JPH04328021A - Engine mount for vehicle - Google Patents

Abstract

PURPOSE:To realize construction capable of effectively absorbing vibration of an engine in vertical and horizontal directions and roll vibration in an engine mount provided on the side of a car body. CONSTITUTION:A lateral engine mount 53 is provided with an outer tubular body 54 extending in lateral direction so as to set the mount 53 to a car body and an inner tubular body 43 placed inside the outer tubular body 54 and extends in longitudinal direction to set an engine bracket 44 fixed to a power plant. An elastic body 64 is interposed between the outer tubular body 54 and the inner body 43, and an engine bracket mounting part 73 in the form of nearly U latter and provided with a flat surface 43b is formed at the end part of the inner tubular body 43 projected from the outer tubular body 54. Thereby vibration of an engine in vertical and horizontal directions and roll vibration are abosrbed by the engine mount 53. The end part of the inner tubular body 43 projected from the outer tubular body 54 is shaped in the form of nearly U letter, and the tosional rigidity of the inner tubular body 43 can be also enhanced with a simple construction.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle engine mount, and more particularly, to a structure of an engine mount that supports the side of a horizontal power plant for mounting the power plant on a vehicle body.

0002

2. Description of the Related Art When a suspension device or a power plant is attached to a vehicle body, a suspension cross member that extends and is supported in the left and right directions of the vehicle body is often used. Suspension cross members have traditionally been manufactured by combining two pressed steel plates together, but recently die-cast aluminum suspension cross members have been gradually coming into use. Therefore, it has become relatively easy to form the suspension cross member into a complex shape by integrating it. However, when attaching a power plant consisting of an engine, transmission, etc. to such a cast suspension cross member, an important issue is how to ensure the strength of the attachment site and take anti-vibration measures. Become. For example, Utsukai Showa 63-
Publication No. 112926 discloses that in order to mount an engine on a vehicle body, an engine bracket attached to the engine is fixed to an engine mount attached to the vehicle body with a through bolt inserted laterally. The engine support structure using the engine mount is described.

0003

[Problem to be Solved by the Invention] By the way, when installing a power plant assembly that integrates an engine with a suspension device, etc. into a vehicle body, when automatically installing it using a robot etc., it is difficult to screw the through bolts laterally. It is not easy to do so. That is, in automatic mounting, bolts, nuts, etc. are preferably attached from above and below. This is because there is generally sufficient space vertically, but in order to install bolts etc. from the side, space is required horizontally at that location, which creates extra space in the power plant assembly. This is because it becomes necessary to secure a work space for the robot, and the robot becomes larger and more complex. Therefore, as mentioned above, if the engine bracket is fixed to the engine mount with a through bolt that is inserted laterally, installation and automatic mounting will be difficult, and assembly using robots or the like will be difficult. There is a problem that workability is impaired. Incidentally, the above-mentioned engine mount preferably has a structure that can absorb vibrations of the engine in the vertical direction or the horizontal direction. Furthermore, it is necessary to improve the torsional rigidity of the engine mount itself with a simple structure so as to be able to cope with roll vibration. Also, in some cases,
The spring constant for horizontal vibrations in the engine mount can be made different from that for vertical vibrations, making it possible to exert vibration absorption power according to each vibration characteristic. It's convenient. As described above, when installing a power plant to a vehicle body, various technical measures and devices are required, but there are currently no concrete measures, and effective measures are desired to be proposed. The present invention was made in view of the above circumstances, and its purpose is to effectively absorb vertical and horizontal vibrations and roll vibrations of the engine in an engine mount provided on the side of a vehicle body.
In addition, the torsional rigidity for this purpose can be improved with a simple structure without using high-rigidity members, and the transmission of vibration and noise can be prevented. To improve the ease of mounting and automatic mounting when fixing an engine bracket, and to improve workability and ease of assembly through mechanization.
The purpose of the present invention is to provide a vehicle engine mount that achieves the following.

0004

[Means for Solving the Problems] The present invention provides a side engine mount installed on the side of the vehicle body that can support the side portion of the power plant in order to mount a horizontal power plant on the vehicle body. applied to the structure of Its features are that, with reference to FIGS. 1 to 3, the side engine mount 53 includes an outer cylinder body 54 extending in the left-right direction for attachment to a vehicle body 56 (see FIG. 7); Power plant 48 (see Figure 7)
The engine includes an inner cylindrical body 43 that extends in the front-rear direction to attach an engine bracket 44 fixed to the engine bracket. Between the outer cylinder body 54 and the inner cylinder body 43, the inner cylinder body 43
An elastic body 64 having an engagement hole 66 in close contact with the outer surface of the body 43a is interposed. An approximately U-shaped engine bracket mounting portion 73 having a flat surface 43b is provided at the end of the inner cylinder 43 protruding from the outer cylinder 54. The cross section of the body 43a of the inner cylinder 43 is approximately elliptical, and the engagement hole is a substantially elliptical hole 66A (see FIG. 4) that matches the outer shape of the body 43a of the inner cylinder 43.
is formed on the elastic body 64. Powerplant 4 front and rear
The center of gravity G of the power plant assembly is located on the opposite side of the side engine mount 53 with respect to a line 57 connecting the center of the front engine mount 49 and the center of the rear engine mount 47 supporting the engine 8 (see FIG. 7). Ok,
The mounting surface 73a (see FIG. 1) that the upper surface of the engine bracket 44 fixed to the power plant 48 comes into contact with,
Engine bracket mounting portion 73 provided on the inner cylinder body 43
It is best to form it on the bottom surface of the .

[0005]

[Operation] The side engine mount 53 attached to the side of the vehicle body consists of an outer cylindrical body 54 extending in the left-right direction of the vehicle body, and an inner cylindrical body 43 located inside the outer cylindrical body 54.
An elastic body 64 is interposed between the two cylindrical bodies 54 and 43. This elastic body 64 is formed with an engagement hole 66 that comes into close contact with the outer surface of the body 43a of the inner cylinder 43. The inner cylindrical body 43 extends in the front-rear direction to fix an engine bracket 44 attached to the power plant 48, and has an elastic body 64 press-fitted therein. The body portion 43a of the inner cylindrical body 43 has a circular cross section within the elastic body 64, and the circumferential thickness of the elastic body 64 is the same. By this elastic body 64, horizontal vibrations and vertical vibrations of the horizontal power plant 48 are absorbed in the same vibration mode. When the outer cylindrical body 54 is twisted by the vibration of the rolls, the inner cylindrical body 43 is also twisted via the elastic body 64. The twist is partially absorbed by the elastic body 64, and the bolt 5 fixing the inner cylinder body 43 to the engine bracket 44
It is suppressed at 5.55 points. Note that both ends of the inner cylindrical body 43 are provided with flat surfaces 43b for fixing the engine bracket 44, so that the engine bracket 44 attached to the power plant 48 can be attached easily and automatically when attached to the inner cylindrical body 43. The ease of assembly during installation work is improved. Such a flat surface 43b will be subjected to a considerable load due to the roll vibration of the power plant 48, but the engine bracket mounting portion 73 has a substantially U-shaped cross section, so even if a bending moment is applied, Durable torsional rigidity is ensured. When the body portion 43a of the inner cylindrical body 43 has a substantially elliptical cross section, the engagement hole formed in the elastic body 64 is also a substantially elliptical hole 66A. Therefore, the thickness of the elastic body 64 is different between the upper and lower sides and the left and right sides, and the spring constants for vertical vibration and horizontal vibration are changed, and it is possible to provide a vibration absorption function according to each vibration mode. Incidentally, the front and rear parts of the power plant 48 are attached to a front engine mount 49 and a rear engine mount 47, and are integrated with a suspension device attached to a suspension cross member to form a power plant assembly. In this example, the center of gravity G of the power plant assembly is located on the right side of the line 57 connecting the front engine mount 49 and the rear engine mount 47, that is, on the opposite side from the fourth engine mount 53. Therefore, when the power plant assembly is raised toward the vehicle body from below in order to be assembled to the vehicle body, the engine bracket 44 attached to the left side of the power plant 48, for example, is attached to the fourth It comes into contact with a mounting surface 73a on the lower surface of the engine bracket mounting portion 73 of the inner cylindrical body 43 projecting from the engine mount 53. However, since the center of gravity G is located opposite to the fourth engine mount 53, a force that causes the power plant assembly to tilt upward to the left acts on the power plant assembly. Therefore, the engine bracket 44 maintains contact with the fourth engine mount 53, and the power plant assembly is prevented from tilting further to the left. In other words, when the power plant assembly is automatically mounted on the vehicle body, it is possible to temporarily support the power plant assembly without using a support means to prevent the power plant assembly from collapsing, and in that state, the fourth engine mount 53 engine bracket 4
4 can be fixed with bolts 55, 55. In this way, the power plant assembly can be easily automatically mounted on the vehicle body.

[0006]

[Effects of the Invention] According to the present invention, the outer cylinder extends in the left-right direction of the vehicle body, and the inner cylinder extends in the front-rear direction and is installed in the outer cylinder through the elastic body. Vertical and horizontal vibrations and roll vibrations can be absorbed by the side engine mounts. The end of the inner cylinder protruding from the outer cylinder is approximately U-shaped, and the torsional rigidity of the inner cylinder is increased with a simple configuration without using a separate high-rigidity member. It can also be adapted to roll vibration. In addition, the approximately U-shaped engine bracket mounting part has a flat surface suitable for attaching bolts and nuts from above and below, making it easy to install and automatically fix the engine bracket attached to the engine to the flat surface. Improves ease of assembly during installation. By making the cross section of the body of the inner cylinder substantially elliptical and forming a substantially elliptical hole in the elastic body that matches the outer shape of the body of the inner cylinder, the spring constant for vibration in the vertical direction can be changed to It can be made to differ with respect to vibration, and can exhibit vibration absorption characteristics according to each vibration. The mounting surface of the engine bracket is formed on the lower surface of the engine bracket mounting portion of the side engine mount, and the center of gravity of the power plant assembly is aligned laterally with respect to the line connecting the center of the front engine mount and the center of the rear engine mount. If it is located on the opposite side from the engine mount, the change in attitude caused by the weight distribution of the power plant assembly will automatically maintain the contact state between the engine bracket and the mounting surface on the bottom of the engine bracket mounting part, and the power plant Improves work efficiency when assembling the assembly to the vehicle body.

[0007]

EXAMPLES The present invention will be explained in detail below based on examples. FIG. 9 shows a plan view of the right half of the multi-link suspension device and suspension cross member on the front side of the vehicle body. FIG. 10 is a rear view, and FIG. 11 is a side view thereof. In addition, the upper side in FIG. 9 is the front side of the vehicle body, and the lower side is the rear side. A first cross member provided at a front position to support an engine (not shown) and a second cross member 1 serving as a suspension cross member provided at a rear position are installed. The second cross member 1 is an aluminum die-cast product, and has an arm portion 3 protruding rearward from a main body portion 2, and has one hole 4 on the front side and two holes 5 and 6 on the rear side. It is being Then, insert the stud bolts 7 and bolts 8 and 9 shown in FIG. 10 into the respective holes 4, 5, and 6, and attach the side frames 59 as the vehicle body frame shown in FIG. 12 at a total of six hole positions on the left and right sides of the vehicle body. , the second cross member 1 can be fixed. The intermediate bent portion 12A and rear end portion 12B of the lower arm 12 of the suspension device are attached to the front attachment portion 10 (see FIG. 9) and the rear attachment portion 11 of the second cross member 1. FIG. 13 shows the planar shape of the lower arm 12. This lower arm 12 is also an aluminum die-cast product and is a link formed in an approximately A-shape, and the intermediate bent portion 12A described above corresponds to the top of the A-shape. By the way. In FIG. 9, a rubber bush 13 is inserted into the front attachment part 10, and a collar (not shown) is attached therein. Such a front attachment portion 10 is attached to an intermediate bent portion 12A of the lower arm 12.
The front mounting portion 10 and the lower arm 12 are connected by a tightening bolt 14 inserted in the direction of arrow 42 (see FIG. 13). Ru. The rear mounting portion 11 has a shaft hole 15 in which the rear end portion 12B of the lower arm 12 is inserted.
A liquid seal type bush 16 attached to is interposed therein. Above the two rear holes 5 and 6 provided near the rear mounting portion 11, a vehicle body frame 59 is provided.
A rear portion 59B (see FIG. 12) is located, and is fixed to the lower surface thereof with the two bolts 8 and 9 described above on the rear side. On the other hand, the hole 4 on the front side of the second cross member 1 is provided in a rising portion 18 (see FIG. 10) that is bent diagonally upward from the main body portion 2. Above the hole 4 on the front side, there is a front part 59A of the vehicle body frame 59 (
(see FIG. 12), and is fixed to the lower surface thereof with the stud bolt 7 described above. Note that an upper arm 19 of a suspension device is attached to a link attachment portion 18a at the tip of the rising portion 18. A steering rack device 17 (see FIG. 9) for steering, which will be described later, is provided on the second cross member 1, and a steering rack gear 38 shown in FIG. 8 is built into it, and a rack case 20 for this purpose is attached. . The steering rack bar 21 (
(see Figure 9) has a tie rod 22 attached to the end of the front wheel 2.
It is connected to the wheel support 24 of 3. Therefore, when the steering wheel is turned, the direction of the front wheel 23 can be changed by moving the tie rod 22 from side to side. A pipe-shaped stabilizer 25 extending left and right at the rear of the suspension device is
It is connected to the lower arm 12 via a rod 26 that is rotatably supported by an intermediate boss portion 80 (see FIG. 10) of the lower arm 12. This stabilizer 25 is attached to the second cross member 1 via a rubber 28 (see FIG. 11) using a mounting bracket 27 (see FIG. 9) at the center of the arm portion 3 of the second cross member 1. Then, a bracket 76 at the center of the main body portion 2 of the second cross member 1 (see FIG. 9)
The rack case 20 described above is fixed. Figure 1
The lower fork member 30 of the suspension damper 29 attached to the suspension tower 83 of the vehicle body shown in FIG. Let it be connected. A ball joint 32 is provided at the end of the lower arm 12 via an overhang 79, and the lower arm 12 is connected to the ball joint 32.
Thereby, it is connected to the wheel support 24. The fork member 30 described above is bent into a dogleg shape as shown in FIG. 14, and a space 33 (see FIG. 10) for passing an output shaft (not shown) for an FF vehicle is secured. ing. Incidentally, the fork member 30 is manufactured separately from the damper main body 29A of the suspension damper 29, and is fixed at the connecting portion 74 with a mounting bolt 34 (represented by a dashed line in FIG. 9). As shown in FIG. 10, an upright extension arm 35 is provided from the wheel support 24 described above, and a trailing arm 36 is connected to the tip thereof. The rear end portion 36a of the trailing arm 36 is directly attached to the vehicle body side. It has been mentioned above that the steering rack device 17 is mounted directly on the second cross member 1. The vehicle of this example is equipped with a four-wheel steering device that makes the rear wheels opposite or in phase with the front wheels 23 to make it easier to turn around and change lanes at high speed. Therefore, the front wheel 2 in the four-wheel steering
In order to transmit the steering angle turned at step 3 to the rear wheels, an intermediate shaft 37 shown in FIG. 7 is provided.

Three holes 4, 5, and 6 shown in FIG. 15 are provided on the front and rear sides of the second cross member 1, and stud bolts 7 and bolts 8 shown in FIG. , 9 are inserted, and at a total of six hole positions on the left and right, Fig.
The second cross member 1 is fixed to a side frame 59 shown in FIG. The side frame 59 is attached to the right side of the vehicle body, and the upper part in the figure corresponds to the front side of the vehicle body, the lower part corresponds to the rear side, the left part is the inside of the vehicle body, and the right part is the outside of the vehicle body. The lower threaded portion 7a of the stud bolt 7 shown in FIG. 12 is inserted into the hole 4 on the front side of the second cross member 1 shown in FIG. Note that the stud bolt 7 is located at the upper part of a tire house (not shown) that secures and covers a tire relief part 71 that enables steering of the front wheels. 10 and 1 after passing the hole 4 on the front side of the second cross member 1 through the stud bolt 7.
By tightening the nut 62 shown in 6, the second cross member 1 is fixed to the side frame 59. Since the second cross member 1 is attached to the side frame 59 in this way, the front portion 59A of the side frame 59
Even if the side frame 59 is narrow (see FIG. 12), the strength of the side frame 59 is improved. Rear part 59B of this side frame 59
A torque box 67 installed between the body and an outer panel (not shown) is integrated by welding or the like. The torque box 67 is made of a box-shaped plate material to form a space 68 with a closed cross section (only the front and bottom surfaces of the torque box 67 are shown in the figure), and is intended to improve the torsional rigidity of the entire vehicle body. . At the bottom of the side frame 59 on the inside where the torque box 67 is located, there are two nuts 69 and 70.
is fixed. These nuts 69 and 70 are attached to the two holes 5 and 6 on the rear side of the second cross member 1 shown in FIG.
The second cross member 1 can be fixed to the side frame 59 using bolts 8 and 9 (see FIG. 17). In this way, the torque box 67
Rigidity is increased by coupling with the side frame 59, and the rigidity of the entire vehicle body is also improved. In addition, since the width of the front part 59A of the side frame 59 is narrow, the second cross member 1 can be fixed with one stud bolt 7, and the rear part 59B can be secured to some extent with a torque box 67, so two It is fixed by bolts 8 and 9.

By the way, the second cross member 1 is shown in FIG.
As shown in Figure 5, holes 4, 4 are provided at a total of six locations on the left and right.
, 5, 5, 6, 6 to the vehicle body. Suspension arms are attached near these body support parts. That is, as shown in FIG. 10, the lower arm 12 and the upper upper 19 are connected to ball joints 32 and 85 provided at the other end of each.
It is connected to the wheel support 24 of the front wheel 23 via. Therefore, these suspension arms 12
, 19 receives the impact force from the front wheels 23. However, one end of the upper arm 19 is supported near the hole 4 on the front side, and the rear end 12 of the lower arm 12
Since B is supported very close to the two holes 5 and 6 on the rear side, the distance over which the impact force is transmitted to the vehicle body via the second cross member 1 is short, and the impact force is transmitted to the second cross member 1. There is less bending involved. Therefore, the misalignment of the wheels and the impact force applied to the wheel supports 24 are reduced. Incidentally, although the intermediate bent portion 12A of the lower arm 12 is attached at a position slightly distant from the hole 4 on the front side (see FIG. 9), it is located close to the main body portion 2 of the second cross member 1, so that it is not affected by the impact force. Care has been taken to ensure that the impact will not be too large even if the In this way, arm support parts such as the rear attachment part 11 and the link attachment part 18a that support one end of the suspension arms 12 and 19 are provided near the vehicle body support part of the second cross member 1, so that these arms Even if the support part is located at a cantilever-like location such as a rising part 18 or arm part 3 extending from the main body part 2 of the second cross member 1, the projecting cantilever-like part is directly supported by the vehicle body. Therefore, even if the suspension arms 12 and 19 that transmit impact force are attached to the rising portion 18 and arm portion 3, which cannot be expected to have a large strength, deformation of the arm portion 3 and rising portion 18 is suppressed. Therefore, even if the multi-link suspension device shown in FIGS. 9 to 11 is constructed, a certain degree of freedom is ensured in arranging the arms that constitute the links. By the way, the second cross member 1 is attached to the vehicle body via an elastic member such as rubber. That is, the second cross member 1 is attached to the side frame 59 shown in FIG. 12. As shown in FIG. 16, in the front hole 4, a rubber 86 is interposed between the panel 63 and the second cross member 1, and as shown in FIG. 17, in the rear holes 5 and 6, Rubbers 87a and 87b are interposed between the rear frame 72 and the second cross member 1, respectively. Generally, when a suspension cross member is supported on a vehicle body, it is attached via rubber, as described above, so that vibrations from the wheels are not transmitted to the vehicle body. If this is done, the suspension cross member will not be rigidly attached to the vehicle body, and when impact force is applied from the wheels through each suspension arm, the rubbers 86, 87a, 87b will deform and the steering will be controlled. This is a disadvantageous situation in terms of stability. However, as described above, since the mounting positions of the suspension arms 12 and 19 are close to the vehicle body support portion of the suspension cross member 1, this influence can be reduced.

As shown in FIG. 9, the above-mentioned stabilizer 25 is attached to the left and right arms 3,
(only the right side shown). As shown in FIG. 15, the second cross member 1 has a U-shape in plan view with two arm parts 3 extending rearward relative to the main body part 2. 3 is thin and cannot be expected to have much strength. Further, a rear attachment portion 11 is formed at the rear end of the arm portion 3, and a rear end portion 12B of the lower arm 12 (see FIG.
) is attached, so that a shock is applied from the rear attachment portion 11 when the wheel rides over a protrusion, for example. However, the arm portion 3 is reinforced with a connecting rib 77 extending from the main body portion 2 (see FIGS. 11 and 15), and the arm portion 3 has a triangular shape in plan view, and tapers toward the inside of the vehicle body. There is. Therefore, even if the arm portion 3 is subjected to the above-mentioned impact, the arm portion 3 has sufficient rigidity to withstand the impact. Furthermore, the above-mentioned connecting rib 77 improves the rigidity of the attachment portion of the lower arm 12 even if the arm portion 3 is a cantilever beam. Since a mounting seat 78 for fixing the stabilizer 25 is formed on the upper surface of the connecting rib 77, when the stabilizer 25 is fixed via the mounting bracket 27, the mounting rigidity of the stabilizer 25 on the reinforced arm portion 3 is also increased. be enhanced. That is, the reinforcement applied to the arm portion 3 to support the lower arm 12 also serves as reinforcement for attaching the stabilizer 25. Therefore, without actively reinforcing the mounting seat 78 of the stabilizer 25, the reinforcing action of the connecting rib 77 allows it to cope with the force applied from the lower arm 12.

By the way, as shown in FIGS. 7 and 8,
When the power plant 48 consisting of an engine and a transmission is mounted on the suspension cross member, it is advantageous to make it wider in the vehicle width direction to suppress engine vibration. That is, this allows the spring constant of the entire vehicle body to be lowered. However, it is not preferable to adopt a large suspension cross member for this purpose because it increases the weight. In the vehicle of this example, a first cross member 50 on the front side and a second cross member 1 on the rear side as a suspension cross member are provided, and a center member 51 is attached between both cross members 1 and 50. . The front part of the power plant 48 is supported by the center member 51. That is, the front side of the power plant 48 is supported by a first engine mount 49 provided at the front portion of the center member 51. Then, the center member 51 is extended forward so that the front end of the center member 51 is located as far forward as possible, and the mounting position of the first engine mount 49 on the center member 51 is closer to the first cross member 50. There is. On the other hand, in the case of a front-wheel drive vehicle, considering the position of the center of gravity of the entire vehicle body, it is preferable that the power plant 48 mounted at the front be located as far back as possible. Preferably, if the power plant 48 can be lowered to where the front wheels 23 are located, the steering characteristics will be improved. That is,
If the power plant 48 is placed too far in front, the vehicle will become front-heavy, making it difficult to turn. Therefore,
In order to lower the power plant 48 rearward, a second engine mount 47 that supports the rear part of the power plant 48 is attached to the main body 2 of the second cross member 1. By the way, the first engine mount 49 above
The spring constant in the rear second engine mount 47
The hardness of each of the mount rubbers 88 and 89 is selected so as to be larger than the spring constant at . This is done in consideration of the fact that since the power plant 48 is arranged as far back as possible, the load sharing on the first engine mount 49 becomes smaller. The second cross member 1 has a front hole 4 and rear holes 5 and 6 provided on the left and right sides to support the vehicle body.
Between the third engine mount 52 which is fixed to the side frame 59 shown in FIG. 12 and therefore fixed to the body frame 58 on the right side of the vehicle body and the fourth engine mount 53 which is fixed to the body frame 56 on the left side of the vehicle body. The distance between them also increases. Therefore, the power plant 48 can be widely mounted, and engine vibration can be suppressed.

By the way, the side engine mount attached to the side of the vehicle body, for example the fourth engine mount 53 on the left side of the vehicle body shown in FIG. 7, is similar to that shown in FIGS.
As shown in the figure, an outer cylinder body 54 extending in the left-right direction of the vehicle body;
It consists of an inner cylinder body 43 located inside the outer cylinder body 54. A rubber 64 as an elastic body is interposed between the outer cylinder 54 and the inner cylinder 43. This rubber 64 is formed with an engagement hole 66 that comes into close contact with the outer surface of the trunk 43a of the inner cylinder 43. As shown in FIG. 7, the inner cylindrical body 43 extends in the front-rear direction in order to fix the engine bracket 44 attached to the power plant 48.
Rubber 64 is press-fitted and fixed. The body portion 43a of the inner cylindrical body 43 has a rubber 64 having a circular cross section as shown in FIG. 3, or a substantially elliptical cross section as shown in FIG. In the former case, the rubber 64 is formed with an engagement hole 66 that matches the outer shape of the body 43a of the inner cylinder 43, and the thickness of the rubber 64 is the same on the top, bottom, left and right. On the other hand, in the latter case, the thickness of the rubber 64 will be different on the top and bottom and on the left and right, and the rubber 64 has a substantially elliptical hole 66A that matches the outer shape of the body 43a of the inner cylinder 43.
becomes. Although the illustrated substantially elliptical hole 66A is close to a circle, an oval shape with a large aspect ratio may be selected depending on the purpose. That is, when the substantially elliptical hole 66A is adopted as the engagement hole 66, in the example of FIG.
The radial thickness t in the substantially left-right direction is shorter than the radial thickness T in the substantially vertical direction, and the spring constants of the horizontal vibration and the vertical vibration of the power plant 48 placed horizontally are changed. This makes it possible to select anti-vibration characteristics according to the vehicle body by taking advantage of the fact that each vibration mode changes. Therefore, in addition to the above-mentioned example in which the substantially elliptical hole 66A is long in the left-right direction, depending on the vehicle type, the substantially elliptical hole 66A may be made to be a substantially elliptical hole that is long in the vertical direction. On the other hand, when a circular hole is employed as the engagement hole 66 as shown in FIG. 3, the radial thickness of the entire circumference of the rubber 64 is the same, and the spring constants for horizontal vibration and vertical vibration are the same. Therefore, if the vehicle body has the same vertical and horizontal vibration modes, there is no need to employ the above-described substantially elliptical hole 66A, and a circular engagement hole 66 may be used. In this way, the spring constant can be easily controlled by selecting the thickness of the rubber 64. In addition, rubber 64
It is also possible to change the anti-vibration characteristics by forming a void 95 and selecting its size and position. However, since there is a limit to its size, the above-described substantially elliptical hole 66A or the like may be adopted as necessary. The inner cylindrical body 43 described above has both ends flat, and is subjected to a considerable load due to the roll vibration of the power plant 48. Therefore, as shown in FIG. 5, a substantially U-shaped engine bracket mounting portion 73 with a flat surface 43b is formed at the end of the inner cylinder 43 protruding from the outer cylinder 54. A bending moment acts on the engine bracket mounting portion 73. For this reason, the crushed left and right sides of the end portion are formed by flanges 43c, 43 as shown in FIG.
It is bent to stand up, increasing its torsional rigidity. The engine bracket 44 attached to the power plant 48 side is fixed to the fourth engine mount 53 via bolts 55, 55 (see FIG. 7) inserted into the holes 81, 81 of the flat surface 43b. For this purpose, a mounting surface 73a is formed on the lower surface of the engine bracket mounting portion 73, so that the upper surface of the engine bracket 44 (see FIG. 1) fixed to the power plant 48 can be brought into contact with the mounting surface 73a. That is, as will be described later, the center of gravity G of the power plant assembly is located on the opposite side of the fourth engine mount 53 with respect to a line 57 connecting the first engine mount 49 and the second engine mount 47 shown in FIG. This is used to improve workability when fixing the power plant assembly to the vehicle body. As shown in FIG. 2, the outer cylindrical body 54 is provided with a mounting bracket 82 extending leftward and a mounting bracket 84 extending downward. Three bolts 94, 94 (
(see Figure 7). Note that the side frame 56 is located in front of the side frame 59 shown in FIG. 12. In such a structure, the outer cylinder body 54, which is integrated with the inner cylinder body 43, is attached to the vehicle body in advance, and the power plant 48 is attached to a suspension device (for example, see FIG. 9) that does not appear in FIG. ) When lifting and assembling the power plant 48 from below, the bolts 55, 55 can be screwed in from the vertical direction, making it easier to automatically mount the power plant 48 by a robot or the like. There is. That is, the use of horizontally inserted bolts (see the prior art section), which are not suitable for automatic mounting, is avoided. By the way, when there is vibration of the roll, the outer cylinder body 54 is twisted,
Although the inner cylinder body 43 is also twisted through the rubber 64, the twisting is suppressed by the bolts 55, 55 that fix the inner cylinder body 43 to the engine bracket 44. That is, although bending is applied to the inner cylinder 43, the flat surface 4
The aforementioned flanges 43c, 43c are formed in the portion 3b to increase its torsional rigidity. In addition, Figure 1
As shown in FIG.
The main rubber 6 is in close contact with the main rubber 6, which is responsible for vertical and horizontal vibrations and roll vibrations of the power plant 48.
4A, and stopper rubbers 64B located on both end surfaces of the outer cylindrical body 54 for regulating longitudinal vibration and longitudinal displacement.

By the way, as shown in FIG. 7, the front and rear parts of the power plant 48 include a first engine mount 49 at the front of the center member 51 and a second engine at the rear attached to the main body 2 of the second cross member 1. mount 4
7 and is integrated with the suspension device attached to the second cross member 1 to form a power plant assembly. In this example, the center of gravity G of the power plant assembly is located on the right side of the line 57 connecting the first engine mount 49 and the second engine mount 47, that is, on the opposite side from the fourth engine mount 53. Therefore, when the power plant assembly is raised toward the vehicle body from below in order to be assembled to the vehicle body, the engine bracket 44 attached to the left side of the power plant 48 is attached to the vehicle body frame 56.
This comes to contact a mounting surface 73a on the lower surface of the engine bracket mounting portion 73 of the inner cylinder body 43 projecting from the fourth engine mount 53 which is fixed in advance to the fourth engine mount 53. but,
Since the center of gravity G is located opposite to the fourth engine mount 53, a force that causes the power plant assembly to move upward to the left or downward to the right acts on the power plant assembly. Hence,
The engine bracket 44 naturally maintains contact with the fourth engine mount 53, and the power plant assembly is prevented from tilting further to the left. In other words, when the power plant assembly is automatically mounted on the vehicle body, it is possible to temporarily support the power plant assembly without using any support means to prevent the power plant assembly from collapsing, and in that state, the fourth engine mount Attach the engine bracket 44 to 53 with bolts 55,5
It can be fixed at 5. At the same time, a vertical bolt is passed from below through the third engine mount 52 fixed to the body frame 58 on the right side of the vehicle body and the engine bracket 60 extending to the right of the power plant 48, and then tightened with nuts 61, 61. The engine bracket 60 can be joined by tightening. In this way, the power plant assembly can be easily attached to the vehicle body.

As mentioned above, the second engine mount 4
The support provided by the mount rubber 89 at 7 is made soft to suppress transmission of vehicle body vibrations to the passenger side via the center member 51, which must maintain as high rigidity as possible. on the other hand,
Hard mount rubber 88 on the first engine mount 49
is adopted, the vibrations are transmitted from the rear second engine mount 47 to the first engine mount 49. Furthermore, since the first engine mount 49 is located further away from the occupant's position, even if the vibration there is large, the effect on the occupant is reduced. By the way, when vibration enters from the front wheels 23, the vibration mode of the vehicle body tends to be an antinode at the first engine mount 49 and a node at the second engine mount 47. Therefore, the second engine mount 4
The support at point 7 is not made too hard to make it difficult for vibrations to be transmitted. In addition, since there are problems with engine cooling and exhaust, and there is no need to support a large load, the center member 51 is mostly made of pipe members 90 below the power plant 48. . On the other hand, the tip of the center member 51 is a plate-shaped bracket member 91 connected to a pipe member 90, forming a flat surface on which the first engine mount 49 is placed. As shown in FIG. 8, the pipe member 90 constituting the center member 51 is flattened at its front and rear ends, so that the rear end can be easily attached to the second cross member 1, and the front end can be attached to the plate-shaped bracket member 91. It's easier to connect. By adopting such a structure of the center member 51, its weight can also be reduced. Incidentally, since the steering rack gear 38 passes under the second engine mount 47, the second engine mount 47 is attached via the engine mount bracket 41 having the tunnel space 45. Note that 46 in the center of the figure is a differential gear. As can be seen from FIG. 7, the center member 51 is attached to the first cross member 50 at two points with bolts 92a and 92b via a plate-shaped bracket member 91. It is attached at one point on the second cross member 1 with a bolt 93 via a pipe member 90 (see FIG. 8). This mounting structure prevents large vibrations from entering the second engine mount 47 on the second cross member 1, and the pipe member 90 is resistant to shocks transmitted in the axial direction of the center member 51. This is because it can withstand this and, in addition, can be made lighter. Such a pipe member 90
Since this is adopted, installation with one bolt 93 is also possible, and is also sufficient. On the other hand, vibration noise is dominant at the first engine mount 49 near the first cross member 50, and for this purpose it is necessary to attach a mount rubber 88 with a large spring constant. Therefore, although the plate-shaped bracket member 91 is employed, it is also possible to fix the first engine mount 49 to the first cross member 50 with two bolts 92a and 92b via its wide portion. Thereby, the mounting rigidity of the first engine mount 49 is also improved, and even if a roll effect occurs at that position, it becomes possible to suppress it.

In the above-described configuration, the fourth engine mount 53 on the left side attached to the side of the vehicle body is
As shown in FIGS. 1 and 2, it consists of an outer cylindrical body 54 extending in the left-right direction of the vehicle body, and an inner cylindrical body 43 located inside the outer cylindrical body 54. A rubber 6 is inserted between the two cylindrical bodies 43 and 54.
4 is interposed therebetween, and the outer surface of the body portion 43a of the inner cylinder body 43 is in close contact with the engagement hole 66 provided therein. The body portion 43a of the inner cylindrical body 43 has a rubber 64 having a circular cross section as shown in FIG. 3, or a substantially elliptical cross section as shown in FIG. In the former case, the thickness of the rubber 64 is the same on the upper, lower, left and right sides, and therefore both vertical and horizontal vibrations are damped with similar damping characteristics. In the latter case, since the thickness of the rubber 64 is different between the upper and lower sides and the left and right sides, the damping characteristics will be different between the upper and lower sides and the left and right sides. Therefore, by selecting the shape of the engagement hole 66 in accordance with the vibration characteristics of the vehicle body, the vibration damping effect can be effectively exhibited. In either case, when roll vibration occurs, the rubber 6
4 is absorbed. At that time, the outer cylindrical body 54
When the inner cylindrical body 43 is twisted, the inner cylindrical body 43 is also twisted, but the twisting is caused by the approximately U-shaped engine bracket mounting portion 73 with the flat surface 43b and the bolt 55 that fixes the inner cylindrical body 43 to the engine bracket 44. , 55. By the way, as shown in FIG. 7, the front and rear parts of the power plant 48 include a first engine mount 49 on the front side of the center member 51 and a second engine mount 47 on the rear side attached to the main body part 2 of the second cross member 1. and is integrated with the suspension device attached to the second cross member 1 to form a power plant assembly. In this example, the center of gravity G of the power plant assembly is located on the right side of the line 57 connecting the first engine mount 49 and the second engine mount 47, that is, on the opposite side from the fourth engine mount 53. By the way, a power plant assembly in which a power plant 48 and a suspension device attached via a first engine mount 49 and a second engine mount 47 are integrated into a first cross member 50 and a second cross member 1 is mounted on a vehicle body. When assembled into a vehicle, the power plant assembly is lifted from below toward the vehicle body. The engine bracket 44 attached to the left side of the power plant 48 is applied to the mounting surface 73a on the lower surface of the engine bracket mounting portion 73 of the inner cylinder body 43 that protrudes from the fourth engine mount 53 fixed to the vehicle body frame 56 in advance. . On the other hand, since the center of gravity G of the power plant assembly is located opposite to the fourth engine mount 53 with respect to the aforementioned line 57,
The posture of the power plant assembly will be upward to the left. Therefore, the engine bracket 44 maintains contact with the fourth engine mount 53, and further tilting of the power plant assembly to the left is restricted. When the posture of the power plant assembly is maintained in this way, during automatic loading,
Temporary support can be easily maintained without using any special support means, and in this state, the engine bracket 44 can be fixed to the fourth engine mount 53 with bolts 55, 55. At the same time, the power plant 4 is mounted on the third engine mount 52 fixed to the body frame 58 on the right side of the vehicle body.
The engine bracket 60 protruding to the right of 8 can also be fixed, making it easy to automatically mount the power plant assembly onto the vehicle body.

As can be seen from the detailed description above,
Vibrations and roll vibrations of the engine and vehicle body in the vertical, horizontal, and longitudinal directions are absorbed by the fourth engine mount having the above-described configuration. The rubber inside the outer cylinder that achieves such absorption is integrated into the torsionally rigid engine bracket attachment part that protrudes from the inner cylinder in the front-rear direction, which also increases the effect of suppressing roll vibration. Furthermore, the power plant can be easily attached via the flat surface of the engine bracket attachment portion, and the attachability and assemblage in automatic mounting are improved. If the cross section of the body of the inner cylinder is approximately elliptical and the elastic body is formed with a substantially elliptical hole that matches the outer shape of the body of the inner cylinder, the spring constant for vertical vibration can be changed to This makes it easier to obtain vibration isolation performance that matches the vibration characteristics of each type. By forming a mounting surface for the engine bracket on the lower surface of the engine bracket mounting part of the side engine mount and by shifting the center of gravity of the power plant assembly as described above, it is possible to prevent problems caused by the weight distribution of the power plant assembly. The automatic posture change maintains the state of contact between the engine bracket and the fourth engine mount, improving workability when assembling the power plant assembly to the vehicle body.

[Brief explanation of the drawing]

FIG. 1 is a front view including a cross section of a side engine mount.

[Fig. 2] Plan view of the side engine mount.

FIG. 3 is a sectional view taken along line A-A in FIG. 1.

FIG. 4 is a schematic diagram of a side engine mount in which the engagement hole in FIG. 3 is approximately elliptical.

FIG. 5 is a plan view of the inner cylinder alone.

FIG. 6 is a view taken along line B-B in FIG. 5.

[Fig. 7] A plan view of the suspension cross member with the power plant attached.

FIG. 8 is a view taken along line C-C in FIG. 7.

FIG. 9 is a plan layout diagram of the suspension device and suspension cross member.

FIG. 10 is a rear layout diagram of a suspension device and a suspension cross member.

FIG. 11 is a side layout diagram of a suspension device and a suspension cross member.

FIG. 12 is a perspective view of a side frame attached to the right side of the vehicle body.

FIG. 13 is a plan view of the lower arm.

[Figure 14] Overall view of the suspension damper.

FIG. 15 is a plan view of the second cross member.

FIG. 16 is a cross-sectional view of the part where the suspension cross member is attached to the stud bolt attachment position in the side frame.

FIG. 17 is a sectional view of the part where the suspension cross member is attached to the connection between the side frame and the torque box.

[Explanation of symbols]

43...Inner cylindrical body, 43a...Body part, 43b...Flat surface, 43c
...Flange, 44...Engine bracket, 47...Rear engine mount (second engine mount), 48...Power plant, 49...Front engine mount (first engine mount), 53...Side engine mount (fourth engine mount), 54... Outer cylindrical body, 56... Vehicle body (vehicle body frame), 57... Wire, 64... Elastic body (rubber), 66... Engagement hole, 66A... Approximately oval hole, 73... Engine bracket mounting portion, 73a... Mounting surface, G... Center of gravity of the power plant assembly.

Claims (3)

[Claims] Claim 1: In order to mount a horizontal power plant on a vehicle body, in the structure of a side engine mount installed on the side of the vehicle body that supports the side of the power plant, the side engine mount is attached to the engine mount. an outer cylindrical body that extends in the left-right direction for attaching the engine to the vehicle body; and an inner cylindrical body that extends in the front-rear direction for attaching the engine bracket that is inside the outer cylindrical body and is fixed to the power plant; Between the cylindrical body and the inner cylindrical body,
An elastic body formed with an engagement hole that tightly contacts the outer surface of the body of the inner cylinder is interposed, and the end of the inner cylinder that protrudes from the outer cylinder has a substantially U-shape with a flat surface. A vehicle engine mount characterized by being provided with a shaped engine bracket mounting portion. 2. The body of the inner cylindrical body has a substantially elliptical cross section, and the elastic body has a substantially elliptical hole formed as the engagement hole that matches the outer shape of the body of the inner cylindrical body. The vehicle engine mount according to claim 1, characterized in that: 3. The center of gravity of the power plant assembly is located on the opposite side of the side engine mount with respect to a line connecting the center of the front engine mount and the center of the rear engine mount that support the power plant in the front and rear,
2. The power plant according to claim 1, wherein the mounting surface that abuts the upper surface of the engine bracket fixed to the power plant is formed on the lower surface of the engine bracket mounting portion provided on the inner cylinder body. Vehicle engine mount.