JPH05238275A - Power unit mount structure for vehicle - Google Patents

Abstract

PURPOSE:To provide the power unit mount structure of a vehicle which can soften the shock acting on a driver in collision, by effectively utilizing the mass of a power unit. CONSTITUTION:The third engine mount device among four power unit mount devices (engine mount device) which elastically supports a power unit on a car body is equipped with a car body side bracket 41 having the front and rear longitudinal wall parts 41a and 41b, shaft member 43 which is pivotally supported towards the car body longitudinal direction between the front and rear longitudinal wall parts 41a and 41b, inner cylinder 44, mount rubber 45 which is externally fitted on the inner cylinder 44, and an outer cylinder 49 which is fixed on the power unit through a unit side supporting bracket which is externally fitted on the mount rubber 45. The distance L1 from the front edge of the outer cylinder 49 to the longitudinal wall part 41a is set larger than the distance L2 from the rear edge of the outer cylinder 49 to the longitudinal wall part 41b, and the forward displacement of the power unit for the car body is facilitated, and the rearward shift is suppressed, when the vehicle collides.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power unit mount structure for a vehicle, and more particularly to a power unit mount structure for cushioning an impact on an occupant during a vehicle collision.

[0002]

2. Description of the Related Art A power unit of an automobile is elastically supported by a vehicle body through an engine mount, and when the automobile collides with an obstacle in front of the vehicle, the time elapsed from the occurrence of the collision and the deceleration acting on the passenger compartment are suppressed. FIG. 27 shows the relationship according to the embodiment.
It is known that the characteristics shown by the phantom line are obtained.
The time-integrated total value of the characteristic line corresponds to the collision velocity and correlates with the collision energy. That is, in the first half of the first half of the collision, as shown in FIGS. 28 and 29, the vehicle body B and the power unit E behave independently and are decelerated via the spring system S of the engine mount. Although relatively high, when the spring system S of the engine mount is fully extended in the latter half of the collision period, the vehicle body B and the power unit E are decelerated together as shown in FIG. The speed decreases. In the latter half of the collision, the power unit stops moving forward due to the obstacle, and the collapse of the front part of the vehicle body progresses to increase the resistance as shown in FIGS. 31 and 32, so that the deceleration of the vehicle body B sharply increases and reaches the peak. Reach

Although the occupant in the passenger compartment is restrained to some extent by the vehicle body by the seat belt or the airbag, the occupant is displaced forward relative to the vehicle body and the deceleration of the vehicle body is reduced. At approximately peak time, the relative speed of the occupant with respect to the vehicle body becomes maximum, and the head and chest are damaged. Conventionally, various measures such as improving the collapse pattern and spring constant of the front frame at the front of the vehicle body or strengthening the vehicle body frame forming the passenger compartment have been taken in order to mitigate the impact on the occupant during a collision. It is being taken. Conventionally, in setting the collapse pattern of the front part of the vehicle body, a power unit as a rigid body having a predetermined size has been added, but a technique for improving the impact at the time of collision by adding the mass of the power unit has been proposed. Not suggested at all.

On the other hand, as an engine mount for supporting the power unit on the vehicle body, as described in Japanese Utility Model Laid-Open No. 63-142437, a mount rubber is attached between the inner cylinder and the outer cylinder, and the inner cylinder is mounted via a bracket. A structure in which an outer cylinder is supported on the vehicle body and an outer cylinder is connected to the engine side is widely put into practical use. And, conventionally, a rubber mount was generally applied as an engine mount, but in recent years, a liquid-sealed rubber mount has been widely put into practical use, and recently, as described in Japanese Utility Model Laid-Open No. 63-152042,
Various active engine mounts capable of variably controlling the damping force by electric control have been proposed and put into practical use.

[0005]

In a conventional automobile, as shown by the phantom line in FIG. 27, generally, the deceleration of the vehicle body decreases in the latter half of the first half of the collision, so that the peak of the deceleration in the latter half of the collision. The higher the value, the greater the relative speed of the occupant with respect to the vehicle body, the greater the impact on the occupant from the vehicle body and seat belt, and the delay in the timing of restraining the occupant with the seat belt or airbag. There is a problem that the effectiveness of the bag is reduced. An object of the present invention is to provide a vehicle power unit mount structure that can effectively utilize the mass of the power unit to mitigate the impact that acts on an occupant during a collision.

[0006]

According to a first aspect of the present invention, there is provided an inner cylinder supported by a vehicle body, an outer cylinder supporting a power unit, and a mount rubber mounted between the inner cylinder and the outer cylinder. In a power unit mount structure for a vehicle including the above, a displacement changing means is provided for facilitating the forward displacement of the power unit with respect to the vehicle body and the backward displacement of the vehicle when the vehicle collides. According to a second aspect of the present invention, there is provided a power unit mount structure for a vehicle according to the first aspect, in which the inner cylinder and the outer cylinder are arranged with their axes centered in the vehicle front-rear direction.

According to a third aspect of the present invention, there is provided a power unit mount structure for a vehicle according to the second aspect, wherein a pair of front and rear mount brackets for supporting the inner cylinder on a vehicle body is provided, and the displacement changing means is provided from a front end of the outer cylinder. The configuration is such that the distance to the front mount bracket is set larger than the distance from the rear end of the outer cylinder to the rear mount bracket. According to a fourth aspect of the present invention, there is provided the power unit mount structure for a vehicle according to the second aspect, wherein the displacement changing means has a configuration in which the outer peripheral surface of the inner cylinder is formed into a partial conical surface whose diameter is reduced toward the front.

According to a fifth aspect of the present invention, there is provided the power unit mount structure for a vehicle according to the second aspect, wherein the displacement changing means is formed on the outer peripheral surface of the inner cylinder so as to have a diameter that increases toward the front. It consists of a stop. Claim 6
The power unit mount structure for a vehicle according to claim 2 is the structure according to claim 2, wherein the displacement changing means comprises a plurality of ring-shaped locking portions formed on the inner peripheral surface of the outer cylinder so as to have a smaller diameter toward the front. .. According to a seventh aspect of the present invention, there is provided the power unit mount structure for a vehicle according to the second aspect, wherein the displacement changing means is provided in an inner cylinder or an outer cylinder and includes a flange portion that suppresses rearward deformation of the mount rubber. ..

According to an eighth aspect of the present invention, there is provided a power unit mount structure for a vehicle according to the first aspect, wherein the inner cylinder and the outer cylinder are arranged with their axial centers oriented in the vehicle width direction. According to a ninth aspect of the present invention, there is provided the power unit mount structure for a vehicle according to the eighth aspect, wherein the displacement changing means is configured such that a rigidity of a front half portion of the outer cylinder is set lower than a rigidity of a rear half portion of the outer cylinder. .. According to a tenth aspect of the present invention, in the vehicle power unit mount structure according to the eighth aspect, the displacement changing means locks the outer cylinder with respect to the inner cylinder when the outer cylinder moves backward from the inner cylinder by a predetermined distance or more. It is composed of locking means.

[0010]

According to the first aspect of the present invention, in the power unit mounting structure for a vehicle, the displacement changing means is provided for facilitating the displacement of the power unit with respect to the vehicle body in the case of a collision of the vehicle and the displacement of the power unit with respect to the vehicle body. Since it becomes easy for the power unit and the vehicle body to behave independently, the deceleration of the vehicle body is increased as compared with the case where the power unit and the vehicle body behave integrally. As a result, it is possible to reduce the deceleration in the latter half of the collision and accelerate the timing of the peak deceleration to mitigate the impact on the occupant. Further, since the forward movement of the vehicle body is likely to be restrained via the power unit in a state where the forward movement of the power unit is stopped in the latter half of the collision, the vehicle body deceleration is promoted and the peak time of deceleration of the vehicle body is advanced. That is,
The occupant begins to be restrained with a seat belt or the like at an early stage after the start of the collision, and is restrained over time, so that the shock is alleviated.

According to a third aspect of the present invention, a pair of front and rear mount brackets for supporting the inner cylinder on the vehicle body is provided, and a distance from a front end of the outer cylinder to a front mount bracket is set from a rear end of the outer cylinder to a rear mount. Since the power unit is set to be larger than the distance to the bracket, the power unit is likely to move forward with respect to the vehicle body, but difficult to move backward. In the fourth aspect, since the displacement changing means is provided with a configuration in which the outer peripheral surface of the inner cylinder is formed as a partial conical surface whose diameter is reduced toward the front, a desired effect can be obtained.

According to the present invention, as the displacement changing means, a plurality of partial conical locking portions are formed on the outer peripheral surface of the inner cylinder so that the diameter increases toward the front. can get. According to the sixth aspect, since the plurality of ring-shaped locking portions formed so as to have a smaller diameter toward the front are provided on the inner peripheral surface of the outer cylinder as the displacement changing means, a desired effect can be obtained. In claim 7, as the displacement changing means,
Since the flange portion that is provided on the inner cylinder or the outer cylinder and that suppresses the rearward deformation of the mount rubber is provided, the intended effect can be obtained.

In the ninth aspect, since the rigidity of the front half of the outer cylinder is set to be lower than the rigidity of the rear half of the outer cylinder as the displacement changing means, a desired effect can be obtained. Claim 10
In the above, since the displacement changing means is provided with a locking means for locking the outer cylinder with respect to the inner cylinder when the outer cylinder moves backward with respect to the inner cylinder by a predetermined distance or more, a desired effect can be obtained. Be done.

[0014]

As described in the above section, the following effects can be obtained. According to the first aspect of the present invention, since the displacement changing means is provided for facilitating the displacement of the engine to the front with respect to the vehicle body during the collision of the vehicle and the difficulty of rearward displacement, the power unit and the vehicle body behave independently in the early period of the collision. Since it becomes easier, the deceleration of the vehicle body becomes larger than that in the case where the power unit and the vehicle body behave integrally. As a result, it is possible to reduce the deceleration in the latter half of the collision and accelerate the timing of the peak deceleration to mitigate the impact on the occupant. Further, since the forward movement of the vehicle body is likely to be restrained via the power unit in a state where the forward movement of the power unit is stopped in the latter half of the collision, the vehicle body deceleration is promoted and the peak time of deceleration of the vehicle body is advanced. That is, the occupant begins to be restrained by the seat belt or the like at an early stage after the start of the collision, and is restrained over time, so that the impact is alleviated.

According to the third aspect, the distance from the front end of the outer cylinder to the front mount bracket is set larger than the distance from the rear end of the outer cylinder to the rear mount bracket. As a result, the power unit easily moves forward with respect to the vehicle body, but becomes difficult to move backward. According to the fourth aspect, the desired effect can be obtained by providing, as the displacement changing means, a configuration in which the outer peripheral surface of the inner cylinder is formed as a partial conical surface whose diameter is reduced toward the front.

According to the fifth aspect, as the displacement changing means, a plurality of partial conical locking portions are formed on the outer peripheral surface of the inner cylinder so that the diameter increases toward the front. The effect is obtained. According to the sixth aspect, as the displacement changing means, a plurality of ring-shaped locking portions which are formed on the inner peripheral surface of the outer cylinder so as to have a smaller diameter toward the front are provided, so that an intended effect can be obtained. According to the seventh aspect, a desired effect can be obtained by providing, as the displacement changing means, a flange portion which is provided on the inner cylinder or the outer cylinder and suppresses the rearward deformation of the mount rubber.

According to the ninth aspect, as the displacement changing means, the rigidity of the front half of the outer cylinder is set to be lower than the rigidity of the rear half of the outer cylinder, so that the desired effect can be obtained. Claim 10
According to the above, the displacement changing means is provided with the locking means for locking the outer cylinder with respect to the inner cylinder when the outer cylinder moves backward with respect to the inner cylinder by a predetermined distance or more. Is obtained.

[0018]

Embodiments of the present invention will be described below with reference to the drawings. The present embodiment is a case where the present invention is applied to a power unit mounting device of an FF type automobile, and hereinafter, the power unit mounting device is abbreviated as an engine mounting device, and front, rear, left and right are defined with reference to front, rear, left and right of the automobile. Explain. [First Embodiment] As shown in FIGS. 1 to 5, with respect to the vehicle body structure of the front part of the automobile 1, wheel aprons 3 are provided on both left and right sides of an engine room 2, A pair of left and right front frames 4 are provided in the front-rear direction at the lower end of the wheel apronto 3 of the front end of the left and right front frames 4, respectively.
The front end of the front frame 4 is connected to the cross member 7 having a closed cross section at the lower end of the dash lower panel 6, and the suspension cross member 8 is provided between the rear parts of the left and right front frames 4. A center member 9 in the front-rear direction is provided between the suspension cross member 8 and the first cross member 5 at a position slightly left of the substantially central portion in the vehicle width direction.

A power unit 10 is arranged in the engine room 2, and the power unit 10 includes a first engine mount device 11 provided substantially in the center of the suspension cross member 8 in the left-right direction and a portion near the front end of the center member 9. Second engine mount device 12 provided in
And a fourth engine mount device 13 provided at a substantially central portion in the front-rear direction of the right front frame 4 and a fourth engine mount device 14 provided at a substantially central portion in the front-rear direction of the left front frame 4. It is elastically supported by the vehicle body through one engine mount device.

The first and second engine mount devices 11
Reference numeral 12 denotes a liquid-filled type engine mout device having a general structure as shown in FIGS. 1 and 2, and the fourth engine mount device 14 has a cylindrical shape facing left and right as shown in FIG. It is a cylindrical type engine mount device of a general configuration that damps vibration of the power unit 10 via a rubber member.

The third engine mount device 13 is configured as follows in order to make the power unit 10 easily displaced to the front as much as possible and hard to be displaced rearward with respect to the vehicle body in the case of a frontal collision. As shown in FIGS. 1 to 5, a vehicle-body-side bracket 41 having a substantially U-shape in a plan view is provided at a substantially central portion in the front-rear direction of the right front frame 4, and the vehicle-body-side bracket 41 includes five bolts 42. The front and rear vertical wall portions 41 are fixed to the upper surface of the front frame 4 via the front-rear vertical wall portions 41a and 41b.
An inner cylinder 44 is rotatably fitted onto the shaft member 43 between a and 41b so as not to be movable relative to the vehicle body side bracket 41 in the front-rear direction, and a rubber mount rubber 45 is provided at the rear portion of the inner cylinder 44. It is externally fitted to the inner cylinder 44 by press fitting so as not to move in the front-rear direction.

A supporting portion 46 extending rightward is provided at the rear end of the right portion of the power unit 10, and a unit side supporting bracket 47 is provided on the upper surface of the right portion of the supporting portion 46 with three bolts 4.
The outer cylinder 49 made of metal is fixed to the mount rubber 45 by press fitting so as not to move relative to the mount rubber 45 in the front-rear direction, and the right end portion of the unit side support bracket 47 is outside. The distance L1 between the front end portion of the outer cylinder 49 and the front vertical wall portion 41a is integrally fixed to the cylinder 49,
It is set to be larger than the distance L2 between the rear end portion of the outer cylinder 49 and the rear vertical wall portion 41b.

Next, the third engine mount device 13
The action of will be described. In the third engine mount device 13, since the distance L2 between the rear end portion of the outer cylinder 49 and the rear vertical wall portion 41b is set to be relatively short, the power unit 10 relative to the vehicle body at the time of a frontal collision or the like. Since the rearward movement of the power unit 10 is restricted and the distance L1 between the front end portion of the outer cylinder 49 and the front vertical wall portion 41a is set to be large, the power unit 10 is moved forward relative to the vehicle body at the time of a frontal collision or the like. Move the mount rubber 45
Although a relatively small restraining force due to the force acts, it is sufficiently allowed.

The characteristics of deceleration of the vehicle body when the vehicle collides with an obstacle in front are as shown in FIG. 27. The engine mount device allows the power unit 10 and the vehicle body (most of the vehicle body including the passenger compartment) to be separated. If the connection is strong, the vehicle body and the power unit 10 behave integrally in the early stage of the collision, but the vehicle body is decelerated by the proof stress of the front frame 4 at the front part of the vehicle body at the time of the collision, so When the power unit 10 and the power unit 10 behave integrally, the mass increases and the deceleration of the vehicle body in the early period of the collision becomes a low value as shown by the phantom line in FIG. However, in the third engine mount device 13, since the power unit 10 is configured to be easily displaced forward with respect to the vehicle body, the vehicle body and the power unit 10 behave independently in the early period of the collision. Therefore, the solid line is shown in FIG. As described above, the mass is reduced and the deceleration of the vehicle body is increased. As a result, the deceleration of the vehicle body is reduced in the latter half of the collision, and the peak time of deceleration is advanced. Therefore, the deceleration at the time of the secondary collision of the vehicle occupant at the peak of the deceleration in the latter half of the collision becomes low, the impact received by the occupant is significantly reduced, and the safety for the occupant is improved.
In other words, the vehicle body and the occupants in it begin to be restrained by the vehicle body with seat belts and airbags at an early stage after the start of the collision.
Since it will be slowed down over time, the impact will be significantly mitigated.

As described above, with the third engine mount device 13 having a simple structure, the safety at the time of collision can be further improved without providing a separate shock absorbing member on the vehicle body side and without increasing the vehicle body weight. It can be further improved. The third engine mount device 13 is
The same can be applied to the second and fourth engine mount devices 11, 12, and 14.

[Modification] FIGS. 6 to 12 Next, a modification in which the configuration of the third engine mount device 13 is partially modified will be described. The same members as those in the above embodiment are designated by the same reference numerals, and detailed description thereof will be omitted. [1] As shown in FIG. 6, the third engine mount device 55 is arranged so that its axis is oriented in the vehicle body front-rear direction similarly to the above-described device, and in the third engine mount device 55, the mount rubber 56 is mounted. Is provided substantially in the center of the inner cylinder 57 in the front-rear direction, and the outer cylinder 49 is press-fitted onto the mount rubber 56 so as to be relatively immovable in the front-rear direction. A taper peripheral surface 58 having an enlarged partial cone shape is formed, and the mount rubber 56 is externally fitted and press-fitted to the taper peripheral surface 58 so as to be movable in the axial direction. In this case, since the forward movement resistance of the mount rubber 56 with respect to the inner cylinder 57 is small and the backward movement resistance thereof is large, the power unit 1 at the time of a collision is detected.
0 is configured to be easily displaced forward with respect to the vehicle body and difficult to be displaced rearward.

[2] As shown in FIG. 7, the third engine mount device 60 is arranged with its axis in the longitudinal direction of the vehicle body. In the third engine mount device 60, the mount rubber 61 is an inner cylinder. The outer cylinder 49 is provided at a substantially central portion in the front-rear direction, and is fitted onto the mount rubber 61 by press fitting so as to be relatively immovable in the front-rear direction. A plurality of locking portions 63 each having a partially conical peripheral surface 63a that is reduced in diameter are formed in a substantially sawtooth cross section, and the mount rubber 61 has an inner peripheral portion that engages with the plurality of locking portions 63. It is fitted onto the cylinder 62 by press fitting so as to be movable in the axial direction. In this case, at the time of collision, the mount rubber 61 is configured to be easily displaced forward and difficult to be displaced rearward with respect to the inner cylinder 62, and the same operation as described above is achieved.

[3] As shown in FIG. 8, the third engine mount device 65 is disposed with its axis centered in the longitudinal direction of the vehicle body. In the third engine mount device 65, the mount rubber 66 is an inner cylinder. The mount rubber 66 is provided at a substantially central portion in the front-rear direction of the shaft 44, and is externally fitted to the inner cylinder 44 by press-fitting so as to be relatively immovable in the front-rear direction. Partial conical tapered surface 6
8a, a plurality of ring-shaped locking portions 68 having a substantially sawtooth cross section
Is formed into a saw-toothed shape in cross section, and the mount rubber 66 is fitted in the outer cylinder 67 by press fitting so as to be movable in the axial direction in a state where the outer periphery of the mount rubber 66 is engaged with the locking portion 68. In this case, the outer cylinder 67 is configured to be easily displaced forward and difficult to be displaced rearward with respect to the mount rubber 66 at the time of collision, and the same operation as described above is achieved.

[4] As shown in FIG. 9, the third engine mount device 70 has its axis centered in the front-rear direction of the vehicle body. In the third engine mount device 70, the mount rubber 45 is provided in the inner cylinder 44. The mount rubber 45 is provided approximately at the center in the front-rear direction, and is externally fitted to the inner cylinder 44 by press-fitting so as to be relatively immovable in the front-rear direction.
An outer cylinder 71 is press-fitted onto the outer cylinder 71 so as to be relatively immovable in the front-rear direction, and an annular restricting portion 71a (flange) extending inward is formed at the front end of the outer cylinder 71. Part 7
The rear end surface of the la is in contact with the front end surface of the mount rubber 45. In this case, at the time of a collision, as shown by the chain double-dashed line in FIG. 9, the entire mount rubber 45 is deformed, so that the relative forward movement resistance of the outer cylinder 71 with respect to the inner cylinder 44 becomes relatively small. As shown by the three-dot chain line, since the deformation of the mount rubber 45 is suppressed by the restricting portion 76a, the relative rearward movement resistance is significantly larger than the forward movement resistance. Therefore, the power unit 10
Is allowed to move forward relative to the vehicle body and is restricted from moving backward relative to the vehicle body, and the same operation as described above is achieved.

[5] As shown in FIG. 10, the third engine mount device 75 is arranged with its axis in the front-rear direction of the vehicle body.
The mount rubber 45 is provided substantially in the center of the inner cylinder 76 in the front-rear direction, and the mount rubber 45 is press-fitted onto the inner cylinder 76 so as to be relatively immovable in the front-rear direction. An annular flange portion 76a is formed on the rear portion of the inner cylinder 76 so as to receive the rear end portion of the mount rubber 45. In this case, at the time of a collision, the relative forward resistance of the outer cylinder 49 to the inner cylinder 76 is relatively small because the entire mount rubber 45 is deformed as shown by the two-dot chain line in FIG. As shown by the three-dot chain line, the relative rearward movement resistance is significantly larger than the frontward movement resistance because deformation of the mount rubber 45 is suppressed by the collar portion 76a. Therefore, the power unit 10
Relative movement with respect to the vehicle body is permitted, and relative movement rearward is restricted.

[6] As shown in FIGS. 11 and 12, in the third engine mount device 215, the shaft member 192 is provided.
The axial center of the vehicle body is arranged in the front-rear direction of the vehicle body in the same manner as described above, and the vehicle-body-side bracket 181 having a U-shaped side view is fixed to the right front frame 4 so that the inner cylinder 193 and the outer cylinder 21
6 and the mount rubber 194 are supported at both ends by the vehicle body side bracket 181 via the bolts 192, and a plurality of beads 217 for lowering the rigidity in the front-rear direction are circumferentially arranged on the outer peripheral portion of the front end portion of the outer cylinder 216. Has been formed. When a car crashes, the power unit 10 is attached to the vehicle body in the previous period.
When the vehicle is displaced forward, the plurality of beads 217 are plastically deformed as shown in FIG. 12, so that the power unit 10 is easily displaced forward with respect to the vehicle body.

[Second Embodiment] FIGS. 13 to 16 Next, the first and second engine mount devices 11 and 12 will be described.
An example in which the present invention is applied to will be described.
The same members as those in the above embodiment are designated by the same reference numerals, and detailed description thereof will be omitted. As shown in FIG. 13, the first and second engine mount devices 100 and 101 are provided in the substantially central portion of the suspension cross member 8 in the left-right direction and in the vicinity of the front end of the center member 9, respectively, as in the above embodiment. The power unit 10 is elastically supported via the unit-side bracket 102 provided at the front portion of the power unit 10 and the unit-side bracket 103 provided at the rear portion of the power unit 10.

Next, the first and second engine mount devices 1
Since 00 and 101 are substantially symmetrical in the front-rear direction, the second engine mount device 101 on the front side will be described. As shown in FIGS. 14 to 16, the unit side bracket 103 includes a pair of left and right arm portions 104 and an arm portion 1.
Reinforcing portion 105 for connecting the upper end portion of 04 and arm portion 10
4 is integrally formed with a pair of mounting portions 106 provided at the rear end portions of the unit 4, and the unit side bracket 103 is fixed to the power unit 10 at the mounting portion 106.
A shaft member 107 in the left-right direction is rotatably supported between the left and right arm portions 104 near the front ends thereof. The inner cylinder 1 is attached to the shaft member 107 between the left and right arm portions 104.
14 is externally fitted, a rubber-made substantially cylindrical mount rubber 108 is externally fitted and mounted on the inner cylinder 114, and a metallic outer cylinder 109 is externally fitted and mounted on the mount rubber 108. A partially cylindrical reinforcing member 110 is fixed to the part, and the outer cylinder 109 has a pair of left and right leg portions 111 and a connecting portion 112 that connects the lower end portions of the left and right leg portions 111, and is substantially U-shaped in a front view. It is fixed to the center member 9 via a support member 113.

In the second engine mount device 101, since the rear portion of the outer cylinder 109 is reinforced by the reinforcing member 110, the front relative movement of the power unit 10 with respect to the center member 9 is relatively easy at the time of a collision. However, rearward relative movement is significantly restricted. As a result, similarly to the above-described embodiment, without providing a separate shock absorbing member or the like on the vehicle body side, the deceleration of the vehicle body in the early period of the collision at the time of the collision is increased, and the deceleration of the vehicle body in the latter period of the collision is reduced and Advance the peak occurrence time, accelerate the seatbelt device and the air bag device restraint start time of the occupant, alleviate the impact when the occupant makes a secondary collision with the vehicle body,
The safety of passengers can be further improved.

[Modification] FIGS. 17 to 26 Next, a modification in which the configuration of the second engine mount device 101 is partially modified will be described. Incidentally, the second
The same members as those in the embodiment are designated by the same reference numerals, and detailed description thereof will be omitted. [1] As shown in FIGS. 17 and 18, in the second engine mount device 120, the reinforcing member 110 is omitted, and a semi-annular reinforcing flange portion extending in the radial direction at the left and right ends of the rear half of the outer cylinder 121. 122 is formed, and the rearward deformation of the outer cylinder 121 is restricted by the reinforcing flange portion 122 at the time of collision, and the rearward relative movement of the power unit 10 with respect to the center member 9 is restricted.

[2] As shown in FIG. 19, in the second engine mount device 125, the reinforcing member 110 is omitted, and a pair of upper and lower through holes 127 is provided in the front portion of the outer cylinder 126 having a thickened plate thickness. The outer cylinder 1 is formed with the through hole 127.
By reducing the strength and rigidity of the front portion of 26, the forward relative movement of the power unit 10 with respect to the center member 9 is allowed as much as possible at the time of a collision, and the backward relative movement of the power unit 10 is suppressed as much as possible. Incidentally, the through hole 12
Instead of 6, beads or notches may be formed. Also,
As in the second engine mount device 130 illustrated in FIG. 20, the bellows-shaped weak portion 132 may be formed in the front portion of the outer cylinder 131.

[3] As shown in FIGS. 21 and 22, in the second engine mount device 135, the reinforcing member 11 is used.
0 is omitted, and restricting portions 137 extending forward are formed at both left and right ends of the rear half of the outer cylinder 136, and the restricting portion 137 restricts the rearward movement of the shaft member 107, so that the center member is prevented from colliding at the time of a collision. The rearward relative movement of the power unit 10 with respect to 9 is restricted. [4] As shown in FIGS. 23 and 24, in the second engine mount device 140, the reinforcing member 110 is omitted, and extension portions 142 extending in the axial direction are formed at the left and right ends of the rear half of the outer cylinder 141. Formed and mounted rubber 108
On the left and right sides of the shaft member 107, a pair of substantially fan-shaped restricting plates 143 capable of abutting the extension portions 142 are fixed to the shaft member 107 so as to project rearward, and at the time of collision, the restricting plates 143 are provided behind the shaft member 107. The movement of the power unit 10 to the center member 9 is regulated, and the relative movement of the power unit 10 to the center member 9 to the rear is regulated.

[5] In addition to the structure of the second engine mount device, as in the second engine mount device 170 shown in FIGS. And the engaging portions 172 extending forward are formed in the vicinity of the front ends of the left and right ends of the outer cylinder 109 so that the power unit 10 is opposed to the center member 9 in the early stage of the collision. By moving the hook 171 to the front side and engaging the hook 171 with the locking portion 172, the rearward movement of the power unit 10 relative to the center member 9 in the latter stage of the collision is restricted. Although the present invention is applied to the FF type vehicle in the present embodiment, the present invention can be similarly applied to the FR type vehicle.

[Brief description of drawings]

FIG. 1 is a plan view of a vehicle body front portion according to a first embodiment.

FIG. 2 is a vertical sectional view of a front portion of a vehicle body according to the first embodiment.

FIG. 3 is an exploded perspective view of a third engine mount device according to the first embodiment.

FIG. 4 is a plan view of the vicinity of a third engine mount device according to the first embodiment.

5 is a sectional view taken along line 5-5 of FIG.

FIG. 6 is a view of a third engine mount device according to a modified example.
FIG.

FIG. 7 is a view of a third engine mount device according to a modification.
FIG.

FIG. 8 is a view of a third engine mount device according to a modification.
FIG.

FIG. 9 is a view of a third engine mount device according to a modification.
FIG.

FIG. 10 is a view corresponding to FIG. 5 of a third engine mount device according to a modification.

FIG. 11 is a side view of a third engine mount device according to a modification.

FIG. 12 is a cross-sectional view of the third engine mount device of FIG.

FIG. 13 is a view of the front portion of the vehicle body according to the second embodiment, corresponding to FIG. 2.

FIG. 14 is a perspective view of a second engine mount device according to the second embodiment.

FIG. 15 is a side view of a second engine mount device according to the second embodiment.

16 is a sectional view taken along line 16-16 of FIG.

FIG. 17 is a side view of a second engine mount device according to a modification.

FIG. 18 is a cross-sectional view of a second engine mount device according to a modification.

FIG. 19 is a perspective view of a second engine mount device according to a modification.

FIG. 20 is a side view of a second engine mount device according to a modification.

FIG. 21 is a side view of a second engine mount device according to a modification.

FIG. 22 is a sectional view of a second engine mount device according to a modification.

FIG. 23 is a side view of a second engine mount device according to a modification.

FIG. 24 is a cross-sectional view of a second engine mount device according to a modification.

FIG. 25 is a side view of a second engine mount device according to a modification.

FIG. 26 is a sectional view of a second engine mount device according to a modification.

FIG. 27 is a characteristic diagram of deceleration of the vehicle body at the time of collision of an automobile.

FIG. 28 is a mechanical diagram of a front structure of an automobile before a collision starts.

FIG. 29 is a mechanical diagram of the front structure of the automobile in the early stage of the collision.

FIG. 30 is an initial mechanical diagram of the front structure of the vehicle in the latter half of the collision.

FIG. 31 is a mechanical diagram of the front structure of the automobile in the latter half of the collision.

FIG. 32 is a mechanical diagram of the front structure of the automobile after the collision.

[Explanation of symbols]

13, 55, 60, 65, 70, 75 Third engine mount device 193, 195, 215, 216 Third engine mount device 45, 56, 61, 66 Mount rubber 44, 57, 62, 76, 114, 193
Inner cylinder 49, 67, 71, 109, 126, 131, 136,
141 Outer cylinder 41a, 41b Vertical wall part 58 Tapered peripheral surface 63 Locking part 68 Locking part 71a Restricting part 76a Restricting part 101, 120, 125, 130 Second engine mounting device 135, 140, 170 Second engine mounting device 109 , 121 Outer cylinder 110 Reinforcing member 122 Reinforcing part 127 Through hole 132 Weak part 137 Restricting part 142 Extension part 143 Restricting plate 157 Bolt 166 Pivoting hole 171 Hook part 172 Locking part

Claims (10)

[Claims] 1. A power unit mounting structure for a vehicle, comprising: an inner cylinder supported by a vehicle body; an outer cylinder supporting a power unit; and a mount rubber mounted between the inner cylinder and the outer cylinder. A power unit mount structure for a vehicle, characterized in that a displacement changing means is provided for facilitating forward displacement with respect to the vehicle body and difficult rearward displacement. 2. The power unit mount structure for a vehicle according to claim 1, wherein the inner cylinder and the outer cylinder are arranged with their axes centered in the front-rear direction of the vehicle body. 3. A pair of front and rear mount brackets for supporting the inner cylinder on a vehicle body are provided, and the displacement changing means sets a distance from a front end of the outer cylinder to a front mount bracket to a rear side of the outer cylinder. The power unit mount structure for a vehicle according to claim 2, wherein the power unit mount structure is configured to be larger than the distance to the mount bracket. 4. The power unit mount structure for a vehicle according to claim 2, wherein the displacement changing means has a configuration in which an outer peripheral surface of the inner cylinder is formed as a partial conical surface whose diameter is reduced toward the front. 5. The vehicle according to claim 2, wherein the displacement changing means comprises a plurality of partial conical locking portions formed on the outer peripheral surface of the inner cylinder so as to have a larger diameter toward the front. Power unit mount structure. 6. The vehicle according to claim 2, wherein the displacement changing means comprises a plurality of ring-shaped locking portions formed on the inner peripheral surface of the outer cylinder so as to have a smaller diameter toward the front. Power unit mount structure. 7. The power unit mount structure for a vehicle according to claim 2, wherein the displacement changing means includes a flange portion provided on the inner cylinder or the outer cylinder and suppressing rearward deformation of the mount rubber. .. 8. The power unit mount structure for a vehicle according to claim 1, wherein the inner cylinder and the outer cylinder are arranged with their axes oriented in the vehicle width direction. 9. The power unit mount structure for a vehicle according to claim 8, wherein the displacement changing means is configured such that the rigidity of the front half of the outer cylinder is set lower than the rigidity of the rear half of the outer cylinder. .. 10. The displacement changing means comprises a locking means for locking the outer cylinder with respect to the inner cylinder when the outer cylinder moves backward relative to the inner cylinder by a predetermined distance or more. 8
The vehicle power unit mount structure described in.