JPH04121421A - Power plant structure for vehicle - Google Patents

Abstract

PURPOSE:To reduce a noise caused in a car by oscillation transmission from a power plant to a vehicle body by connecting a supporting member to a transmission and a cylinder block, and by increasing a resonance frequency of opening/closing modes of the transmission and the cylinder block. CONSTITUTION:A crank shaft of a cylinder block 3 and an input shaft of a transmission 4 are arranged parallelly to each other, and driven by connecting through a power transmission mechanism such as a chain. An alternator l is rigidly connected to the cylinder block 3 and to the transmission 4 by means of a supporting member which supports the alternator 1 such as bracket 6a, 6b. A rotary shaft 11 of the alternator 1 is connected to a crank pulley 7 through a belt 10. A resonance frequency of opening/closing modes of the cylinder block 3 and the transmission 4 is increased, and noises in a car caused by oscillation transmission from a power plant to a vehicle body are reduced.

Description

[Detailed description of the invention] Industrial applications The present invention relates to the structure of a vehicle power plant.

BACKGROUND OF THE INVENTION Power plants for vehicles are known, in which a transmission, a differential gear, etc. are attached to a conventional engine.

FIG. 13 is a schematic diagram of the power plant described above, in which 1 is an alternator, 3 is a cylinder block, 4 is a transmission, and 5 is a differential gear. And the alternator 1 has brackets 2a and 2b
is supported on the side surface of the cylinder block 3 by.

Further, the transmission 4 is arranged on one end side of the cylinder block 3.

By the way, in the power plant structure shown in the example in Fig. 13, the total length of the power plant becomes long, and the power decreases due to a decrease in the lowest resonance frequency of vibration throughout the power plant and resonance existing in a relatively low frequency region. Vibration transmitted from the plant to the vehicle body becomes tHM, which increases the noise inside the vehicle interior.

Therefore, in order to reduce the total length of the power plant, the first
As shown in FIG. 4, a power plant structure in which a cylinder block and a transmission are arranged parallel to each other has been considered (see Japanese Patent Application No. 1-173699).

In FIG. 14, the crankshaft of the cylinder block 3 (
(not shown) and an input shaft (not shown) of the transmission 4 are arranged in parallel, and these crankshafts and input shafts are connected by a power transmission mechanism such as a chain i6.

However, in the power plant structure shown in FIG. 14, the cylinder block 3 and the transmission 4 are
Since the cylinder block 3 and the transmission 4 are arranged in parallel, the resonance frequency of the open/close mode between the cylinder block 3 and the transmission 4 is lowered. In other words, as shown in FIG. 7, the resonance frequency of the cylinder block 3 and transmission 4 when they vibrate in the direction of the arrow decreases.

Therefore, due to the reduction in the resonant frequency in the opening/closing mode, vibrations are transmitted from the power plant to the vehicle body, resulting in the inconvenience that noise is generated within the vehicle interior.

Means for Solving the Problems In order to solve the above problems, the present invention arranges the input shaft of the transmission and the crankshaft of the cylinder block in parallel, and connects the input shaft and the crankshaft using a power transmission mechanism. The coupled vehicle power plant structure is characterized in that a support member for supporting an alternator is coupled to a transmission and a cylinder block.

Since the working cylinder block and the transmission are coupled by the alternator support member, the resonance frequency of the open/close mode between the cylinder block and the transmission is increased, and cabin noise due to vibration transmission from the power plant to the vehicle body is reduced.

Embodiment FIG. 1 is a schematic top view of a power plant that is an embodiment of the present invention, and FIG. 2 is a schematic side view of the example in FIG. 1. Components equivalent to those in the example in FIG. It is attached.

1 and 2, the crankshaft (not shown) of the cylinder block 3 and the input shaft (not shown) of the transmission 4 are parallel to each other, and these crankshafts and input shafts are connected by a chain. They are connected and driven by a power transmission mechanism such as the following.

Further, the alternator 1 is rigidly connected to the cylinder block 3 and the transmission 4 by support members that support the alternator 1, that is, brackets 6a and 6b. The rotating shaft 11 of the alternator 1 and the crank pulley 7 are connected by a belt 10.

Note that 8 is a crankcase, and 9 is an oil pan. In addition, in Figure 1, crank pulley 7 and belt are rotated 10 degrees! 1qbll is omitted.

FIG. 3 is an enlarged view of the part where the alternator 1 in the example of FIG. 1 is attached. A through hole 6C is formed in the bracket 6a, and a bolt 12b is inserted into this through hole 6C.
is inserted, and the bolt 12b is screwed into the nut 14 via the washer 17, whereby the bracket 6a is attached to the cylinder block 3. Further, a through hole 6d is formed in the bracket 6b, and this through hole 6d is formed in the bracket 6b.
A bolt 13 is inserted into d, and with this bolt 13,
Bracket 6b is attached to transmission 4. The through holes 6C and 6d have shapes extending in a direction substantially orthogonal to the longitudinal direction of the rotating shaft 11. This is shaped as described above in order to adjust the tension of the belt 10.

FIG. 4 is a detailed view of the attachment portion of the bracket 6a to the cylinder block 3, where 15 is a bracket attachment portion provided on the cylinder block 3, and 12 is a vertical adjustment mechanism.

FIG. 5 is a top view of the bracket mounting portion 15, and the adjustment mechanism 12 is omitted in FIG. 16 is a hole, and this hole 16 extends from the front side of the page of FIG. 5 to the back side (from top to bottom in FIG. 4),
The adjustment mechanism 12 is inserted into this hole 16.

FIG. 6(A) is a front view of the adjusting mechanism 12, and FIG. 6(B) is a side view of the adjusting mechanism 12. Body 12 of adjustment mechanism 12
A female threaded portion 12c is formed in d, and a vertical adjustment bolt 12a is screwed into this female threaded portion 12C. Further, the above-mentioned bolt 12b is provided in the lower part of the main body 12d.

Then, the adjustment mechanism 12 is inserted into the hole 16, and the bolt 12b is inserted into the through hole of the bracket 6a.
2b and the nut 14 are screwed together.

In this case, as described above, the through hole 6C has a shape extending in a direction substantially perpendicular to the longitudinal direction of the rotating shaft 11, and when the vertical adjustment bolt 12a is rotated, the main body 1
Since the belt 2d can be moved in the vertical direction in FIG. 4, the belt 10 can be adjusted to an appropriate tension.

As described above, according to one embodiment of the present invention, the cylinder block 3 and the transmission 4 are rigidly connected by the brackets 6a and 6b of the alternator 1.
In other words, as shown in FIG. 7, the resonance frequency of the vibration of the cylinder block 3 and transmission 4 in the direction of the arrow can be increased. This makes it possible to reduce interior noise caused by vibrations transmitted from the power plant to the vehicle body.

FIG. 8 is a schematic top view of a power plant according to another embodiment of the invention, and FIG. 9 is a schematic side view of the example shown in FIG.
Components equivalent to those in the example in FIG. 1 are given the same reference numerals. The difference between the example in FIG. 8 and the example in FIG. 1 is that in the example in FIG.
The rotor shaft 19 is connected to the output shaft of the transmission 4 via a spline, and the rotor rotating shaft 19 is not driven by the crank pulley 7 via the belt 10 as in the example shown in FIG.

Therefore, in the example shown in FIG. 8, there is no need for an adjustment mechanism for adjusting the tension of the belt.

FIG. 10 is a partially cutaway enlarged view of the part to which the alternator 1 in the example of FIG. 8 is attached.

In FIG. 10, among brackets 18a and 18b which are supporting members for supporting the alternator 1, the bracket 18a is fixed to the cylinder block 3 by bolts 20a and is rigidly connected. Further, the bracket 18b that supports the alternator 1 is fixed to the transmission 4 with bolts 20b and is rigidly connected. The rotating shaft 19 of the alternator 1 is coupled to an input shaft 4a of the transmission 4. In this case, a spline is formed between the rotating shaft 19 and the input shaft 4a, and the rotating shaft 19 and the input shaft 4a are connected by this spline. Note that 1a is a rotor of the alternator 1.

In the example shown in FIG. 8, the rotor rotation shaft 19 of the alternator 1 is connected to the input shaft 4a, so when the clutch of the vehicle is disengaged due to the power generation load of the alternator 1 for charging the battery. , 1' The rotational speed of the input shaft 4a drops rapidly, so when the clutch is engaged with the rotational speed of the input shaft 4a dropping, vibrations are generated, and the vibrations are transmitted into the passenger compartment. May generate noise.

Therefore, in this embodiment, if switch means 22 and 23 are provided to connect and disconnect the power generation load of the alternator 1 from the alternator 1 in conjunction with the connection and disconnection of the clutch, the vibration when the clutch is connected can be avoided, and the Noise can be further reduced.

That is, as shown in FIG. 11, a relay 1' switch 23 is provided between the stator coil 1b of the alternator 1 and the output terminal 24. Further, 22 is a switch, and this switch 1' switch 22 is turned off when the clutch pedal 21 is not depressed, and turned on when the clutch pedal 21 is depressed. The relay switch 23 is on when the switch 22 is off, and is off when the switch 22 is on. In other words, when the clutch pedal 21 is not depressed, the output terminals 24 and 25
When the clutch pedal 21 is depressed, the relay switch 23 is turned off and the supply of power to the power generation load is stopped. However, if the clutch is disengaged, the input shaft 4
There is no sudden drop in the rotational speed of the engine A, vibrations generated when the clutch is engaged are suppressed, and noise inside the vehicle is also suppressed. In addition, the IC is the rotor field coil 1', 2
6 is an excitation terminal.

FIG. 12 shows a modification of the example shown in FIG. 11, and in this FIG. 12, a relay switch 23 is provided between the field coil IC and the excitation terminal 26. When the clutch pedal 21 is not depressed, the switch 22 is off and the relay switch 23 is on.

In addition, when the Kula Sochi pedal 21 is depressed,
The switch 1' switch 22 is on and the relay switch 23 is off. That is, when the clutch pedal 21 is not depressed, the field coil I is connected to the excitation terminal 26.
An excitation current flows through C, and power is supplied from the alternator 1 to the power generation load. When the clutch pedal 21 is depressed, the relay switch 23 is turned off, the supply of excitation current to the field coil IC is stopped, and the power supply to the power generation load is also stopped. Therefore, in the example shown in FIG. 12 as well, when the clutch is disengaged, the rotational speed of the input shaft 4a does not drop suddenly, and the generation of vibration when the clutch is engaged is suppressed, and the noise inside the vehicle is also suppressed. be done.

As described above, according to the embodiment shown in FIG. 8, the rotor rotation shaft 19 of the alternator 1 is connected to the transmission 4.
Since the cylinder block 3 and the transmission 4 are rigidly connected by the brackets 18a and 18b of the alternator 1, the cylinder block 3 and the transmission 4 can be rigidly connected by a simple mounting structure. By increasing the resonant frequency of the opening/closing mode, it is possible to reduce interior noise caused by vibrations transmitted from the power plant to the vehicle body.

Further, the switch means 22 is connected to the engagement and disengagement of the vehicle clutch.
．． 23, the power generation load of the alternator 1 is also intermittent, so there is no sudden drop in the rotational speed of the 1' buttshaft due to discontinuation of the clutch, vibrations generated by this sudden drop in rotational speed are avoided, and noise inside the vehicle is reduced. suppress.

Effects of the Invention As described above, according to the present invention, the input shaft of the transmission and the crankshaft of the cylinder block are arranged in parallel, and the input shaft and the crankshaft are connected using a power transmission mechanism. In the plant structure, the support member that supports the alternator is connected to the transmission and the cylinder block, so the resonance frequency of the opening/closing mode between the transmission and the cylinder block is increased, and vibrations are transmitted from the power plant to the vehicle body. It is possible to reduce indoor noise.

In addition, by connecting the rotating shaft of the alternator to the input shaft of the transmission and configuring the rotating shaft of the alternator to be rotationally driven by the input shaft, the cylinder block and the transmission can be connected with a simpler mounting structure. By increasing the resonant frequency of the open/close mode, it is possible to reduce the noise inside the vehicle interior caused by vibrations transmitted from the power plant to the vehicle body.

Furthermore, in the structure in which the rotating shaft of the alternator is connected to the transmission's one-button shaft, a switch means is provided to disconnect and disconnect the alternator from the alternator's power generation load in conjunction with the clutch disconnection of the vehicle. Since noise generation due to vibrations can be avoided, parking noise inside the vehicle can be further reduced.

[Brief explanation of the drawing]

FIG. 1 is a schematic top view of an embodiment of the present invention, FIG. 2 is a schematic side view of the example in FIG. 1, FIG. 3 is a partially enlarged view of the example in FIG. Detailed view, FIG. 5 is a top view of the mounting part, FIG. 6 is a schematic diagram of the adjustment mechanism, FIG. 7 is an explanatory diagram of the opening/closing mode, and FIG. 8 is a schematic top view of another embodiment of the present invention. ,
Figure 9 is the I? of the example in Figure 8? E schematic side view Figure 10 is a partially enlarged view of the example in Figure 8, Figure 11 is a circuit diagram for intermittent generation load, Figure 12 is a circuit diagram showing a modification of the example in Figure 11,
FIG. 13 is a diagram showing an example of a conventional power plant structure,
FIG. 14 is a diagram showing another example of the conventional power plant structure. 1... Alternator, 3... Cylinder block, 4
... Transmission, 4a... Input shaft, 5... Differential gear, 6a, 6b1
8a, 18b... Bracket (alternator support member), 19... Alternator rotating shaft, 21... Clutch pedal, 22° 23... Switch means. (A) (B) (A) (B) (A) (B) (A) (B) (A) (B) (A) (B)

Claims (3)

[Claims] (1) In a vehicle power plant structure in which the input shaft of the transmission and the crankshaft of the cylinder block are arranged in parallel and these input shafts and the crankshaft are connected using a power transmission mechanism, a support member that supports the alternator is provided. A vehicle power plant structure characterized by being coupled to a transmission and a cylinder block. (2) In the vehicle power plant structure according to claim 1, the rotating shaft of the alternator is coupled to the input shaft of the transmission, and the rotating shaft of the alternator is rotationally driven by the input shaft. Characteristic vehicle power plant structure. (3) The power plant structure for a vehicle according to claim 2, further comprising a switch means for connecting and disconnecting the power generation load of the alternator from the alternator in conjunction with disconnection and disconnection of the vehicle clutch. power plant structure.