tank band 52. Each drain hole 54A communicates with the drain hole 52D of the tank band 52, and the water on the base 22 in the concave groove 52C is discharged to the outside of the tank band 52 through the drain holes 54A and 52D. ing.

  In addition, positioning pieces 54 </ b> B extend in the left-right direction from between the anti-vibration convex portions 24 in the base portion 22 of the cushion rubber 54. A gap 54C is formed between the positioning pieces 54B adjacent in the front-rear direction. That is, the notch portions 54 </ b> C are disposed on the left and right sides of each anti-vibration convex portion 24. The positioning pieces 54B are in contact with or close to the inner surfaces of the corresponding side walls 52A in a state in which the cushion rubber 54 has entered the recessed grooves 52C of the tank band 52. Accordingly, the cushion rubber 54 is positioned so as not to be displaced in the left-right direction with respect to the tank band 52, and the vibration-proof convex portion 24 is prevented from interfering with the side wall 52A.

  Other configurations of the fuel tank support structure 50 described above are the same as the corresponding configurations of the fuel tank support structure 10. Therefore, the fuel tank support structure 50 according to the second embodiment can achieve the same effect as the fuel tank support structure 10 according to the first embodiment.

  Thus, the scope of application of the present invention is not limited by the shape of the tank bands 14 and 52 as the vehicle body side support portions.

FIG. 11 shows a fuel tank support structure 60 according to a reference example . As shown in this figure, the fuel tank support structure 60 is different from the fuel tank support structure 10 according to the first embodiment in that a cushion rubber 62 is provided instead of the cushion rubber 20. The cushion rubber 62 is configured to have a base portion 22 and vibration-proofing protrusions 64 as a plurality of vibration-proofing portions protruding from the base portion 22. The plurality of anti-vibration protrusions 64 are arranged in series at equal intervals along the longitudinal direction of the long base 22.

  Each of the anti-vibration protrusions 64 is configured such that a facing portion 64B is bridged between the upper ends of a pair of leg portions 64A erected from the base portion 22, and the pair of leg portions 64A are separated from each other in the front-rear direction. The facing portion 64B is opposed to the base portion 22 in the free state of the cushion rubber 62 and forms a gap R.

Other configurations of the fuel tank support structure 60 described above are the same as the corresponding configurations of the fuel tank support structure 10. Therefore, the fuel tank support structure 60 according to the reference example can provide substantially the same effect as the fuel tank support structure 10 according to the first embodiment. When the support rigidity (spring constant) of the fuel tank 12 is set low and vibration isolation is prioritized, a fuel tank support structure in which a gap G is formed between the second protrusion 28 and the first protrusion 26. 10 is desirable, and when the support rigidity of the fuel tank 12 is increased, it is desirable to employ the fuel tank support structure 60.

In each of the above-described embodiments or reference examples , the example in which the anti-vibration convex portions 24 are arranged in a line along the longitudinal direction of the long cushion rubbers 20, 54, and 62 has been shown, but the present invention is not limited thereto. For example, the anti-vibration convex portions 24 provided in two or more rows may be arranged in parallel. Further, in each of the above-described embodiments or reference examples , an example in which the lower surface of the base portion 22 is a flat end surface is shown. However, the present invention is not limited to this. Also good.

  Furthermore, the present invention is not limited to the example in which the anti-vibration convex portion 24 includes the first protrusion 26 and the second protrusion 28. For example, the anti-vibration convex portion 24 includes only the first protrusion 26. May be. Further, the present invention is not limited to the configuration in which the plurality of anti-vibration convex portions 24 are arranged at equal intervals along the longitudinal direction of the cushion rubbers 20, 54. The anti-vibration convex portions 24 may be arranged at unequal intervals.

It is a sectional side view which expands and shows the fuel tank support structure which concerns on the 1st Embodiment of this invention. 1 is a side sectional view showing a fuel tank support structure according to a first embodiment of the present invention. It is front sectional drawing which expands and shows the fuel tank support structure which concerns on the 1st Embodiment of this invention. It is a perspective view which shows a part of tank band and cushion rubber which comprise the fuel tank support structure which concerns on the 1st Embodiment of this invention. It is a figure which shows the cushion rubber which comprises the fuel tank support structure which concerns on the 1st Embodiment of this invention, Comprising: (A) is a top view, (B) is a partially cutaway side view. It is a figure which shows typically the fuel tank support state by the fuel tank support structure which concerns on the 1st Embodiment of this invention, Comprising: (A) is a side view which shows the assembly position of the fuel tank with respect to the cushion rubber of a free state (B) is a side view which shows the support state of the E section shown in FIG. 8, (C) is a side view which shows the support state of the D section shown in FIG. It is a figure which shows typically the state which the cushion rubber which comprises the fuel tank support structure which concerns on the 1st Embodiment of this invention displaces in the direction perpendicular | vertical to a longitudinal direction, Comprising: (A) is the displacement state to the right side (B) is a top view which shows the displacement state to the left. It is a sectional side view showing typically the fuel tank support structure concerning a 1st embodiment of the present invention. It is front sectional drawing which expands and shows the fuel tank support structure which concerns on the 2nd Embodiment of this invention. It is a figure which shows the cushion rubber which comprises the fuel-tank support structure which concerns on the 2nd Embodiment of this invention, Comprising: (A) is a top view, (B) is a side view partly notched. Or it is a side view which expands and shows the fuel tank support structure which concerns on a reference example .

Explanation of symbols

10 Fuel tank support structure 12 Fuel tank 14 Tank band (vehicle body side support part)
20 Cushion rubber (anti-vibration member)
22 Base 24 Anti-vibration convex part (Anti-vibration part)
26 1st protrusion 26A Leg part 26B Opposing part 28 2nd protrusion 50/60 Fuel tank support structure 52 Tank band (vehicle body side support part)
54.62 Cushion rubber (anti-vibration member)

Claims (4)

A fuel tank support structure in which an anti-vibration member made of an elastic material is disposed between the fuel tank and the vehicle body side support portion,
The vibration isolator is
A base portion supported by the vehicle body side support portion;
A plurality of vibration isolating portions protruding from the base to the fuel tank side, each supporting the fuel tank with respect to the base while forming a gap between the base and the base;
It is composed including
The plurality of vibration isolation units are:
Each having a first protrusion and a second protrusion,
The first protrusion is composed of a leg erected from the base and an opposing part that extends from a free end of the leg and faces the base, and the base is in a free state of the vibration isolation member. A gap is formed between
The second protrusion protrudes lower than the leg portion from a position spaced apart from the extending portion of the facing portion with respect to the leg portion of the base portion, and is deformed by a predetermined amount or more by the support of the fuel tank. A fuel tank support structure that maintains contact with one protrusion and maintains the formation of the gap .   2. The fuel tank support structure according to claim 1, wherein each of the plurality of vibration isolation portions forms a gap with the base portion in a free state. 3. The fuel tank support structure according to claim 1 , wherein each of the plurality of vibration isolation portions is elastically deformable in a plane direction perpendicular to a load support direction of the fuel tank with respect to the vehicle body side support portion . The anti-vibration member is formed in a long shape, and the shape of the cross section along the longitudinal direction and the protruding direction with respect to the base of the anti-vibration part is along a direction perpendicular to the longitudinal direction and the protruding direction, respectively. The fuel tank support structure according to any one of claims 1 to 3 , which is constant in each portion .

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