JPH0524834Y2 - - Google Patents

Description

[Detailed explanation of the idea] [Industrial application field] The present invention relates to an engine mount.

[Prior Art] An engine mount having a concave portion that becomes concave upward when mounted on a vehicle and having a bound stopper attached to the opening of the concave portion was proposed by the present applicant on April 17, 1988. Jitsugan Sho 62-057407 proposed by
Seen in the composite mount of issue.

As shown in FIG. 3, this composite mount connects a rigid first frame 112 and a rigid second frame 114 with an elastic body 116. By extending a portion into the space 118 surrounded by the elastic body 116 and the second frame 114 and attaching the first stopper rubber 130 there, the rebound stopper 1
It consists of 20 parts. The space 118 forms a concave portion that becomes concave toward the top, and this concave portion 11
A second stopper rubber 134 made of a flat rubber plate is attached to the opening portion 8 to form a bound stopper. Elastic body 116 and second frame 114
Diaphragm 1 is placed in the space 140 surrounded by
38 is installed, and the space above the diaphragm 138 in the space 140 is filled with liquid to form a liquid-sealed engine mount. Note 1
28 is a body side bracket, and 126 is an engine side bracket.

Concave portion 11 that is concave toward the top of the vehicle as described above.
8, if water enters the recess 118 between the bound stopper 134 and the second frame 114, the mount metal fittings may rust, the rubber may deteriorate, and the mount may become damaged. Since the characteristics may change, it is desirable to provide a drain hole 200 that can drain water even if water enters the recess 118. Since the drain hole 200 needs to be provided on the bottom surface of the recess 118, the drain hole 200 will span the end of the main body rubber 116.

[Problems to be Solved by the Invention] However, if the drain hole 200 forms a hole at the end of the rubber body 116, there is a concern that the durability and reliability of the rubber body 116 will deteriorate.

Furthermore, if the drain hole 200 is prevented from covering the main body rubber 116, the mounting metal fittings will have to be made larger just for this purpose, which will not only cause disadvantages in terms of vehicle mounting but also increase costs.

[Means for Solving the Problems] According to the present invention, the above problems are solved or alleviated by the following engine mount.

a first frame body having a main part located in the center in the radial direction and a stopper arm extending diagonally downward in the radial direction from the main part; , a second frame defining an opening between the lip and the first frame; and a second frame defining an opening between the first frame and the second frame below a stopper arm of the first frame. an elastic body connected to the body and having a concave portion on the upper side defining a space that opens only upward by the opening; and the elastic body is made of rubber attached to the lower end of the stopper arm of the first frame. Left and right rebound stoppers; an engine-side bracket that is connected to the first frame and extends radially outward to a position above the lip of the second frame; and a lip of the second frame. It is provided in a space between the upper and lower sides of the engine side bracket, an inner circumferential part extends to the first frame body to close the opening of the space from above, and an outer circumferential part further extends from the flange of the second frame body. An engine mount consisting of a bound stopper made of rubber that extends radially outward, bends there and extends downward;

[Function] In the engine mount of the present invention, even if the bound stopper separates from the bottom surface of the stopper during rebound, the outer circumferential portion of the bound stopper extends downward, so water flows around the extended portion and prevents the bound stopper. It is difficult for water to enter the recess through between the stopper and the stopper seat, and water is prevented from entering the recess.As a result, the occurrence of rust on the mount fittings and deterioration of the rubber that would otherwise occur when water enters. This prevents this and improves the durability and reliability of the mount.

[Embodiments] Hereinafter, preferred embodiments of the engine mount according to the present invention will be described with reference to FIGS. 1 and 2.

Figure 1 shows a cross-section of the RH and LH combined engine mount, which has a shared load in a horizontal engine suspension system using the principal axis of inertia system, as viewed from the side of the vehicle.
The figure shows a cross section in the front view direction of the vehicle. Therefore, the vertical direction in FIG. 1 indicates the vehicle vertical direction,
The left-right direction on the paper surface of FIG. 1 indicates the front-rear direction of the vehicle, and the left-right direction on the paper surface of FIG. 2 indicates the left-right direction of the vehicle.

1 and 2, the engine mount 10 includes a rigid first frame 12 and a first
The frame body 12 has a rigid second frame body 14 which is disposed so as to be movable relative to the frame body 12 . An elastic body 16 made of rubber or the like is interposed between the first frame 12 and the second frame 14, and one end of the elastic body 16 is connected to the first frame 12 and the other end is connected to the second frame. It is fixed to the body 14 by vulcanization or the like. The first frame 12, the second frame 14, and the elastic body 16 form a concave portion 18A that is concave toward the top, and this concave portion 18A defines a space 18 therein. A part of the first frame 12 is extended into the space 18, and the extended part constitutes a part of the rebound stoppers 20 in the front and rear, left and right directions.

The first frame 12 includes a main portion 22 and a stopper arm 24 extending obliquely outward in the radial direction from the main portion 22.
It has The second frame 14 has rigidity, is arranged to be movable relative to the first frame 12, partially overlaps the first frame 12 in the vertical direction, and The portion surrounds the first frame 12 at a radial distance from the outer periphery. The second frame 14 has at its upper end a rigid lip 32 extending radially inwardly. The inner circumferential surface of the lip 32 and the first frame 12 are separated from each other in the radial direction and define the opening of the recess 18A. The elastic body 16 extends between the first frame 12 and the second frame 14, and has one end attached to the first frame 12 and the other end attached to the second frame 14, for example, by vulcanization. It is twisted and fixed. Elastic body 16
cooperates with the main portion 22 of the first frame 12 and the second frame 14 to form a space 18 in which the stopper arm 24 of the first frame 12 is disposed.

The first frame 12 is fixed to an engine side bracket 26, and the second frame 14 is fixed to a body side bracket 28.

At the outer peripheral end of the stopper arm 24, a first
A stopper rubber 30 is fixed, for example, by vulcanization. First frame 12 and second frame 14
When the first stopper rubber 30 and the second frame 14 are not displaced due to relative movement,
There are rebound stopper clearances b, front and rear stopper clearances d and e, and left and right stopper clearances f in the vertical, longitudinal, and horizontal directions, respectively. As for the front and rear stopper clearances, acceleration and forward movement side front and rear stopper clearances d are provided on the vehicle front side, and deceleration and reverse side front and rear stopper clearances e are provided on the vehicle rearward side.
When the first frame 12 moves relative to the second frame 14 in each direction by more than the respective clearances, the first stopper rubber 30 comes into contact with the second frame 14, and thus, The stopper arm 24 and the first stopper rubber 30 cooperate to form the front, rear, left and right rebound stoppers 20.

A second stopper rubber 34 is interposed between the lip 32 of the second frame and the engine side bracket 26 so as to cover the opening of the recess 18A. In a state where no displacement due to relative movement occurs between the lip 32 of the second frame body 14 and the engine side bracket 26 (in the example shown in FIG. 1, the engine side bracket 26), Between the second stopper rubber 34, there is a bound stopper clearance a in the vertical direction.
exists, and when the first frame 12 moves relative to the second frame 14 in the vertical direction by more than the bound stopper clearance a, the second stopper rubber 34 moves against the lip of the second frame. 32 and the engine side bracket 26, and thus the second stopper rubber 34 constitutes a bound stopper. Since the bound stopper and the second stopper rubber 34 are the same member, 34 will also be used for the bound stopper.

The bound stopper 34 extends radially outward in a direction substantially perpendicular to the mount axis from a position in contact with the first frame 12, and extends radially outwardly from the second frame 14, and the outer periphery thereof. It consists of an end that is bent downward and extended further downward. The inner circumferential surface of this downwardly extending portion 34a is separated from the outer circumferential surface of the second frame 14 by a distance in the radial direction. The length of the downwardly extending portion 34a is set to be an appropriate length to prevent water from entering the recess 18A. As shown in the example, it is preferable that the stopper rubber 30 extends slightly downward from the lower end of the first stopper rubber 30. However, the length is not limited to this.

An elastic layer 36 is provided on the inner wall surface of the second frame 14.
The elastic layer 36 is fixed, for example by vulcanization.
are integrally connected to the elastic body 16. Between the inner surface of the elastic layer 36 and the outer surface of the first stopper rubber 30, gaps are formed in the front and rear and left and right directions, respectively, and the front and rear stopper clearances d, e,
This constitutes the left and right stopper clearance f.

The gap c formed in the vertical direction between the first stopper rubber 30 and the elastic body 16 is larger than the bound stopper clearance a.

The second frame 14 is essentially a closed container on the side of the body bracket 28, and thus
The second frame 14 and the elastic body 16 have closed spaces on the opposite sides of the elastic body 16 in the front, rear, left and right directions, and the rebound stopper 20 in the vertical direction. This closed space consists of a liquid chamber 40 and an air chamber 42 which are mutually defined by a diaphragm 38. The liquid chamber 40 is further defined into a plurality of chambers by a partition plate 46 having an orifice 44, and the plurality of chambers communicate with each other via the orifice 44. A damping force is generated when liquid flows through the orifice 44. The air chamber 42 communicates with the atmosphere via a communication hole 48 formed in the second frame 14.

Note that the space 18 in which the first stopper rubber 30 is disposed is filled with air, and no liquid exists in the space 18. Therefore, the Oris effect does not occur.

Next, the operation of the above embodiment will be explained.

In the engine mount 10, the relative movement between the first frame body 12 and the second frame body 14 is a bound when they contract in the axial direction (vertical direction), and a rebound when they expand. When the bound and rebound movements are within set values, engine vibration is damped by a damping action essentially determined by the spring constant of the elastic body 16 and the damping constant of the orifice 44. When the bound and rebound movements and/or the movements in the front-rear and left-right directions exceed the bound stopper clearance a, rebound stopper clearance b, front-rear stopper clearances d and e, and left-right stopper clearance f, respectively, the stopper effect comes into play and restricts excessive relative movement in each direction.

More specifically, when the bounding movement exceeds the bounding stopper clearance a, the bounding stopper 34 comes into contact with the engine side bracket 26 and the lip 32 of the first frame, thereby restraining the excessive bounding movement.

When the rebound movement exceeds the rebound stopper clearance b, the front and rear, left and right rebound stoppers 20 hit the lip 32 of the first frame, and the excessive rebound movement is restrained.

When the longitudinal movement exceeds the acceleration/forward side longitudinal stopper clearance d on the acceleration/forward side, the longitudinal, lateral, and horizontal sides of the rebound stopper 20 in the plane of the paper in FIG. 1 are fixed to the second frame 14. The elastic layer 36 restricts further excessive acceleration and movement in the forward direction. On the other hand, when the longitudinal movement exceeds the deceleration/reverse side longitudinal stopper clearance e on the deceleration/reverse side, the longitudinal, lateral, and horizontal sides of the rebound stopper 20 in the plane of the paper in FIG. The elastic layer 36 fixed to the body restricts further excessive deceleration and movement in the backward direction.

The left and right movement causes the left and right stopper clearance f
In this case, the front, rear, left, and right sides of the rebound stopper 20 in the plane of the paper in FIG.
Further excessive movement in the left and right direction is restrained by the elastic layer 36 fixed to the upper part 4.

What is important here is that the rebound stoppers 20, front and rear, left and right, are connected to the second frame 14 and the elastic layer 16.
It is contained within a space 18 surrounded by. In this way, the front and rear, left and right rebound stoppers 20 do not need to be arranged outside the mount 10. In the engine mount 10 of the present invention,
Since the front and rear, left and right rebound stoppers 20 are housed in the space 18 within the mount 10, there is no problem of dynamic interference with external parts of the mount.

Furthermore, if the front, rear, left, right, and rebound stoppers were to be placed outside the mount, the structure would be large and heavy, which would cause the problem of lowering the natural frequency of the system due to the increased mass of the spring-mass system. ,
Since the front and rear, left and right rebound stoppers 20 of the present invention can be disposed in the space 18 within the composite engine mount 10, they are small and lightweight, and the natural frequency of the system does not decrease. This makes it possible to reduce the amount of engine vibration and increase the effectiveness of damping, making it possible for the composite engine mount 10 to fully exhibit its original vibration damping potential.

Furthermore, front and rear, left and right rebound stoppers 2 are housed in the space 18 in the engine mount 10.
0 can exert a stopper effect in all directions including the front-rear direction, the left-right direction, and the up-down direction. Bound movement in the vertical direction is stopped by the bound stopper 34, which is also interposed between the engine side bracket 26 and the lip 32 of the first frame. Therefore, there is almost no need to increase the size of the engine mount 10.

Furthermore, what is particularly important in the engine mount 10 of the present invention is that the bound stopper 34 has a downwardly extending portion 34a on its outer circumference, and the portion 34a supports the second frame 14 in the radial direction. By covering the recess 18A from the outside with a gap between the two, it is possible to prevent water from entering the recess 18A without being affected by the relative movement of the bound stopper 34 with the second frame 14. The water splashing upward from below hits the bottom surface of the bound stopper 34 and falls directly outside the mount 10, and then hits the mount 1 from the side.
The water splashing in the direction 0 hits the outer surface of the portion 34a and falls downward to the outside of the mount 10,
In this way, water does not enter the recess 18A. Recessed portion 18A
If water enters the mount, the mount metal fittings will rust, the rubber of the elastic body 16 will deteriorate, and there will be an additional risk that the liquid sealed in the mount may have leaked due to cracks in the rubber, etc. However, the mount of the present invention 10
Then, something like this won't happen.

[Effect of the idea] According to the present invention, the following effects can be obtained.

B. Since the downwardly extending portion 34a is provided at the outer peripheral end of the bound stopper 34, the recess 18
Water is prevented from entering A, and rusting of the mount fittings and deterioration of the rubber, etc., which would occur if water entered, is prevented.

In addition, the following effects of the earlier application can also be obtained at the same time.

(b) By arranging the front and rear, left and right rebound stoppers 20 inside the mount 10, dynamic relative interference of the stopper 20 with the engine peripheral equipment is prevented, and the mass of the assembly consisting of the mount 10 and the stopper is reduced and the mount is made smaller. The original vibration damping potential of 10 can be fully utilized.

C. Stopper functions in all directions, up and down, front and back, and left and right can be provided in a single front and back, left and right, and rebound stopper 20.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of an engine mount according to an embodiment of the present invention as viewed from the side of the vehicle, and FIG. 2 is a sectional view of the engine mount of the present invention as viewed from the front of the vehicle.
Figure 3 is a cross-sectional view of the composite mount proposed in Utility Model Application No. 1983-057407. DESCRIPTION OF SYMBOLS 10... Engine mount, 12... First frame body, 14... Second frame body, 16... Elastic body, 18
... Space, 20 ... Front and rear, left and right, rebound stopper, 22 ... Main part, 24 ... Stopper arm,
26... Engine side bracket, 28... Body side bracket, 30... First stopper rubber, 3
2...Rip, 34...Second stopper rubber (bound stopper), 34a...Downward extending portion of outer peripheral end of bound stopper, 36...Elastic layer, 3
8...diaphragm, 40...liquid chamber, 42...air chamber, 41...orifice, 46...partition plate, 4
8...Communication hole.

Claims (1)

[Claims for Utility Model Registration] A first frame body having a main part located at the center in the radial direction and a stopper arm extending diagonally downward in the radial direction from the main part; a second frame having a lip extending inwardly in the direction defining an opening between the lip and the first frame; an elastic body that connects the frame and the second frame and has a recess on the upper side that defines a space that opens only upward by the opening; and a lower end of the stopper arm of the first frame. an engine-side bracket that is connected to the first frame and extends radially outward to a position above the lip of the second frame; It is provided in the space between the upper and lower sides of the lip of the second frame body and the engine side bracket, and the inner peripheral part extends to the first frame body and closes the opening of the space from above, and the outer peripheral part extends to the first frame body and closes the opening of the space from above. An engine mount consisting of a bound stopper made of rubber, which extends further radially outward from the flange of the frame body of No. 2, and is bent there and extends downward.