JPH08332858A - Support structure of power unit - Google Patents

Abstract

PURPOSE: To reduce the transmission of vertical vibration and roll vibration of the engine of a vehicle to the body side and to ensure drive stability through the reduction of vibration sensitivity of an engine. CONSTITUTION: In the support structure of a power unit wherein the two ends of a power unit P are supported in an engine room 6 by mounts 4 and 5 positioned on a roll inertia main shaft, support positions 71 and 72 on the power unit side arranged at least in one spot in the vicinity of a position right below the center of gravity of the power unit P and support positions 91 and 92 on the body side at least in one spot are intercoupled through a support member 27, having a resilient member 11 arranged at the tip thereof, so that that horizontal position of a body constituting member 8 on the car room side in an engine room 6 is situated flush with those of the support positioned 71 and 72 on the power unit side. The car body constituting member 8 on the car room side may form a suspension member or a floor panel and the support member 27 comprises at least three resilient members 11, and the resilient members 11 may be intercoupled through torque rods 24, 25, and 26 having rigidity.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power unit support structure, and more particularly to a power unit support structure for an automobile in which an engine is placed laterally in a running direction in an engine room so that engine vibration is difficult to be transmitted to a vehicle body. Regarding

[0002]

2. Description of the Related Art Conventionally, in a front-wheel drive type vehicle, an engine is often placed laterally in the engine room in the running direction. In such an automobile, the engine body is provided with a transmission and a differential device. The power unit is elastically supported in the engine room of the automobile by mounts whose both ends are located on the roll inertial spindle.

The mount elastically supporting the power unit absorbs the vibration generated by the power unit as much as possible so as not to transmit it to the vehicle body side. In addition to vertical vibration, vibrations generated in the power unit include roll-direction vibration (oscillation) in which the engine vibrates about an inertial spindle extending in the cylinder bore arrangement direction of the engine. This vibration in the roll direction appears mainly when the engine is idle.

By the way, in the above-mentioned front-wheel drive type vehicle in which the engine is horizontally placed in the engine room, the vibration in the roll direction is large, and it is necessary to regulate this. Therefore, the support structure of the power unit that can regulate the vibration of the power unit in the roll direction has been developed.
It is proposed in Japanese Patent Laid-Open No. 62-128926. This actual development 62-12
In the 8926 publication, mounts for supporting the left and right directions of the power unit, that is, both ends in the cylinder arrangement direction are arranged on the inertia axis of the rolling passing through the center of gravity of the power unit, and further, the direction of rolling is directed to a position directly below the center of gravity. There is disclosed a support structure in which a flexible member is provided so as to be stretched on the vehicle body side, and an elastic body is provided in a path from the power unit to the vehicle body via the flexible member.

[0005]

[Problems to be Solved by the Invention]
In the power unit support structure described in Japanese Patent Publication No. 62-128926, vertical vibration is reduced by the left and right mounts and the elastic body just below the center of gravity, and roll vibration restricts the movement of the elastic body in the stretching direction of the flexible member. However, since the direction in which the flexible member is stretched is the front-back direction of the automobile, there is a problem that the vibration sensitivity of the engine is large at the support position in front of the vehicle body. This problem occurs because the rigidity of the flexible member stretched around the vehicle body is weak. In the power unit support structure described in Japanese Utility Model Laid-Open No. 62-128926, the rigidity is weakened so that the shock is easily absorbed when the car receives a shock, so this problem can be avoided. There wasn't.

Therefore, the present invention can reduce the vertical vibration and roll vibration of the engine transmitted to the vehicle body side in an automobile equipped with the engine, reduce the vibration sensitivity of the engine, and further improve the steering stability. It is an object of the present invention to provide a support structure for a power unit that can achieve the above.

[0007]

Means for Solving the Problems A power unit support structure of the present invention for achieving the above object is an engine, a transmission,
In a structure in which both ends of the power unit equipped with the differential device are supported in the engine room of the vehicle by mounts positioned on the roll inertial spindle, at least one power unit side supporting position is provided immediately below the center of gravity of the power unit. At the same time, at least one vehicle-body-side support position is provided on the vehicle-body-side component member in the engine compartment on the vehicle-cabin side so that the horizontal position is the same as the power-unit-side support position. It is characterized in that they are connected by a supporting member provided with an elastic member.

In this case, the vehicle body constituent member on the passenger compartment side may be a front suspension member or a floor panel. Further, the support member may include at least three elastic members, and each elastic member may be connected by a torque rod having rigidity.

[0009]

According to the power unit support structure of the present invention,
Due to the high rigidity of the vehicle body constituent members on the inside of the vehicle compartment, the sensitivity of vibration is lower than that in the case where the engine is supported by the front portion of the vehicle. Further, since the elastic members are arranged in the horizontal direction, the vibration in the roll direction when the engine is idle is input to the vehicle body as the longitudinal vibration via the torque rod. Since the sensitivity is low, there is little discomfort to the driver. Further, in the case where the power unit and the vehicle body component are supported by rigid body connection of three or more points, even if a lateral force is applied to the power unit, a compressive force acts on the elastic body at the supporting point, and a spring in the lateral direction is applied. The constant becomes large and the steering stability increases.

[0010]

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. FIG. 1 (a) shows a principle configuration diagram of a power unit support structure of the present invention. The present invention is shown in FIG.
As shown in (a), an RH mount in which both ends of a power unit P including an engine 1, a transmission, and a differential device (the transmission and the differential device are not shown) are located on a roll inertia spindle ( Mount that supports the right side of the engine) and LH
It is a support structure of a power unit in a structure in which a mount (a mount that supports the left side of the engine) supports it in the engine room of an automobile. In the present invention, at least one power unit side support S1 is provided in the vicinity of the center of gravity G of the power unit P. On the other hand, in the cross member CM which is a vehicle body constituent member on the vehicle interior side in the engine room,
At least one vehicle-body-side support portion S2 is provided so that the horizontal position is the same as that of the power-unit-side support portion S1. Then, the two supporting portions S1 and S2 are connected by a torque rod T having rigidity, which is a supporting member having an elastic member at its tip.

The body member on the passenger compartment side is a cross member C.
A floor panel may be used when there is no front suspension member such as M. Fig. 1 (b) is a spring in the supporting structure of the power unit configured as shown in Fig. 1 (a).
It is a model diagram of a mass system. In the present invention, the rod T having the mass m is inserted between the engine 1 having the mass M1 and the body 15 having the mass M2, and the spring C having the spring constant K1 is provided between the engine 1 having the mass M1 and the rod T having the mass m. Connected with mass M2
The spring constant K2 between the body 15 and the rod T of mass m
It will be connected by the spring C. As a result, high-frequency vibration transmission is reduced, and high-frequency vehicle interior noise such as engine noise is improved. Fig. 1 (c) shows the characteristics of vibration transmissibility with respect to frequency, which shows the effect of improving the vibration transmissibility by comparing the characteristics with and without the torque rod T as shown in Fig. 1 (a). It is a figure. The hatched area shown in Fig. 1 (c) shows the improvement effect.

FIG. 2 (a) shows the structure of the power unit support structure 10 of the first embodiment of the present invention, and is a view of the engine room 6 of the automobile V as seen from above. In the figure, 1 is an engine, 2 is a transmission, and 3 is a differential device, which are collectively referred to as a power unit P. The engine 1, the transmission 2, and the differential device 3 are shown by broken lines in order to clarify the position of the support structure 10 of the power unit. The power unit P has mounts (LH mount 4 and R) whose both ends are located on the roll inertial spindle.
It is supported in the engine room 6 of the automobile V by the H mount 5).

In this embodiment, one power unit side support portion 7 is provided immediately below the center of gravity G of the power unit P (see FIG. 2B). On the other hand, a vehicle body side support portion 9 is provided at a cross member 8 which is a vehicle body side member in the engine room 6. As shown in FIG. 2B, the power unit side support portion 7 and the vehicle body side support portion 9 are provided so that their horizontal positions are the same. The power unit side support portion 7 and the vehicle body side support portion 9 are
The torque rod 12 is connected as a support member having rigidity, but the rubber 11 which is an elastic member is interposed at the tip of the torque rod 12, and the power unit side support portion 7 and the vehicle body side support portion 9 are connected. Is connected to the tip of the torque rod 12 via this rubber 11.

FIG. 3A shows an example of the structure of the torque rod 12. A cylindrical cylinder (outer cylinder) 13 is fixed to both ends of the torque rod 12, and the outer cylinder 1
A cylindrical inner cylinder 14 is held in a concentric circle by a rubber 11. 3 (b) is B- of FIG. 3 (a).
FIG. 6 is a cross-sectional view taken along line B, showing a state where the inner cylinder 14 is held by the rubber 11 in the center of the outer cylinder 13.

FIG. 4 shows a concrete structure of the torque rod 12 constructed as shown in FIG. 3 when it is used in an actual automobile. . A bracket 17 is attached to the bottom surface 16 of the engine 1 that constitutes the power unit P. A bracket 18 is also attached to the lower surface of the cross member 8 that reinforces the main body 15 of the automobile. The heights of the brackets 17 and 18 from the ground are the same. And these brackets 17, 18
In addition, the torque rod 12 configured as shown in FIG. 3 is attached by a connecting member such as a pin so that the torque rod 12 can swing in the vertical direction.

In such a state, when the engine 1 vibrates in the vertical direction, the power unit side support portion 7 of the torque rod 12 also moves in the vertical direction, but the torque rod 12 can swing in the vertical direction. As shown in FIG. 5 (a), the vehicle body side support portion 9 is pivoted in the vertical direction. As a result, the vertical vibration of the engine is not transmitted to the main body 15 side. On the other hand, when the engine 1 moves in the left-right direction, the torque rod 12 cannot swing in the left-right direction. Therefore, as shown in FIG. 5B, the torque rod 12 is centered on the vehicle body side support portion 9. Twist left and right.
At this time, since the torque rod 12 is connected to the power unit side support portion 7 and the vehicle body side support portion 9 via the rubber 11, the rubber 11 is twisted as shown in FIG. 3 (c).

For example, if the length of the rod is 200 mm and the displacement is 10 mm, and the torque rod 12 is twisted by θ, the rubber 11 has θ = tan ⁻¹ θ (10/200) = 2.86.
It will be twisted by deg and the axial movement will be 0.25
mm, which is far smaller than the actual displacement amount of the engine 1 of 10 mm (about 2.5%). That is, since the inclination of the inner cylinder 14 shown in FIG. 3 (c) is about 2.86 deg, the displacement applied to the rubber 11 is very small, and the spring force due to the displacement of the torque rod 12 is hardly transmitted to the main body 15 side. .

FIG. 6 (a) is a side perspective view showing a schematic structure of a front portion including a vehicle compartment 19 of an automobile V adopting the support structure of the power unit P of the embodiment described above. In the drawing, reference numeral 1 is an engine of a power unit P, a radiator 21 is arranged in front of the engine 1, and an auxiliary machine 2 of the engine 1 such as a booster is arranged behind the engine 1.
2 are arranged. A dash board 23, which is a partition, is provided between the engine room 6 and the vehicle compartment 19.

When the power unit side supporting portion 7 and the vehicle body side supporting portion 9 are horizontally connected by the torque rod 12 as shown in FIG. 6 (b), as shown in FIG. 6 (c), a frontal collision of the vehicle occurs. Since the engine 1 is sometimes pulled downward by the action of the torque rod 12, the engine 1 is pulled by the arrow D.
Be withdrawn in the direction. As a result, as shown in FIG. 6 (d), when the vehicle V collides in the front and the engine room 6 is crushed, the engine 1 falls downward, so that the vehicle room 19 is protected from being damaged, and the vehicle is not impacted. The stroke length for absorption can be increased.

In the embodiment described above, since the engine is mounted on the cross member such as the front suspension member having high rigidity, the vibration sensitivity is lower than that in the case where the engine is supported by the front part of the vehicle. It is difficult to convey the engine vibration to the passenger compartment, and the noise in the vehicle is reduced. Further, since the elastic members are arranged in the horizontal direction, even if the vibration in the roll direction when the engine is idle is input to the vehicle body as the longitudinal vibration through the torque rod, the vehicle body will not vibrate in the longitudinal direction. Since the sensitivity is low, the driver does not feel uncomfortable, and the stroke length for absorbing the shock can be secured even when the vehicle collides. Further, the vibration direction at the time of idling of the engine is the front-back direction of the vehicle at each mount point, which is different from the vibration mode of the body, so that the vibration at idling can be reduced.

FIG. 7 (a) shows the structure of the power unit support structure 20 of the second embodiment of the present invention, and is a view of the engine room 6 of the automobile V as seen from above. In the figure, 1 is an engine, 2 is a transmission, 3 is a differential device, and P is a power unit, which are shown by broken lines to clarify the position of the support structure 20 of the power unit.
Both ends of the power unit P are mounted on the roll inertia spindle (LH mount 4 and RH mount 5)
Are supported in the engine room 6 of the automobile V.

In the second embodiment, two power unit side support portions 71 and 72 are provided in the vicinity of the position immediately below the center of gravity G of the power unit P (see FIG. 7B). On the other hand, the cross member 8 which is a vehicle body constituent member on the vehicle interior side in the engine room 6 is also provided with two vehicle body side support portions 91 and 92. As shown in FIG. 7B, the power unit side support portions 71 and 72 and the vehicle body side support portions 91 and 92 are provided so that their horizontal positions are the same. Further, in the second embodiment, the power unit side support portions 71 and 72 are connected by the torque rod 24 having rigidity, and the vehicle body side support portion 91 is connected.
And 92 are connected by a rigid torque rod 25,
Further, the torque rods 24 and 25 are connected by a rigid torque rod 26. Therefore, the support member in the second embodiment is the H-shaped torque rod 27.

FIG. 8A shows the structure of an example of the H-shaped torque rod 27. H type torque rod 27
An outer cylinder 13 is fixed to the four tip ends of the inner cylinder 14, and an inner cylinder 14 is held in the outer cylinder 13 by a rubber 11 in a concentric position. The inner cylinder 14 is held at the center of the outer cylinder 13 by the rubber 11 as described with reference to FIG. Therefore, the power unit side support portions 71 and 72 are connected to the tip end portion of the torque rod 24 via this rubber 11, respectively, and the vehicle body side support portions 91 and 92 are respectively connected to the tip end portion of the torque rod 25 via this rubber 11. Connected.

FIG. 8 (b) shows the structure of the bracket 31 for supporting the H-shaped torque rod 27 shown in FIG. 8 (a) at the power unit side supporting portions 71, 72 and the vehicle body side supporting portions 91, 92. An example is shown. The bracket 31 is composed of a shaft support portion 32 and a mounting portion 33. The shaft support portion 32 rotatably supports the tip end portion of the H-shaped torque rod 27 by a pin or a bolt, and the shaft support portion 3
2 is a support unit 71 on the power unit side by a bolt 34,
72 and the vehicle body side support portions 91 and 92.

The H-shaped torque rod 27 constructed as described above is mounted between the power unit side support portions 71, 72 and the vehicle body side support portions 91, 92, and
As shown in FIG. 7 (c), if the length A of the torque rod 24 and the length B of the torque rod 26 are set to be the same length, even when the engine 1 moves left and right, this movement in the left and right direction is performed. Can have the same spring constant as the pulling force.
Then, the ratio of the spring constants can be changed by changing the ratio of the lengths of the torque rod 24 and the torque rod 26.

Therefore, if the H-shaped torque rod 27 is used, the spring constant in the left-right direction can be increased.
Rubber 1 on each of the four tips of the torque rod 27 of the mold
4 is provided, the spring constant of the rubber 14 is as shown in FIG.
It may be half of the rubber 14 in the first embodiment described above. In the mounting method in which the engine 1 is supported by the left and right mounts and the torque rod 12 at three points, the torque rod 12 is twisted even if the spring constant of the rubber 14 in the left and right direction is increased in order to improve steering stability. The spring constant in the left-right direction had become low because it was used in the.

In the embodiment described above, since the engine is mounted on the cross member such as the front suspension member having high rigidity, the sensitivity of vibration is lower than that in the case where the engine is supported by the front part of the automobile. It is difficult to convey the engine vibration to the passenger compartment, and the noise in the vehicle is reduced. Further, since the elastic members are arranged in the horizontal direction, even if the vibration in the roll direction when the engine is idle is input to the vehicle body as the longitudinal vibration through the torque rod, the vehicle body will not vibrate in the longitudinal direction. Since the sensitivity is low, the driver does not feel uncomfortable, and the stroke length for absorbing the shock can be secured even when the vehicle collides. Further, the vibration direction at the time of idling of the engine is the front-back direction of the vehicle at each mount point, which is different from the vibration mode of the body, so that the vibration at idling can be reduced. Furthermore, since the power unit and the vehicle body constituent members are supported by rigid body connections of three or more points, even if a lateral force is applied to the power unit, a compressive force acts on the elastic body at the supporting point, and The spring constant increases and steering stability increases.

FIG. 9 (a) is a top view of the engine room 6 of the automobile V showing the structure of the supporting structure 20 'of the power unit according to the modification of the second embodiment of the present invention, and FIG. FIG. 10 is a top view of the engine room 6 showing the structure of a power unit support structure 20 ″ of a further modification of the second embodiment of the invention. The power unit support structure 2 of FIGS. 9 (a) and 9 (b).
0 ', 20 "are the support structure 2 of the power unit of FIG. 7 (a)
The difference from 0 is only the connecting direction of the power unit side support portions 71, 72 and the vehicle body side support portions 91, 92 of the H-shaped torque rod. Therefore, the same components as those described with reference to FIG. 7A are designated by the same reference numerals, the description thereof will be omitted, and only different portions will be described.

In the power unit support structure 20 of the second embodiment described with reference to FIGS. 7 and 8, the tip of the H-shaped torque rod 27 is located at the power unit side support portions 71, 72 and the vehicle body side support portions 91, 92. It was connected vertically. On the other hand, in the supporting structure 20 ', 20 "of the power unit of the modification of the second embodiment shown in FIGS. 9 (a) and 9 (b), the tip of the H-shaped torque rod 28 has the power unit side supporting portions 71, 72. And the vehicle-body-side support portions 91 and 92 are horizontally connected.

FIG. 10 (a) shows a torque rod 28 used for the supporting structure 20 ', 20 "of the power unit shown in FIG.
3 is a perspective view showing the structure of FIG. The outer cylinder 13 was fixed to the four end portions of the H-shaped torque rod 27 described with reference to FIG. 8 so that the central axis thereof was in the vertical direction. Outer cylinder 13 on one tip
Are fixed so that their central axes are horizontal.
The inner cylinder 14 is held in the outer cylinder 13 by the rubber 11 in a concentric position.

FIG. 10B shows the H-shaped torque rod 28 shown in FIG.
3 is a diagram showing an example of the configuration of the bracket 31 that is supported by the vehicle body side support portions 91 and 92. The bracket 41 is composed of a shaft support portion 42 and a mounting portion 43. The shaft support portion 42 rotatably supports the tip portion of the H-shaped torque rod 28 with a pin or a bolt, and the shaft support portion 42 is a bolt. The support unit 7 on the power unit side 44
1, 72 and the vehicle body side support portions 91, 92.

Also in the modification of the second embodiment, the engine vibration is hard to be transmitted to the passenger compartment side, and the noise in the vehicle is reduced.
There is little discomfort to the driver even if vibration in the roll direction during engine idling is input, and it is possible to secure a stroke length to absorb the shock even in the event of a car collision. Vibration reduction during idling The effect of the second embodiment that the steering stability is increased even if a lateral force acts on the power unit can be ensured as it is.

FIG. 11 (a) is a top view of the engine room 6 showing the structure of the power unit support structure 30 of the third embodiment of the present invention, and FIG. 11 (b) is the third embodiment of the present invention. FIG. 11 is a top view of the engine room 6 showing the configuration of the power unit support structure 301 of the first modified example of FIG. FIG. 11 (a)
, (B) power unit support structures 30 and 301 are different from the power unit support structure 20 shown in FIG. 7 (a).
The only difference is that the T-shaped torque rod is used instead of the H-shaped torque rod. Therefore, the same components as those described with reference to FIG. 7A are designated by the same reference numerals, the description thereof will be omitted, and only different portions will be described.

In the power unit support structure 20 of the second embodiment described with reference to FIGS. 7 and 8, the four tip portions of the H-shaped torque rod 27 have power unit side support portions 71, 7.
2 and the vehicle-body-side supporting portions 91 and 92 were vertically connected. On the other hand, the supporting structure 30 for the power unit of the third embodiment and its first modification shown in FIGS. 11 (a) and 11 (b),
In 301, a T-shaped torque rod 37 is used. Since the T-shaped torque rod 37 has only three tip portions, the two tip portions of the T-shaped torque rod 37 in the third embodiment shown in FIG.
72, and the remaining one tip portion is the vehicle body side support portion 9
In the first modification of the third embodiment of FIG. 11 (b), the two tip ends of the T-shaped torque rod 37 are connected to the vehicle body side support portions 91 and 92, and the remaining one The two tip portions are connected to the power unit side support portion 7.

FIG. 12 is a perspective view showing the structure of the torque rod 37 used in the supporting structures 30, 301 of the power unit shown in FIG. In the torque rod 37, two torque rods 35 and 36 are connected in a T shape, and the outer cylinder 13 is fixed to the three tip ends of the outer cylinder 13 so that its central axis is in the vertical direction. The inner cylinder 14 is held in the outer cylinder 13 by the rubber 11 in a concentric position. The torque rod 37 can be attached to the vehicle body side or the power unit side by the bracket 31 shown in FIG. 8 (b).

FIG. 13 (a) shows a second embodiment of the third embodiment of the present invention.
FIG. 13B is a top view of the engine room 6 showing the configuration of the power unit support structure 302 of the modification example, and FIG. 13B is the configuration of the power unit support structure 303 of the third modification example of the third embodiment of the present invention. 3 is a top view of the engine room 6 showing FIG. Power unit support structure 3 of FIGS. 13 (a) and 13 (b)
02 and 303 are different from the power unit support structures 30 and 301 of FIGS. 11A and 11B in that the power unit side support portions 71 and 72 and the vehicle body side support portion 9 of the T-shaped torque rod are different.
It is only the direction of connection with 1, 92. Therefore, FIG. 11 (a)
Only the parts different from (b) will be explained.

A power unit support structure 30 of the third embodiment and its first modification described in FIGS. 11 (a) and 11 (b),
In 301, the axis of the outer cylinder 13 fixed to the tip of the T-shaped torque rod 37 was perpendicular to the mounting direction of the T-shaped torque rod 37. On the other hand, FIG.
In the power unit support structures 302 and 302 of the second and third modified examples of the third embodiment shown in (a) and (b), the outer cylinder 13 is attached to the tip of the T-shaped torque rod 38 and its axis line. Is T
It is fixed so as to be horizontal with respect to the mounting direction of the torque rod 37 of the mold. Since the T-shaped torque rod 38 has only three tip portions, in the second modification of the third embodiment of FIG. 13A, the two tip portions of the T-shaped torque rod 38 have the power unit side support portions. Connected to 71, 72,
The remaining one tip portion is connected to the vehicle body side support portion 9, and in the third modification of the third embodiment of FIG. 13 (b), the two tip portions of the T-shaped torque rod 38 are on the vehicle body side. Support part 9
1, 92, and the remaining one tip is connected to the power unit side support portion 7.

FIG. 14 is a perspective view showing the structure of the torque rod 38 used for the supporting structures 302 and 303 of the power unit shown in FIGS. 13 (a) and 13 (b). Torque rod 38
In, the two torque rods 35 and 36 are connected in a T-shape, and the outer cylinder 13 is fixed to the three distal ends of the outer cylinder 13 such that the central axis of the outer cylinder 13 is horizontal. The inner cylinder 14 is held in the outer cylinder 13 by the rubber 11 in a concentric position. This torque rod 37 is shown in FIG.
The bracket 31 shown in (b) can be attached to the vehicle body side or the power unit side.

FIG. 15A shows a fourth embodiment of the third embodiment of the present invention.
FIG. 15B is a top view of the engine room 6 showing the configuration of the power unit support structure 304 of the modification example, and FIG. 15B is the configuration of the power unit support structure 305 of the fifth modification example of the third embodiment of the present invention. 3 is a top view of the engine room 6 showing FIG. Power unit support structure 3 of FIGS. 15 (a) and 15 (b)
The parts 04 and 305 are different from the support structures 302 and 303 of the power unit shown in FIGS. 13A and 13B, and the connection between the power unit side support parts 71 and 72 and the vehicle body side support parts 91 and 92 of the T-shaped torque rod is different. Only direction. Therefore, FIG.
Only parts different from (a) and (b) will be explained.

Power unit support structure 30 of the second and third modifications of the third embodiment described with reference to FIGS. 13 (a) and 13 (b).
2 and 303, the outer cylinder 13 fixed to the tip of the T-shaped torque rod 38 has a T-shaped torque rod 3 whose axis is T-shaped.
Horizontal to the mounting direction of 8, but two of the axes were parallel and the remaining one was perpendicular to the other two. On the other hand, in the power unit support structures 304 and 305 of the fourth and fifth modified examples, the T
Outer cylinder 13 fixed to the tip of the torque rod 39 of the mold
The three axes are horizontal with respect to the mounting direction of the T-shaped torque rod 39, and all the axes are parallel. Then, in the fourth modification of the third embodiment of FIG. 15 (a), the two tip portions of the T-shaped torque rod 39 are connected to the power unit side support portions 71 and 72, and the remaining one tip portion is It is connected to the vehicle-body-side support portion 9, and is a T-shaped torque rod 3 in the fifth modification of the third embodiment of FIG. 15 (b).
Two tip portions of 9 are connected to the vehicle body side support portions 91 and 92, and the remaining one tip portion is connected to the power unit side support portion 7.

FIG. 16 is a perspective view showing the structure of the torque rod 39 used for the supporting structures 304 and 305 of the power unit shown in FIGS. 15 (a) and 15 (b). In the torque rod 39 of this embodiment, two torque rods 35 and 36 are connected in a T-shape, and the outer cylinder 13 is fixed to the three tip ends of the outer cylinder 13 such that the central axis thereof is horizontal. . The inner cylinder 14 is held in the outer cylinder 13 by the rubber 11 in a concentric position. The torque rod 39 can be attached to the vehicle body side or the power unit side by the bracket 31 shown in FIG. 10 (b).

Also in the third embodiment and the modification thereof described above, the driver does not easily transmit the engine vibration to the passenger compartment side, and the noise in the vehicle is reduced. There is little discomfort to the driver, the stroke length for absorbing the impact can be secured even in the case of a car collision, the vibration at idle can be reduced, and the power unit can be operated even when a lateral force is applied. The effect of the second embodiment that the stability is increased can be ensured as it is.

[0043]

As described above, according to the present invention,
Due to the high rigidity of the vehicle body constituent members on the vehicle interior side, there is an effect that the sensitivity of vibration is lower than that in the case where the engine is supported by the front portion of the vehicle. Further, since the elastic members are arranged in the horizontal direction, the vibration in the roll direction when the engine is idle is input to the vehicle body as the longitudinal vibration via the torque rod. Has an effect that the driver is less uncomfortable because the sensitivity is low. Further, even if a lateral force is applied to the power unit, since the power unit and the vehicle body constituent members are supported by three or more rigid body connections, a compressive force acts on the elastic body at the supporting point, and the spring in the lateral direction is acted upon. This has the effect of increasing the constant and increasing steering stability.

[Brief description of drawings]

1A is a principle configuration diagram of a power unit support structure of the present invention, FIG. 1B is a model diagram of a spring-mass system in the structure of FIG. 1A, and FIG. 1C is vibration transmission in the configuration of FIG. It is a characteristic view explaining the improvement effect of the rate.

FIG. 2 (a) is a top view of an engine room showing a structure of a support structure for a power unit according to a first embodiment of the present invention, (b).
[Fig. 3] is a side view of the support structure of the power unit in (a).

3 (a) is a perspective view of an example of a torque rod used in the support structure of the power unit shown in FIGS. 2 (a) to 2 (c),
(b) is a local sectional view taken along line BB of (a), and (c) is (a).
FIG. 7 is a local cross-sectional view taken along line BB in a state where rubber is deformed by applying an external force to the torque rod of FIG.

FIG. 4 is a perspective view of a main body of an automobile, showing a specific configuration of a support structure for a power unit according to an embodiment of the present invention, as viewed from below.

5 (a) is an explanatory view for explaining the operation of the torque rod when the engine vertically moves in the power unit support structure of the first embodiment, and FIG. 5 (b) shows the power unit of the first embodiment. It is explanatory drawing explaining operation | movement of the torque rod when an engine moves to the left-right direction in a support structure.

6A is a side perspective view showing a schematic configuration of a front part including a driver's seat of an automobile adopting the power unit support structure of the present invention, and FIG. 6B is a side view of the power unit support structure of FIG. 6A. , (C) is an explanatory diagram for explaining the transition of the engine when the vehicle adopting the structure of (b) has a frontal collision, and (d) shows the engine displacement when the vehicle adopting the structure of (b) has a frontal collision. It is explanatory drawing explaining the transition with respect to a vehicle interior.

FIG. 7 (a) is a top view of an engine room showing a structure of a support structure for a power unit according to a second embodiment of the present invention, (b).
Is a side view of the power unit support structure in (a), and (c) is
It is explanatory drawing explaining operation | movement of a support structure when an engine moves to the left-right direction in the support structure of the power unit of (a).

8A is a perspective view of a torque rod used in the support structure of the power unit shown in FIG. 7, and FIG. 8B is a reinforcing member on the engine side or the vehicle body side for supporting the torque rod of FIG. It is a perspective view showing an example of a bracket attached to.

FIG. 9 (a) is a top view of an engine room showing the configuration of a modification of the supporting structure of the power unit of the second embodiment of the present invention, and (b) is the support of the power unit of the second embodiment of the present invention. It is a top view of the engine room which shows the structure of another modification of a structure.

10 (a) is a perspective view showing the structure of a torque rod used for the supporting structure of the power unit shown in FIG. 9, and FIG.
It is a perspective view showing an example of a bracket attached to a reinforcing member of an engine side or a car body side in order to support a torque rod of (a).

FIG. 11A is a top view of an engine room showing a configuration of a support structure for a power unit according to a third embodiment of the present invention;
(b) is a top view of an engine room showing a configuration of a first modification of the power unit support structure of the third embodiment of the present invention.

12 is a perspective view showing a structure of a torque rod used for the support structure of the power unit shown in FIG.

13 (a) is a top view of an engine room showing the configuration of a second modification of the power unit support structure of the third embodiment of the present invention, and FIG. 13 (b) is the third embodiment of the present invention. It is a top view of the engine room which shows the structure of the 3rd modification of the support structure of a power unit.

14 is a perspective view showing a structure of a torque rod used in the support structure of the power unit shown in FIG.

15 (a) is a top view of an engine room showing the configuration of a fourth modification of the power unit support structure of the third embodiment of the present invention, and FIG. 15 (b) is the third embodiment of the present invention. It is a top view of the engine room which shows the structure of the 5th modification of the support structure of a power unit.

16 is a perspective view showing a structure of a torque rod used in the support structure of the power unit shown in FIG.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Transmission 3 ... Differential device 4 ... LH mount 5 ... RH mount 6 ... Engine room 7,71,72 ... Power unit side support part 8 ... Cross member 9,91, 92 ... Vehicle body side support part 10 ... Support structure of the first embodiment of the present invention 11 ... Rubber (elastic member) 12 ... Torque rod 13 ... Outer cylinder 14 ... Inner cylinder 15 ... Main body 17, 18 ... Bracket 19 ... Cabin 20 ... Second of the present invention Support structure 21 of the embodiment 21 ... Radiator 23 ... Dashboard 24 to 26 ... Torque rod 27, 28 ... H-shaped torque rod 30 ... Support structure 3rd embodiment of the present invention 31, 41 ... Bracket 32, 42 ... Shaft support parts 33, 43 ... Mounting parts 37-39 ... T-type torque rod P ... Power unit V ... Automotive

Claims (3)

[Claims] 1. A structure in which both ends of a power unit including an engine, a transmission, and a differential device are supported in a vehicle engine room by mounts located on a roll inertial spindle, and the power unit is directly below a center of gravity of the power unit. At least one power unit side supporting position is provided in the vicinity, and a vehicle body constituent member on the vehicle interior side in the engine room has the same supporting position on the power unit side and a horizontal position,
A support structure for a power unit, characterized in that at least one vehicle-body-side support position is provided, and both support positions are connected by a support member having an elastic member at a tip portion thereof. 2. The power unit support structure according to claim 1, wherein the vehicle body constituent member on the passenger compartment side is a front suspension member or a floor panel. 3. The power unit support structure according to claim 1, wherein the support member includes at least three elastic members, and each elastic member is connected by a torque rod having rigidity.