JPS59156821A - Engine supporting structure for car - Google Patents

Abstract

PURPOSE:To improve the vibration-transmission preventing performance for a chassis by automatically switching the spring characteristic of a rolling stopper to each corresponding characteristic value. CONSTITUTION:When a large input and a large impact are applied, the coil 53 of a solenoid valve 50 is automatically excited, and a valve 52 is opened, and the second valve 55 closes an orifice 54a, and then a feeding hole 40b communicates to a communication hole 41, and the pressurized air in an accumulator 40 flows into an air spring 34 through the feeding hole 40b and the communication hole 41, and the air spring is 34 hardened and automatically switched to develop a large damping. In the state of small vibration displacement, the coil 53 is automatically set into nonexcited state, and the valve 52 closes the feeding hole 40b by the aid of a spring 51, and the second valve 55 is opened, and the pressurized air in the air spring 34 is discharged thrugh an exhaust hole 54, and the spring constant is made low.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a rolling stock on the front and rear sides of a vehicle engine.
Front-engine front-wheel drive vehicle (F-F vehicle) equipped with Ji
The present invention relates to an engine support device.

The conventional engine support device supports an engine (1) and a transmission (2) as shown in FIGS.
The left and right platters (la), (2a) and the vehicle body (a) are integrally connected and placed horizontally, and the left and right platen (la), (2a) and the vehicle body (a) ( An engine mount (3) and a transmission mount (4) are provided between the body) to form a weight supporting structure, and the engine mount (3) and transmission mount (4) reduce the natural frequency of horizontal rolling in the engine and transmission. In addition to reducing vibration transmission to the vehicle body, the engine (
1) Front and rear rolling stoppers (5) and (6) with anti-vibration rubber are provided between the platen (ib) Qc) protruding from the front and rear sides of (ib) Qc) and the vehicle body (a), and As shown in Fig. 1 (B), a rolling stop horn (force is provided on the lower side) and the rolling stop/" ( 5) (6) (It has a structure that absorbs the low link reaction force of the engine and transmission by force.

In the conventional engine support device, the left and right engine mounts (3), transmission mounts (4),
) by engine (1) and transmission (2)
Since the weight of the vehicle is supported, the rolling stoppers (5) (6) on the front and rear sides and the rolling stopper (7) on the lower side only have the function of absorbing the rolling reaction force of the engine and transmission and suppressing their movement. However, since the spring constant of the vibration isolating rubber in the rolling stoppers (5), (6) and rolling stopper (7) connected to the vehicle body on the front and rear sides of the engine is set to a predetermined value. , during engine idling, steady running, slow speed change, etc., when there is a small vibration displacement, the distance between the spring constant and the rolling stoppers (5) and (6) is 7!
2, the natural frequency and vibration transmission to the vehicle body increase in proportion to the spring constant (2). Generally speaking, the shock vibration transmission to the vehicle body is reduced in proportion to the above-mentioned spacing l (the larger the spring constant is, the greater the damping), and the shock vibration transmission to the vehicle body is reduced during small vibration displacement and large input/shock input. Sometimes the results are contradictory, and with a constant spring constant, the effect of reducing vibration transmission to the vehicle body cannot be obtained either at the time of small vibration displacement or at the time of large input/impact input.

In addition, as shown in Fig. 2, a rolling stopper (5) (
6) Using anti-vibration rubber with non-linear properties, its hardness and flexibility reduce the transmission of vibration to the vehicle body, both during small vibration displacements and large input/shock inputs. Although there are some structures, the rubber characteristics with a small dynamic spring constant and small damping have their own limits on the effect of reducing vibration transmission, and the above-mentioned drawbacks cannot be basically eliminated.

Furthermore, as shown in FIGS. 6(A) and 6(B), there is a structure in which a shock absorber (10) is used for the rolling stopper (5) (6).
) + As the engine and transmission roll in the direction of the arrow, the cylinder (10a) and piston (1
0b), piston rod (10c) and earring (1
0d) and between the piston rod'' (10c) and the seal (ioe).
intervenes, and as shown in Fig. 4, at the time of small vibration displacement (a), it becomes a large frictional force close to static friction force, and this frictional force becomes
6) (This has the drawback of increasing the spring constant of the force, resulting in an increase in vibration transmission to the vehicle body.

The present invention was developed in order to eliminate the above-mentioned drawbacks of conventional vehicle engine support devices, and includes a front and rear rolling stopper between a bracket protruding from the front and rear sides of a vehicle engine and a vehicle body. The engine support device for a vehicle equipped with a rolling stopper is characterized in that the rolling stopper is configured to automatically switch from low spring constant support when a small vibration displacement occurs to large damping support when a large input or impact is input. The purpose is to improve the performance of preventing vibration transmission to the vehicle body by automatically switching the spring characteristics of the rolling stopper to characteristic values corresponding to small vibration displacement and large input/shock input. The object of the present invention is to provide an elevated vehicle engine support device.

The present invention is a vehicle engine support device having the above-mentioned structure, in which a front and rear rolling member is provided between a bracket protruding from the front and rear sides of a vehicle engine and a vehicle body, in which the rolling stopper is moved when a small vibration displacement occurs. Since the structure is such that the low spring constant support is automatically switched to high damping support when large inputs or shocks are input, the rolling stop horn becomes a low spring constant support that is ideal for reducing vibration transmission to the vehicle body during small vibration displacements. , and the same at the time of large input/shock input (automatically switches to the optimal large damping support, maximizing the vibration transmission reduction function to the vehicle body both at the time of small vibration displacement and at the time of large input/shock input) As a result, the performance of preventing vibration transmission to the vehicle body and its reliability are greatly improved.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

An embodiment of the present invention is shown in FIGS. 5 and 6, and the present embodiment includes brackets (lb) and (1c) protruding from the front and rear sides of the engine <1) shown in FIG. and car body (a)
A front and rear rolling stopper disposed between the
Shock absorber (20), air spring mechanism (30),
The rolling stopper is constituted by an accumulator (40) that supplies pressurized air to the air spring mechanism (30), and a solenoid pulp (50) that supplies and discharges pressurized air to and from the air spring mechanism (30). The shock absorber e (20) has a base (20a) mounted on the vehicle body (podi) side, and includes a piston (20b) in a cylinder and a piston rod'' (20c).

The air spring mechanism (3o)
).

(lc) and the piston rod F' (20c) of the shock absorber (2o), and is fitted into the tip of the piston rod "'' (20c).
) (31) and oak) (32), and has a ring-shaped protrusion (33a) in the center.
3), an air nozzle (34) fitted on the outer circumferential side of the collar (33), and a port on the bracket (lb) (or lc) protruding from the engine (1).
(35) (35) (35) (35)
).

In addition, the Akyem 1 node (4o) is connected to a compressor, etc. not shown, via an inlet (40a), and is approximately 1
0 k! ? /cm2 of pressure air is stored, and the pressure air is supplied to the supply hole (4) which is opened and closed by a solenoid valve (50) described later.
0b) and the air spring (
34) It is something that is supplied inside.

Further, the solenoid valve (50) includes a valve (52) that closes the supply hole (40b) by biasing a spring (51), and a coil (53) that opens the valve (52).
and an exhaust hole (54) which communicates with the communication hole (41) through the orifice (54a) and is open to the atmosphere when the valve (52) is closed, and an exhaust hole (54) that communicates with the communication hole (41) through the orifice (54a) and is open to the atmosphere when the valve (52) is opened.
54a), and the coil (53) receives signals such as the opening/closing speed of the accelerator pedal, on/off of the clutch, vehicle speed, engine speed, and gear shift operation (not shown). The valve (52) is automatically turned on and off, that is, energized by sensing the valve (52). ◇ (The rolling stopper (7) K can also be applied to the above embodiment.) The illustrated embodiment has the above structure, so that the rolling stopper (7) K is When there is a small vibration displacement during acceleration or deceleration, the coil (5) of the solenoid valve (50)
3) is de-energized, and the pressure in the air spring (34) flows through the communication hole (41), the side of the valve (52), and the orifice (5).
4a) and the exhaust hole (54), and the air spring (34) has a pressure of 0.8 to 1.0 k due to the residual pressure function of the Oriace (54a) and the second valve (55).
l! /cyt2, the engine (1) and transmission (2) are supported by the low spring constant supporting force of the air spring mechanism (30).
) side to the vehicle body (a) is very effectively reduced and their movements are suppressed.

Also, during large inputs and impact inputs such as sudden acceleration and gear changes, sudden clutch engagement, and impact inputs, the coil (53) of the solenoid 8 pulp (50) is automatically activated by a signal (not shown) that is sensed and emitted. The supply hole (40b) is communicated with the communication hole (41) because the valve (52) opens and the second valve (55) closes the orifice (54a). Pressure air supply hole (4
0b) and the communication hole (41) into the air spring (34), and the air spring (34) becomes hard and is automatically switched to exhibit large damping. Also, the rolling reaction force of the engine and transmission can be sufficiently absorbed, and vibration transmission from the engine and transmission side to the vehicle body can be effectively reduced, and their movements can be suppressed.

Note that when the small vibrational displacement state is reached, the coil (53)
is automatically de-energized so that the spring (51) causes the valve (52) to close the supply hole (40b) and close the second valve (
55) is opened, and the pressure inside the air spring (34) flows through the communication hole (
41), is exhausted to the atmosphere side through the side of the valve (52), the orifice (54a) and the exhaust hole (54), resulting in a low spring constant, and a predetermined pressure inflow port into the accumulator (40). (40a).

Further, in the air spring mechanism (30), the collar
The protruding strip (33a) provided at the center of (33) prevents the air spring (34) from moving up and down, and when high pressure is applied to the air spring (34) by the air-ζ guide (35) (35), In addition to preventing expansion, air springs (34
) and the collar (33), so a frictional force is generated between the collar (33) and the
There is almost no relative displacement between the two, so that the above-mentioned effects can be obtained and the shock absorber ζ (20) can be effectively operated.

Therefore, in the above embodiment, as shown in FIG. 7, the shock absorber (20) is
The frictional force of the shock absorber (20) is very small, corresponding to the low spring constant of the air nose (34).
In addition, the vehicle body vibration during small vibration displacements will become as shown in Figure 8, and the vehicle body vibrations during large inputs and impact inputs will become 5 as shown in Figure 9. In the case of the rolling stop ξ of the anti-vibration rubber shown in Fig. 1, it is shown by a dotted line, and in the case of the rolling stopper with only a shock absorber shown in Fig. 6 (A) and (C), it is shown by a dashed line. Compared to these, in the case of this example shown in the actual model, the car body vibration is significantly reduced during small vibration displacement, and is reduced to about 1/2 when large input/shock input is made, as is clear from the height of the mountain. reduced.

In the above embodiment, an example was explained in which one air spring mechanism was provided between the piston rod of the shock absorber and the bracket on the engine side. It is also possible to create a configuration in which the solenoid r balzo is placed in the Specific examples of the coil on/off control mechanism can be easily implemented by various mechanisms, and the present invention is not limited to a special control mechanism.
A detailed explanation thereof will be omitted.

Although the present invention has been described above with reference to embodiments, it goes without saying that the present invention is not limited to such embodiments, and that various design modifications can be made without departing from the spirit of the present invention. .

[Brief explanation of the drawing]

Fig. 1 (8) is a side view showing the mechanism of a conventional vehicle engine support device, Fig. 1) is a front view of the structure shown in Fig. 1, and Fig. 2 is a conventional anti-vibration rubber with non-linear properties. Figure 6 (6) 0 is a side view of the rolling stopper used, and Figure 6 (6) 0 is a side view of a rolling stopper using a conventional shock absorber, and an enlarged vertical sectional view of the same shock absorber, Figure 4 is Figure 3 (8). (c)
FIG. 5 is a vertical cross-sectional view of a rolling stopper showing an embodiment of the present invention, FIG. 6 is a partially enlarged cross-sectional view of the solenoid valve shown in FIG. 5, and FIG. The diagram is a characteristic diagram of the relationship between damping force and frictional force in Figure 5,
Figure 8 is a car body vibration characteristic diagram at the time of small vibration displacement in Figure 5.
This figure is a diagram showing the vehicle body vibration characteristics at the time of large input/shock input as shown in FIG. 5. 1: Engine /, lb, lc Ni bracket, 2 Nidoran transmission, 5, 6.7: Rolling stock / Ku, 20
: Shock absorber, 30: Air spring mechanism, 40: Accumulator, 50: Solenoid pump, a: Vehicle body (
(Body) Sub-agent: 2 patent attorneys who are outside of the important literature Figure 5: 9 Figure 8: Figure 6: Figure 7: Figure 9: I+1

Claims (1)

[Claims] In a vehicle engine support device in which a front and rear rolling stopper is arranged between a bracket protruding from the front and rear sides of the vehicle engine and the vehicle body, the rolling stopper is supported at a low spring constant when a small vibration displacement occurs, and when a large input or impact is input. A vehicle engine support device characterized by having a configuration that automatically switches to large damping support.