JPH09226384A - Engine mount structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To generate sufficient damping force even against small displacement in comparison with a damper set in the rolling direction by generating the damping force by a damping stroke against large vertical motion of a power unit and by only oscillating but not displaying damping work against rolling motion of the power unit. SOLUTION: A power unit 1 and sides 7, 8 of a car body are connected to each other by mechanical dampers 10F, 10R and lengthy shafts 11F, 11R of the dampers 10F, 10R are arranged in a direction roughly crossing with an principal axis of inertia in the idle rolling direction of the power unit 1 on a vehicle supporting the power unit 1 on the car body 7, 8 through mount members 3, 5, 9F, 9R.

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to an improvement in an engine mount structure.

[0002]

2. Description of the Related Art FIG. 12 is a plan layout view of a conventional engine mount. A horizontal power unit 100 has an engine mount 102 at an end of an engine 101 and a transmission mount 104 at an end of a transmission 103. The front and rear of the engine 101 are connected to the first cross member 106 and the second cross member 107 of the vehicle body via roll stoppers 108F and 108R. F indicates the front and R indicates the rear.

The engine mount 102 and the transmission mount 104 are supporting members that support most of the weight of the engine 101 and the transmission 103, and these mounts 102 and 104 are arranged on the line of the roll inertia spindle 110 or in the vicinity thereof. The inertial spindle mounting method is composed of two mounts divided into mount members 102 and 104, and the elastic center thereof is arranged on the line of the roll inertial spindle 101 is the gravity center mounting method.

Further, the roll stoppers 108F, 108R
Is a member that controls the rotation of the power unit 100 itself against the driving reaction force of the power unit 100. FIG. 13 is a side view of a conventional engine mount, showing an engine mount 102, a transmission mount 104, and a roll stopper 108 for the power unit 100.
A mechanical damper 111 (refer to FIG. 3 for details) called an engine damper is provided in the vicinity of the rear roll stopper 108R while showing the arrangement of F and 108R. The main action of the mechanical damper 111 is "roll direction displacement" of the power unit when the engine is started.
And the "vertical displacement" of the power unit during a shake or the like. Therefore, as shown in the figure, the mounting direction of the mechanical damper 111 is
Both the roll direction and the vertical direction are satisfied.

Since the mechanical damper 111 has the above-mentioned structure, only the elastic sleeves 112, 112 are deformed and the damper main body 113 is not stroked when a minute fluctuation such as during idling occurs. When the large displacement in the roll direction acts as described above, the damper main body 113 makes a stroke to perform a damping action.

In FIG. 12, one of the roll stoppers 108F and 108R and the mount 10 are
The power unit 100 is statically supported by a total of three units 2, 104. That is, in the FF vehicle in which the power unit 100 is mounted on the front portion and the front wheels are driven, the inertial spindle mounting method or the center of gravity mounting method described above is adopted as a technique for reducing vibration during idling and improving riding comfort during car shake. It

[0007]

By the way, in the case of car shake, since the degree of vertical displacement is wide,
With the damper having the arrangement as shown in 3, there is a disadvantage that a damping force is not generated for a minute car shake and the riding comfort is not good. Therefore, it is a first object of the present invention to provide an engine mount structure that generates a sufficient damping force even with a minute displacement such as during a car shake.

Further, in FIG. 12, mounts 102 and 104 are provided.
Needs to match or be close to the roll inertial axis 110. However, it is often impossible due to the relationship with the frame on the vehicle body side and the accessories around the engine. On the other hand, it is necessary to increase the spring rate of the mounts 102 and 104 in order to improve riding comfort while reducing vibration during idling. However, if the spring rate is increased, problems such as unbalanced vibration due to engine rotation, vibration of the valve train, transmission of gear noise, etc. increase. Therefore, a second object of the present invention is to provide an engine mount capable of improving the riding comfort while increasing the degree of freedom in mounting the mount and reducing the vibration during idling.

[0009]

According to a first aspect of the present invention, in a vehicle in which a power unit is supported by a vehicle body through a mount member, the power unit and the vehicle body side are connected by a mechanical damper, and the longitudinal axis of the damper is connected to the power unit. It is characterized in that it is arranged in a direction that substantially intersects with the principal axis of inertia in the idle roll direction. A damping force due to a damper stroke is generated for a large vertical movement of the power unit, and a rolling motion of the power unit is only rocked, and no damping action is exhibited. Therefore, a sufficient damping force is generated even with a smaller displacement as compared with the conventional damper set in the roll direction.

According to a second aspect of the present invention, in a vehicle in which a power unit is supported on a vehicle body via a mount member, the power unit and the vehicle body side are connected by a link, and a longitudinal axis of the link is an inertial main shaft of the power unit in an idle roll direction. It is characterized in that they are arranged in a substantially intersecting direction.
Since it is a link, it does not increase the spring rate for roll movement. Support rigidity is increased with respect to vertical and horizontal movements of the power unit. Since the support rigidity of the power unit in the up-down, front-rear, or left-right directions can be increased without increasing the rigidity in the roll direction, it is possible to improve riding comfort while reducing vibration during idling.

[0011]

Embodiments of the present invention will be described below with reference to the accompanying drawings. An engine mount structure that achieves the first object will be described with reference to FIGS. 1 to 4, and an engine mount structure that achieves the second object will be described with reference to FIGS. 5 to 11.
FIG. 1 is a plan layout view of an engine mount according to the present invention. In a horizontally placed power unit 1, an engine mount 3 is arranged at an end portion of an engine 2 and a transmission mount 5 is arranged at an end portion of a transmission 4. The front and rear of the vehicle are connected to the first cross member 7 and the second cross member 8 of the vehicle body via roll stoppers 9F and 9R. In addition, F shows front and R shows back.

The engine mount 3 and the transmission mount 5 are the engine 2 and the transmission 4 respectively.
(These are collectively referred to as "power unit 1" hereinafter.)
Is a support member that supports most of the above, and the mounts 3 and 5 are arranged on or near the line of the roll inertia spindle L1 in the inertia spindle mount method. One of the mounts 3 and 5 is divided into two, and the elastic centers thereof are provided on or near the principal axis of inertia, which is the center of gravity mounting method. The roll stoppers 9F and 9R are members that restrict the rotation of the power unit 1 itself against the driving reaction force of the power unit 1.

FIG. 2 is a side view of the engine mount according to the present invention, showing the layout of the engine mount 3, the transmission mount 5, and the roll stoppers 9F and 9R with respect to the power unit 1, and mechanically near the roll stoppers 9F and 9R. Damper 10F, 10R
Is provided.

Then, a pair of mechanical dampers 10
It is characterized in that the intersection of the longitudinal axes 11F and 11R of F and 10R is matched with the center of gravity Gv of the power unit 1 (including substantially matched). Further, in FIG. 1, the intersection of the longitudinal axes 11F and 11R of the pair of mechanical dampers 10F and 10R is matched with the plane center of gravity Gh of the power unit 1 (including substantially matched). Mechanical damper 10
Longitudinal axes 11F and 11R of F and 10R are power units 1
Since the principal axis of inertia in the roll direction passes through this center of gravity, the longitudinal axes 11F and 11R of the mechanical dampers 10F and 10R intersect the principal axis of inertia in the roll direction.

FIG. 3 is a principle diagram of the mechanical damper. The mechanical damper 10R is a damper main body 12.
And cylindrical portions 13 and 13 fixed to both ends, and the outer ring 1 fitted to these cylindrical portions 13 and 13 inward in order.
4, 14, elastic body sleeves 15, 15, inner ring 1
6, 16 and shafts 17, 17. One shaft 17 is connected to the power unit 1, and the other shaft 17 is connected to the second cross member 8 on the vehicle body side. The damper body 12 is a hydraulic damper. Mechanical damper 10F
Is the same as the mechanical damper 10R described above, and a description thereof will be omitted.

The operation of the engine mount structure having the above structure will be described below. In the inertial spindle method which is the mount method described in FIG. 1, the coupling degree between the vertical vibration mode of the power unit 1 and other vibration modes is set to be sufficiently small by the engine mount 3, the transmission mount 5, and the like. In this case, the vibration of the engine mount system that causes a problem during the car shake is only the vertical vibration mode of the power unit.

In FIG. 2, the vertical vibration of the power unit can be represented by Fv, and the component forces f1 and f2 of this Fv.
Is the longitudinal axis 1 of the pair of mechanical dampers 10F, 10R.
Since it can be matched with 1F and 11R, the vertical vibration is well damped over a wide range. When the longitudinal vibration of the power unit 1 is expressed by Fh, the component force of this Fh is also the longitudinal axis 11 of the pair of mechanical dampers 10F, 10R.
Since it is possible to match F and 11R, the vertical vibration is well damped over a wide range.

FIG. 4 shows another embodiment of FIG. 2, in which the longitudinal axes 11F and 11R of the pair of mechanical dampers 10F and 10R are arranged.
The intersection point P1 of is matched with a vertical line L2 passing through the center of gravity Gv. The component forces f3 and f4 of the vertical vibration Fv of the power unit are applied to the pair of mechanical dampers 10F and 10R.
This is because they can be matched with the longitudinal axes 11F and 11R of the. Therefore, the pair of mechanical dampers 10F, 1
The intersection of the longitudinal axes 11F and 11R of 0R is preferably aligned with the center of gravity G, but may be substantially aligned with the vertical line L2 passing through the center of gravity G if it is difficult due to the equipment layout. The principal axis of inertia in the roll direction passing through the center of gravity of the power unit 1 is a line penetrating the power unit 1 obliquely in the front-back direction of the drawing. The longitudinal axes 11F and 11R of the mechanical dampers 10F and 10R intersect with the principal axis of inertia in the roll direction.

A mounting structure for achieving the second object of the present invention will be described below. FIG. 5 is a side view of the engine mount according to the present invention, showing the arrangement of the engine mount 3, the transmission mount 5, and the roll stoppers 9F and 9R with respect to the power unit 1, and in the vicinity of the rear roll stoppers 9F and 9R.
Links 20F and 20R with elastic members that connect the power unit 1 and the sub member 18 are provided. The longitudinal axes 21F and 21R of the pair of links 20F and 20R are matched (including substantially matched) with the center of gravity Gv of the power unit 1. Longitudinal axes 21F, 2 of links 20F, 20R
Since 1R passes through the center of gravity of the power unit 1 and the principal axis of inertia in the roll direction passes through this center of gravity, the links 20F, 20
The longitudinal axes 21F and 21R of R intersect the principal axis of inertia in the roll direction.

FIG. 6 is a principle diagram of a link with an elastic material,
The link with elastic material 20R includes a link body 22, cylindrical portions 23, 23 fixed to both ends, and the cylindrical portions 23, 2
The outer ring 24, 24, the elastic sleeves 25, 25, the inner rings 26, 26, and the shafts 27, 27, which are fitted inwardly in the radial direction 3, are formed. One shaft 27 is connected to the power unit 1, and the other shaft 27 is connected to the sub-member 18 on the vehicle body side. Since the link with elastic material 20F is the same as the link with elastic material 20R, description thereof will be omitted.

The link 20F with the elastic material described above,
The action of 20R will be described. FIGS. 7A to 7C are explanatory views of the operation of the link with elastic material. (A) is an equivalent diagram in which the engine mount 3, the transmission mount 5, the front and rear roll stoppers 9F and 9R, and the links 20F and 20R are replaced with springs. (B) is a case where a force in the roll direction is applied to the power unit 1. At this time, the links 20F and 20R swing slightly as indicated by arrows, and do not hinder the rotation of the power unit 1. (C) is a case where a vertical force is applied to the power unit 1,
At this time, an axial force acts on the links 20F and 20R as shown by the arrow. However, the links 20F and 20R are rigid in the axial direction and serve to suppress the vertical movement of the power unit 1. Longitudinal axes 21F and 21 of the links 20F and 20R
Since R passes through the center of gravity of the power unit 1 and the principal axis of inertia in the roll direction passes through this center of gravity, the links 20F, 20R
Longitudinal axes 21F and 21R intersect with the principal axis of inertia in the roll direction.

FIG. 8 is a view of another embodiment of FIG. 5, in which (a) is a plan view and (b) is a side view. That is, the power unit 1 and the vehicle body 28 were connected by one link 20 with an elastic body. The longitudinal axis of the elastic link 20 passes through the center of gravity G of the power unit 1. With this configuration, the eigenvalue in the vertical direction can be increased.

9A and 9B are views of another embodiment of FIG. 5, in which FIG. 9A is a plan view, and FIG. 9B is a view taken in the direction of arrow b in FIG. Power unit 1 with 2 links 20 with elastic body
8 and the longitudinal axis 2 of these links 20, 20
1 and 21 are matched with the center of gravity of the power unit 1. With this configuration, the vertical and horizontal eigenvalues can be increased. Longitudinal axis 2 of the links 20, 20
1, 21 passes through the center of gravity of the power unit 1, and the principal axis of inertia in the roll direction passes through the center of gravity, so that the links 20, 2
The longitudinal axes 21 and 21 of 0 intersect with the principal axis of inertia in the roll direction.

FIG. 10 is a diagram of another embodiment of FIG. 5, in which (a)
Is a plan view, and (b) is a view on arrow b of (a). The power unit 1 is connected to the vehicle body 28 by one link 20 with an elastic body. With this configuration, pitching and vertical vibration modes can be adjusted in the three-point mounting method.

FIG. 11 is a diagram showing another embodiment of FIG. 5, (a)
Is a plan view and (b) is a side view. That is, the power unit 1 is attached to the vehicle body 28 by the two links 20 and 20 with elastic bodies.
And the longitudinal axes 21, 20 of these links 20, 20,
It is characterized in that the intersection point 21 is aligned with the center of gravity G of the power unit 1. With this configuration, the eigenvalues in the vertical direction and the front-back direction can be increased. Since the longitudinal axes 21, 21 of the links 20, 20 pass through the center of gravity of the power unit 1 and the principal axis of inertia in the roll direction passes through the center of gravity, the link 2
The longitudinal axes 21 and 21 of 0 and 20 intersect the principal axis of inertia in the roll direction. Although the horizontal engine has been described above, the mounting structure of the present invention may be applied to a vertical engine.

[0026]

The present invention has the following effects due to the above configuration. According to a first aspect of the present invention, in a vehicle in which a power unit is supported on a vehicle body through a mount member, the power unit and the vehicle body side are connected by a mechanical damper, and a longitudinal axis of the damper is substantially intersected with an inertial main axis of the power unit in an idle roll direction. It is characterized in that it is arranged in the direction. A damping force due to a damper stroke is generated for a large vertical movement of the power unit, and a rolling motion of the power unit is only rocked, and no damping action is exhibited. Therefore, a sufficient damping force is generated even with a smaller displacement as compared with the conventional damper set in the roll direction.

According to a second aspect of the present invention, in a vehicle in which a power unit is supported by a vehicle body through a mount member, the power unit and the vehicle body side are connected by a link, and a longitudinal axis of the link is an inertial spindle in the idle roll direction of the power unit. It is characterized in that they are arranged in a substantially intersecting direction.
Since it is a link, it does not increase the spring rate for roll movement. Support rigidity is increased with respect to vertical and horizontal movements of the power unit. Since the support rigidity of the power unit in the up-down, front-rear, or left-right directions can be increased without increasing the rigidity in the roll direction, it is possible to improve riding comfort while reducing vibration during idle.

[Brief description of drawings]

FIG. 1 is a plan layout view of an engine mount according to the present invention.

FIG. 2 is a side view of an engine mount according to the present invention.

[Figure 3] Principle diagram of mechanical damper

FIG. 4 is another embodiment of FIG.

FIG. 5 is a side view of the engine mount according to the present invention.

FIG. 6 Principle diagram of link with elastic material

FIG. 7 is an explanatory view of the action of the link with elastic material.

FIG. 8 is a diagram of another embodiment of FIG.

9 is a diagram of another embodiment of FIG.

FIG. 10 is a diagram of another embodiment of FIG.

11 is a diagram of another embodiment of FIG.

FIG. 12 is a plan layout view of a conventional engine mount.

FIG. 13 is a side view of a conventional engine mount.

[Explanation of symbols]

1 ... Power unit, 3 ... Mounting member (engine mount), 5 ... Mounting member (transmission mount), 9F, 9R ... Mounting member (roll stopper),
10F, 10R ... Mechanical damper, 11F, 11R
... longitudinal axis of damper, 15 ... elastic body (elastic sleeve), 18 ... vehicle body side sub member, 20, 20F, 20
R ... Link with elastic body 21,21F, 21R ... Longitudinal axis of link, 25 ... Elastic body (elastic body sleeve), 28 ... Car body, G, Gh, Gv ... Center of gravity, L1 ... Roll inertia spindle, L
2 ... Vertical line, P1 ... Intersection.

Claims (2)

[Claims] 1. In a vehicle in which a power unit is supported on a vehicle body through a mount member, the power unit and the vehicle body side are connected by a mechanical damper, and a longitudinal axis of the damper is substantially intersected with an inertial main axis of the power unit in an idle roll direction. The engine mount structure is characterized in that it is placed in the direction. 2. In a vehicle in which a power unit is supported by a vehicle body via a mount member, the power unit and the vehicle body side are connected by a link, and the longitudinal axis of the link substantially intersects with the inertial spindle of the power unit in the idle roll direction. The engine mount structure is characterized by being arranged in the direction.