KR20150043902A - Wide Surface Contact type Power Train Mount - Google Patents

Abstract

A power train mount (1) according to the present invention comprises a mount bracket (10) and a core unit (20). The mount bracket (10) is bolted to an engine (200). The core unit (20) includes: a core (30) housed in the mount bracket (10), and connected to a power train (hereinafter referred to as a PT); and an insulator (40) integrated with the core (30), absorbing an impact, and preventing the core (30) and the mount bracket (10) from being separated by the impact. Therefore, the power train mount (1) is capable of increasing an insulation rate through the wide contact surface of the insulator (40). In particular, the power train mount (1) is capable of reducing noise, vibration, and harshness (NVH) booming remarkably in the case of starting a vehicle, and is capable of reducing an impact on the PT remarkably in the case of driving the vehicle on a rough road.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a power contact mount type power train mount,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a power train mount, and more particularly, to a power train mount capable of reducing noise (NVH (Noise, Vibration, Hashness) .

Generally, in Power Train Mount (PTM), it is very important to maintain a power train (PT) and a locked state in case of a vehicle collision.

To this end, the PTM includes an insulator with collision for PT displacement control in the event of a vehicle collision, a core wrapped with an insulator, and a mount bracket that is bolted to the power train by coupling them together.

In particular, the core plays an important role in preventing the detachment of the PTM component due to the impact, and is a component contributing to the improvement of the PT crash performance particularly when a vehicle collision occurs.

For example, assuming a frontal collision of the vehicle, the backward pivoting of the PT causes the backward pivoting of the insulator of the PTM, which inevitably causes the flow to occur in the PTM.

At this time, even if the insulator is pushed, the core is distanced to the mount bracket, and the engagement of the core and the mount bracket contributes to the improvement of the PT collision performance by preventing the PT flow due to the collision.

Therefore, in the PTM, the mount separation preventing performance in which the respective components are firmly held together must be satisfied.

Displacement control for PT rolling is also a very important function in PTM. PT rolling is a phenomenon in which, when the speed is increased by the torque transmission of the drive shaft after the accelerator pedal is depressed, the rolling of the PTM in the engine is generated in the backward direction around the mount point of the PTM.

For example, PT rolling occurs when the vehicle is accelerated or accelerated. In this case, rubber is pressed on the insulator so that the upper portion of the insulator contacts the mount bracket (usually the side stopper portion). Due to this action, the PT rolling displacement is controlled in the PTM. At this time, since the engine is in a fixed state, the driving shaft receives the reaction force and the vehicle speed can be increased.

Therefore, the PT rolling displacement control performance must be satisfied in the PTM.

Usually, the performance of the PTM is expressed by the insulation rate, which is due to the fact that the insulation rate is a measure for absorbing vibration.

Korean Patent Publication No. 10-1999-0041184 (June 15, 1999)

Normally, the insulation rate of the PTM is proportional to the amount of rubber of the insulator. For example, an insulator with a small amount of rubber has a small contact area with the mount bracket, and thus the PT behavior control performance is inevitably lowered.

Therefore, in order to improve NVH (Noise, Vibration, Hashness) boom reduction in PTM and PT impact shock reduction in rough road behavior, it is inevitable to increase the insulator weight.

However, in the PTM, the shapes of the insulators, the mount brackets, and the cores constituting the components are influenced by each other, and in particular, the insulator, the core, The design constraints that can not only increase the insulation amount of the insulator in order to improve the insulation rate can be inevitably larger.

In view of the above, it is an object of the present invention, which has been developed in view of the above, to provide an anti-departure structure for a mount bracket that combines a core and an insulator to prevent separation and increase insulation rate, Vibration, Hashness) The objective of the optical contact type powertrain mount is to provide a greatly reduced PT impact impact at the same time as the booming is significantly reduced.

In order to accomplish the above object, the power train mount of the present invention includes a mount bracket bolted to a portion of an engine, A core received within the mount bracket and connected to a power train; The core is restrained in the inner space of the mount bracket so as to be prevented from being separated from the core and the mount bracket when the power train or the roll train is displaced, An insulator of an elastic material which is pressed against the upper surface and left and right sides of the upper space of the inner space of the mount bracket; Is included.

The core includes a core rod having a core hole connected to the power train, a reinforcing body having a length corresponding to the longitudinal length of the mounting bracket and surrounding the outer circumferential surface of the insulator, And a wing which is protruded and wrapped with the insulator.

And the wing includes a pair of first and second side wings protruding from both left and right sides of the reinforcing body with respect to the center of the cross section of the reinforcing body. And a lower blade protruding from the lower side of the reinforcing body with respect to the center of the cross section of the reinforcing body.

The thickness of the pair of first and second side wings is thinner than the thickness of the lower wing, and the thickness of the lower wing is equal to the width of the reinforcing body.

The insulator includes a center body protruding from left and right sides in the center of the width section, an upper body protruding in the left and right directions from above the center of the width section, and a lower body ≪ / RTI > The center body, the upper body, and the lower body are integrally formed to wrap the core.

The upper surface of the upper body is further formed with depressed stepped depressions so as to form a wavy shape, and both left and right portions of the lower body are formed with depressed surfaces to form a bridge.

The mount bracket includes a stopper body having a locking protrusion protruding toward the insulator housed in an inner space, and a mounting body having a mounting hole for bolting.

The stopping jaw is composed of a pair of first and second stopping jaws facing each other from below on the widthwise end face of the stopper body.

The present invention realizes an increase in the insulation rate of the PTM to prevent detachment between the core and the insulator, thereby reducing the design change demands on the insulator, the mount bracket and the cores constituting the PTM, The improvement range is very large.

In addition, the present invention significantly improves the NVH (Noise, Vibration, Hashness) boom reducing performance by increasing the side rubber amount of the insulator connected to the core to 50% or more of the existing PTM, The slope of the secondary characteristic is lowered, thereby significantly improving the PT impact shock reduction performance.

In addition, since NVH (Noise, Vibration, Hashness) booming reduction performance is mainly performed in an area of 300 Hz or more, reduction of NVH (Noise, Vibration, Hashness)

In addition, the present invention greatly reduces the PT impact impact, thereby significantly increasing the ride pleasure of a driver traveling on rough roads.

2 is a core configuration of an optical contact surface type powertrain mount according to the present invention, and Fig. 3 is a cross sectional view of the optical contact surface type powertrain mount according to the present invention, FIG. 4 is a view illustrating a state where the optical contact surface type power train mount according to the present invention is mounted on a power train, FIG. 5 is a view showing a state where the optical contact surface type power train The operating state of the mount.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. The present invention is not limited to these embodiments.

Fig. 1 (a) and Fig. 2 (b) show the structure of a power contact surface type power train mount according to the present invention.

As shown in the figure, the power train mount 1 is provided with a mount bracket 10 fastened to the engine 200 by bolting, a bracket 10 housed inside the mount bracket 10 and connected to a power train And an insulator 40 which is integrated with the core 30 to prevent the core 30 from being separated from the mount bracket 10 due to impact while absorbing the impact.

The mount bracket 10 is composed of a stopper body 11 and a mounting body 13.

The stopper body 11 receives the core unit 20 therein and contacts the insulator 40 so that the elastic deformation of the insulator 40 of the core unit 20 occurs when the behavior of the PT occurs.

The stopper body 11 has a square shape and an inner space, but may have various shapes including a circular shape.

The stopper body 11 is further provided with first and second stopping protrusions 11-1.11-2. The first and second stopping protrusions 11-1.11-2 are formed in the stopper body 11 And contacts the bottom of the accommodated insulator 40, thereby preventing the core 30 integral with the insulator 40 from escaping.

The first and second stopping protrusions 11-1 and 11-2 protrude toward the inner space by pushing the stopper body 11 from the outside to the inside, To face each other.

The mounting body 13 is formed with a plurality of mounting holes 13-1 for bolting with the PT. In particular, the mounting body 13 has a shape suitable for the structure of the PT to be fastened.

The core unit 20 is integrally formed by joining the core 30 and the insulator 40 in a vulcanized manner. However, the core unit 20 can be formed into an integrated structure by various applications as needed.

On the other hand, Fig. 2 shows the detailed structure of the core 30. Fig.

As shown in the figure, the core 30 has a predetermined thickness and the core rod 31 is long. On the outer circumferential surface of the core rod 31, the length of the stopper body 11 of the mount bracket 10 The reinforcing body 33 is in a wrapped shape.

The first and second core holes 31-1 and 31-2 are formed in the core rod 31 and are connected to the PT portion, so that the coupling between the power train mount 1 and the PT is strongly maintained.

The insulator (40) is coupled to the outer peripheral surface of the reinforcing body (33), and the insulator (40) is integrated with each other by using a vulcanization system or a similar fastening system.

Particularly, the reinforcing body 33 is further provided with a plurality of blades for maintaining a strong fixing force with the insulator 40.

In the present embodiment, the wings are provided with first and second side wings 35-1 and 35-2 protruding from both left and right sides of the reinforcing body 33 with respect to the center of the cross section of the core 30 And a lower blade 37 protruding in the downward direction.

At this time, the thickness of the first and second side wings 35-1 and 35-2 is relatively thinner than the width of the reinforcing body 33, while the thickness of the lower wing 37 is smaller than the thickness of the reinforcing body 33 And the thickness of the second electrode layer is equal to the thickness of the second electrode layer.

3 shows the detailed structure of the insulator 40. As shown in Fig.

As shown in the figure, the insulator 40 is divided into a center body 41, an upper body 43, and a lower body 45 having a generally rectangular cross-sectional shape.

The center body 41 protrudes from both left and right directions of the insulator 40 when viewed from the center of the rectangular cross section of the insulator 40 to thereby form the first and second side wings 35-1 and 35- 2 are respectively enclosed.

The upper body 43 protrudes from both right and left directions of the insulator 40 when the insulator 40 surrounds the outer peripheral surface of the reinforcing body 33 of the core 30, Are formed to be relatively thick.

This makes it possible to ensure a relatively large contact area between the right and left portions of the insulator 40 and the mount bracket 10 in the PT behavior.

Particularly, since the stepped groove 43-1 is formed on the upper surface of the upper body 43, the upper surface of the upper body 43 can be formed in a wavy shape. This can further increase the deformation of the upper surface of the upper body 43 .

The lower body 45 may have a bridge structure at both left and right portions in a state where the lower body 45 is accommodated in the mount bracket 10 by forming a stepped surface 45-1 above the central portion thereof.

Therefore, in the insulator 40, the core 30 is restrained in the inner space of the mount bracket 10 so as to prevent the core 30 from being separated from the mount bracket 10 due to an impact applied to the power train 100, , The left and right spaces of the upper space of the inner space of the mount bracket 10 can be filled with the upper body 43.

4 shows a state in which the power train mount 1 is fastened to the PT.

The power train mount 1 is coupled with the PT 100 so that the PT 100 and the engine 200 are connected to each other. At this time, the power train mount 1 is connected to the mount bracket 10 and the core 200, The unit 20 is in a coupled state.

The insulator 40 integrated with the core 30 of the core unit 20 is accommodated in the stopper body 11 of the mount bracket 10 so that the lower body 45 of the insulator 40 is inserted into the stopper body 11, And the core 30 integrally formed with the insulator 40 is engaged with the first and second core holes 31 (31a, 31b) formed in the core rod 31, -1, 31-2) to form a tightly coupled state with the PT site.

Therefore, in the power train mount 1, the isolation of the core received in the mount bracket 10 and the escape prevention structure of the insulator are linked to each other, thereby increasing the overall insulation rate. Particularly, And at the same time, the impact of PT impact can be greatly reduced at the same time.

Meanwhile, FIG. 5 shows the operation state of the power train mount 1 with greatly improved NVH (Noise, Vibration, Hashness) boom reduction and PT impact shock reduction.

5A and 5B, Ca and Cb are upper shock absorption areas formed at two positions on the upper surface of the upper body 43 of the insulator 40. FIG. In this case, the upper portion of the upper body 43 of the insulator 40 is pressed against the stopper body 11 of the mount bracket 10 by the action of the PT 100 when the vehicle is running on rough roads.

Therefore, the power train mount 1 has a high shock absorption rate by the insulator 40, while a slope of the secondary characteristic that controls the behavior of the PT 100 after contact with the insulator 40 is low, so that the PT impact shock reduction becomes large . In particular, such a large reduction in PT impact impact can greatly enhance the driver's ride enjoyment during off-road driving.

5C is a side impact absorbing area formed on the side surface of the upper body 43 of the insulator 40. In FIG. This case is mainly realized by the roll behavior of the PT 100 when the vehicle is oscillated (accelerated).

That is, when the speed is increased by the torque transmission of the drive shaft by depressing the accelerator pedal, in the engine 200, rolling with the mount fastening point of the power train mount 1 as the center is rearwardly generated by the reaction force thereof, 100), PT rolling is inevitable.

The side portion of the upper body 43 of the insulator 40 is pressed against the stopper body 11 of the mount bracket 10 during the PT rolling so that the side shock absorption area Cc is formed in the insulator 40 .

Therefore, the PT roll displacement is controlled by lowering the slope of the secondary characteristic that controls the behavior of the PT 100 after contact of the insulator 40, while the shock absorption rate by the insulator 40 is high in the power train mount 1 .

5 (B) is a load-displacement diagram of the PT due to the power train mount 1 having the upper shock absorption areas Ca and Cb and the side shock absorption areas Cc of the insulator 40, It is proved that the PT having the power train mount 1 according to the present embodiment is formed to have a smaller displacement with respect to the PT that is not the same.

As described above, the power train mount 1 according to the present embodiment is provided with a mount bracket 10 fastened to the engine 200 by bolting, a bracket 10 housed inside the mount bracket 10, The core unit 20 is integrated with the core 30 connected to the core 30 and the insulator 40 to prevent the core 30 from being separated from the mount bracket 10 due to the impact while absorbing the impact, The insulation rate of the train mount 1 is increased through the optical contact surface of the insulator 40. Particularly, noise generation, vibration, and hashness (NVH) are greatly reduced at the time of starting the vehicle, and at the same time, .

1: Power train mount 10: Mount bracket
11: Stopper body 11-1, 11-2: First and second stoppers
13: Mounting body 13-1: Mounting hole
20: core unit 30: core
31: core rod 31-1, 31-2: first and second core holes
33: reinforcing body 35-1, 35-2: first and second side wings
37: lower wing 40: insulator
41: center body 43: upper body
43-1: stepped groove 45: lower body
45-1: Step plane 100: Power train
200: engine

Claims (10)

Mount bracket to be bolted;
A core received within the mount bracket and connected to a power train;
And is integrated with the core (30) to be accommodated in the inner space of the mount bracket, and restrained in the inner space of the mount bracket so as to prevent the core and the mount bracket from being separated from each other during the movement of the power train, An insulator of an elastic material that is pressed against the upper surface and left and right sides of the upper space of the inner space of the mount bracket;
Wherein the optical contact surface type powertrain mount comprises:
[Claim 2] The apparatus of claim 1, wherein the core comprises: a core rod having a core hole connected to the power train; a reinforcing body having a length corresponding to the longitudinal length of the mount bracket and surrounding the outer circumferential surface of the insulator; And a wing that is integrally protruded from the reinforcing body and is wrapped by the insulator.

[Claim 2] The wing according to claim 2, wherein the wing includes a pair of first and second side wings protruding from both left and right sides of the reinforcing body with respect to a center of a cross section of the reinforcing body. And a lower blade protruding from a lower side of the reinforcing body with respect to a center of a cross section of the reinforcing body.
4. The powertrain mount of claim 3, wherein the thickness of the pair of first and second side wings is thinner than the thickness of the lower wing.
5. The powertrain mount of claim 4, wherein the thickness of the lower blade is equal to the width of the reinforcing body.
The insulator according to claim 1, wherein the insulator includes: a center body protruding from left and right sides of a center of the width section; an upper body protruding from both sides of the center of the width section in the left and right directions; Each comprising a raised lower body; Wherein the center body, the upper body, and the lower body are integrally formed to surround the core.
[Claim 7] The power train mount of claim 6, wherein the upper surface of the upper body is further formed with a stepped groove recessed to form a wavy shape.
The optical train type powertrain mount according to claim 6, wherein the left and right portions of the lower body are further formed with a stepped surface recessed to form a bridge shape.
The optical contact type powertrain mount according to claim 1, wherein the mount bracket comprises a stopper body having a locking protrusion protruding toward the insulator housed in an inner space, and a mounting body having a mounting hole for bolting.
[Claim 11] The power train mount according to claim 9, wherein the stopping jaw comprises a pair of first and second stopping jaws facing each other from below on the widthwise end face of the stopper body.

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