JPS60240521A - Power unit supporting device for automobile - Google Patents

Abstract

PURPOSE:To aim at reduction in noises and vibrations, by connecting a reduction gear to a differential gear with a universal joint, while constituting a supporting device in a way of coupling a differential gear mount part with a car body and an engine via rubber, in case of the power unit supporting device provided with the differential gear as a separate body. CONSTITUTION:A differential gear 7 is connected to a reduction gear via each of universal joints 6a, 6b and a propeller shaft 6, while each of differential gear mount parts 17a and 17b of front support arms 7c and 7b is attached to a front support member 21 of a body frame via unillustrated rubber, and these differential gear mount parts 17a and 17b of rear support arms 7a and 7d are attached to a rear support member 22 via unillustrated rubber likewise. In addition, the differential gear 7 is attached to a bracket 11a at the left of an engine 1 via unillustrated mount flange rubber 12. With this constitution, the differential gear is supported between the car body and the engine via rubber, thus noises and vibrations are reducible.

Description

Detailed Description of the Invention (Field of Industrial Application) The present invention relates to a support device for a power unit consisting of an engine, a transmission, a differential, etc., and more specifically, the present invention relates to a support device for a power unit consisting of an engine, a transmission, a differential, etc. The present invention relates to a support device in case.

(Prior art) In order to support a power unit such as an engine, it is necessary not only to support the weight of the engine, etc., but also to dampen the rotational vibration of the engine, absorb drive reaction force, and reduce noise and vibration caused by drive reaction force shock. You also need to think about what you can do. For this reason, various support devices have been proposed in the past.
As disclosed in No. 4, there is a system in which a mount bracket is provided on the side wall of the engine room, and a power unit is elastically supported on the mount bracket via a mount rubber.

Furthermore, as disclosed in Japanese Patent Application Laid-Open No. 59-149214, a dynamic damper has been proposed in which the engine mount is provided with a dynamic damper to suppress vibrations at a predetermined frequency and thereby reduce noise, vibrations, etc. That is, a certain mass is attached to the engine mount via rubber (elastic body) in order to suppress vibrations at a certain frequency.

On the other hand, as a structure often adopted in four-wheel drive vehicles,
A differential device is placed below the side of the engine, and the output of the transmission connected to the engine's output shaft is divided into two by a transfer. One is transmitted to the rear wheel differential device, and the other is transmitted to the engine via the propeller shaft. There is one that transmits the information to the front wheel differential located below the side. In such a case, the engine and differential are each supported by the vehicle body via rubber, and since the engine and differential are connected only through the propeller shirts 1 to 1, the vibrations of both are damped by the universal joints at both ends of the propeller shaft. Since the system is separate, it is thought that if the engine is attached to the car body via rubber and a differential, the mass of the differential will act as a dynamic damper, reducing vibrations. .

(Object of the Invention) The present invention has been made in view of the above circumstances, and utilizes the mass of a differential gear that is disposed separately near the engine and supported by a support member of the vehicle body via rubber. An object of the present invention is to provide a support device for a power unit that can be used as a dynamic damper to support an engine to reduce noise and vibration.

(Structure of the Invention) The power unit support device of the present invention is configured such that the engine and the differential are configured separately, and the engine power is transmitted to the differential via the universal joint after the engine power is shifted by the transmission. ,
The present invention is characterized in that one of the plurality of mount parts supporting the differential gear is connected to the engine through rubber, and the others are connected to the vehicle body through rubber.

(Effects of the Invention) According to the present invention, the differential gear is supported by the vehicle body through the rubber at the plurality of mount parts, and one mount part is coupled to the engine through the rubber, so that the engine mount part One of these is supported by the vehicle body via rubber with the differential in between, and the mass of the differential acts as a dynamic damper, moving the resonance point of the engine support system outside the normal engine rotation range. It is possible to reduce vehicle vibration and noise.

Also, since the engine itself is usually supported by the car body via rubber, when viewed from the differential side, one of the mounts of the differential is supported by the car body via the engine, and the mass of the engine is Since it can be used as a dynamic damper, resonance points such as pitching of the differential gear support system can be brought out of the normal engine rotation range, and vibration and noise of the vehicle can be reduced.

(Example) Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 and FIG. 2 are a front view and a plan view showing a first embodiment of the present invention, and the description will be made using both figures together. A transmission 2 is mounted integrally with the engine 1 on the output shaft side of the engine 1, and a transfer 7-3 is mounted on the output side of the transmission 2.

The transfer 3 has two output shafts 4.5 at the front and rear,
The rear output shaft 4 transmits the engine output shifted by the transmission 3 to the rear wheels (not shown), and the front output shaft 5 transmits the engine output to the front wheels. Note that the rear output shaft 4 may not be provided, and the case where the rear output shaft 4 is provided is a four-wheel drive vehicle, and the case where it is not provided is a two-wheel drive vehicle. The front output shaft 5 is connected to a differential gear 7 disposed on the right side of the engine 1 via a propeller shaft 6 having universal joints 6a and 6b at both ends.
The differential device 7 is connected to left and right axle shafts 8a and 8b that transmit driving force to left and right wheels (not shown).

Therefore, the engine output transmitted to the front output shaft 5 is transmitted to the differential gear 7 via the propeller shaft 6, where it is distributed to the left and right axle shafts 8a and 8b and transmitted to the left and right wheels to drive the vehicle.

The differential gear 7 has four support arms 7a, 7b, 7c, 7d.
Of these arms, front support arms 7a and 7b
The differential mount portion 17a117b at the tip of the rubber 25.
25, the front support member 2 which is a part of the vehicle body frame
The differential mounts 17a and 17b at the tips of the rear support arms 7c and 7d are attached to the rear support member 22 via rubbers 25 and 25, respectively. Further, the differential device 7 has an upper mount flange 7e, and a mount bracket 13 is fixed onto the upper mount flange 7e. This mount bracket 13 is coupled to a left side bracket 11a fixed to the left side of the engine 1 via a rubber 12, and the left side bracket 11a of the engine 1 is connected to a support member 21, 21 of the vehicle body via a differential gear 7.
Supported by

Note that the shapes of the left side bracket 11a and the rubber 25 are the same as the third one.
The details are shown in the figure. On the other hand, on the right side of engine 1,
The right side bracket 11b is fixed and attached to the vehicle body frame 23 via the rubber 12.

With the above configuration, the engine 1 is supported by the vehicle body on the right side via the rubber 12, and on the left side is supported via the rubber 12 by the differential device 7 which is supported on the vehicle body via the rubber 25. Become. For this reason, the differential device 7
is located between the rubber 25 and the rubber 12, and the mass of the differential device 7 causes this support portion to act as a dynamic damper. As a result, the resonance point of the engine support system can be greatly shifted to be outside the normal range of engine rotation, and resonance with the engine rotation can be prevented and vibrations, noise, etc. can be reduced.

Furthermore, considering the differential gear 7, since the upper mount flange 7b is coupled to the engine 1 via the rubber 12, the engine This means that the resonance point of the support system of the differential gear 7 can be changed by a dynamic damper that utilizes the engine mass to reduce vibrations and noise.

4 and 5 are a front view and a plan view showing a second embodiment of the support device of the present invention, and the same parts as in the example of FIGS. 1 and 2 are given the same numbers and explained. Omitted.

In this example, the differential @7 has three support arms 7a,
7c and 7cj, and differential mount portions 17a, 17C, and 17dG at the tips of these arms are respectively connected to support members 21 and 22 via lano\-25. Further, the differential gear 7 has an upper mount flange 7e, and a mount bracket 13 is fixed on the upper mount i-flange 7e. They are connected via rubber 12. Further, as shown in detail in FIG. 6, a mount plate 31 is provided at the front of the engine 1.
are attached to both inclined ends 31. of this mount plate 31. a, 31b are attached to support brackets 21a, 21b on a front support member 21, which is part of the vehicle body frame, via rubber 12.12.

1?7)-1: By configuring 2117,
As in the case of the first embodiment, it is possible to obtain a dynamic damper configuration that utilizes the engine mass or the differential gear mass, and shifts the resonance points of the engine support system and the differential gear support system to reduce vibration and sound. It is possible to reduce the

In addition, in the above embodiment, the differential device is placed at a distance of 3 to 4 points with respect to the vehicle body.
Although we have shown support in one place, it is a hot opinion that support in one or two places on the car body is fine.

[Brief explanation of the drawing]

1 to 3 show a first embodiment of the present invention, and a first embodiment of the present invention is shown in FIG.
The figure is a front view, FIG. 2 is a plan view, and FIG. 3 is a perspective view showing the engine mount section. 4 to 6 show a second embodiment of the present invention;
The figure is a front view, FIG. 5 is a plan view, and FIG. 6 is a perspective view showing the engine mount section. 1...Engine 2...Transmission

Claims (1)

[Scope of Claims] A transmission and a differential to which power from an engine is transmitted via the transmission are connected via a universal joint, and one of the plurality of mounts of the differential is connected to the transmission. A support device for a power unit of an automobile, characterized in that it is coupled to the engine via rubber, and another mount portion is coupled to the vehicle body via rubber.