WO2019131510A1

WO2019131510A1 - Arrangement structure of electric automobile vibration isolating device

Info

Publication number: WO2019131510A1
Application number: PCT/JP2018/047251
Authority: WO
Inventors: 健岡村
Original assignee: ＴｏｙｏＴｉｒｅ株式会社
Priority date: 2017-12-28
Filing date: 2018-12-21
Publication date: 2019-07-04
Also published as: CN111406161A; WO2019131509A1; CN111433484B; WO2019131511A1; WO2019131512A1; CN111433484A; CN111406161B; WO2019131508A1

Abstract

[Problem] To provide an arrangement structure of an electric automobile vibration isolating device with which it is possible to suppress an increase, to or above a prescribed value, in a dynamic spring constant of the electric automobile vibration isolating device. [Solution] Bored portions 233b penetrating in an axis O direction are formed at both outer sides, in a horizontal direction, of an inner cylinder member 10, in a state in which an electric automobile vibration isolating device 200 is arranged in a vehicle body of an automobile. The weight of a vibration isolating base body 230 can thus be reduced, and the natural frequency of the vibration isolating base body 230 can be made higher than the vibration frequency when a drive source is driven. As a result, it is possible to suppress resonance of the vibration isolating base body 230 due to vibrations when the drive source is driven, and to suppress an increase, to or above a prescribed value, in the dynamic spring constant of the electric automobile vibration isolating device 200.

Description

Arrangement structure of anti-vibration device for electric vehicle

The present invention relates to an arrangement structure of an antivibration device for an electric vehicle, and in particular, an arrangement structure of an antivibration device for an electric vehicle which can suppress the dynamic spring constant of the antivibration device for an electric vehicle from becoming higher than a predetermined value. About.

Conventionally, an anti-vibration device used to support a drive source of an automobile on a vehicle body includes an inner cylindrical member formed in a cylindrical shape, an outer cylindrical member formed in a cylindrical shape surrounding the outer side of the inner cylindrical member, and It is comprised by the anti-vibration base | substrate formed from elastic bodies, such as rubber | gum which connects an inner cylinder member and an outer cylinder member.

According to this type of vibration isolation device, in a state where the vibration isolation device is disposed on the vehicle body of an automobile, a through hole penetrating in the axial direction of the inner cylinder member to the vibration isolation substrate at a position overlapping the inner cylinder member in the gravity direction. It is generally performed to suppress the dynamic spring constant from becoming higher than a predetermined value when a load within a predetermined range is loaded in the direction of gravity (Patent Document 1).

However, in the above-described conventional vibration isolation apparatus having through holes, the load in the direction of gravity is greater than or equal to the predetermined range, and the vibration isolation substrate is deformed to collapse the inner space of the through holes (the inner surfaces of the through holes And the dynamic spring constant rapidly increases.

Further, in a gasoline engine, a diesel engine or the like which is a drive source of an engine type automobile, there is a tendency that the driving noise tends to be loud at high speed rotation than at low speed rotation. Therefore, in the engine type automobile, abnormal noise generated due to the dynamic spring constant of the vibration damping device becoming high at the time of high speed rotation is wiped out by the sound for driving the engine. However, in the electric motor serving as the drive source of the electric vehicle, the noise of the drive at high speed rotation is smaller than that of the engine. Therefore, in the electric vehicle, abnormal noise generated due to the dynamic spring constant of the vibration damping device becoming high when the vehicle is rotated at high speed is likely to be echoed in the vehicle. Accordingly, in an electric vehicle, it is necessary to lower the dynamic spring constant when the drive source is rotated at high speed.

Furthermore, in the electric motor serving as a driving source of the electric vehicle, the value of torque when driven is larger than the value of torque when driving the engine. Therefore, in the electric vehicle, a large load is likely to act on the inner cylinder member as compared with the engine type vehicle. Therefore, in the electric vehicle, the dynamic spring constant of the vibration damping device is likely to be higher than that of the engine type vehicle.

As a result of intensive studies to solve the above-mentioned problems, the applicant of the present application has found that penetration of the vibration-proof substrate to a position overlapping at least the inner cylindrical member in the direction of gravity with the vibration-proof device for electric vehicle The free length of the anti-vibration base in the radial direction is 0.5 times or more and not more than 1.0 times the axial length of the anti-vibration base on the side where holes are not formed and connected to the inner cylindrical member The cross-sectional area of the cut surface of the vibration-proof substrate in the case where it is continuously cut along the axial direction at each position in the radial direction is set constant at each position in the radial direction, We have developed a vibration control device for electric vehicles having characteristics of load in the direction of gravity with respect to the amount of bending of the vibration-proof substrate in the range of the amount of bending up to 30% (unknown at the time of filing of the present application).

According to this anti-vibration device for an electric vehicle, it is possible to suppress the dynamic spring constant of the anti-vibration device for an electric vehicle from becoming higher than a predetermined value when a load within a predetermined range acts in the direction of gravity. In addition, since a through hole to a position overlapping with the inner cylinder member in the direction of gravity is not formed at least in a state of being disposed in the vehicle body, a load exceeding a predetermined range acts on the antivibration device for an electric vehicle in the direction of gravity. In this case, the dynamic spring constant of the anti-vibration device for an electric vehicle can be prevented from being rapidly increased.

JP, 2009-85305, A (For example, paragraph 0027, FIG. 1, etc.)

However, if the through hole of the vibration isolation base is not formed at a position overlapping the inner cylinder member in the direction of gravity, the weight of the entire vibration isolation base is increased by that amount, and the drive source is driven to input the vibration isolation base. And the natural frequency of the vibration isolation base match, and the vibration isolation base resonates to cause the dynamic spring constant of the vibration damping device for an electric vehicle to be higher than a predetermined value. Was found anew.

The present invention has been made to solve the above-mentioned problems, and in the arrangement structure of the anti-vibration device for an electric vehicle, the dynamic spring constant of the anti-vibration device for an electric vehicle becomes higher than a predetermined value. It is an object of the present invention to provide an arrangement structure of a vibration control device for an electric vehicle that can suppress the

In order to achieve this object, the arrangement structure of the vibration damping device for an electric vehicle according to the present invention is formed into a cylindrical inner cylindrical member and a cylindrical shape surrounding the outer side of the inner cylindrical member, and the shaft of the inner cylindrical member And an outer cylinder member coaxially disposed, and an anti-vibration base constituted of a rubber-like elastic body and connecting an outer peripheral surface of the inner cylinder member and an inner peripheral surface of the outer cylinder member. A vibration isolation device, and a vehicle body of an electric vehicle in which the vibration isolation device for electric vehicle is disposed, wherein the vibration isolation device for electric vehicle is disposed on the vehicle body, the vibration isolation device for electric vehicle Is disposed on the vehicle body with the axes of the inner cylinder member and the outer cylinder member oriented in the horizontal direction, and the anti-vibration base penetrates in the axial direction in the region horizontally outside the inner cylinder member. And a through hole to a position overlapping with the inner cylindrical member in the direction of gravity. The free length in the radial direction is set to 0.5 times or more and 1.0 times or less of the axial length on the side connected to the inner cylindrical member, at each position in the radial direction. The cross-sectional area of the cut surface in the case of being continuously cut along the axial direction is set constant at each position in the radial direction, and the vibration-proof substrate within a range of deflection of up to 30% of the free length of the vibration-proof substrate. The characteristic of the load in the direction of gravity with respect to the amount of deflection of has linearity.

According to the arrangement structure of the anti-vibration device for an electric vehicle according to claim 1, the anti-vibration device for an electric vehicle is provided on the vehicle body in a state where the axes of the inner cylinder member and the outer cylinder member are directed horizontally. The anti-vibration base has an axial penetration in the region horizontally outside the inner cylindrical member, and the overall weight of the anti-vibration base is reduced at the elevated part to increase the natural frequency of the anti-vibration base be able to. As a result, by driving the drive source, it is possible to make the natural frequency of the vibration isolation base higher on the high frequency side than the vibration frequency of the predetermined range input to the vibration isolation base. As a result, it is possible to suppress the occurrence of the dynamic spring constant of the anti-vibration device for an electric vehicle becoming higher than a predetermined value by resonance of the anti-vibration substrate.

In addition, since the rounded portion is not formed in the region overlapping with the inner cylinder member in the direction of gravity, the inner surfaces do not abut each other as in the case of a conventional vibration-damping device in which a through hole is formed. Therefore, it is possible to give linearity to the characteristics of the load with respect to the amount of deflection of the vibration-proof substrate in the direction of gravity. As a result, when a load in the direction of gravity acts on the anti-vibration device for an electric vehicle, it is possible to suppress the dynamic spring constant of the anti-vibration device for an electric vehicle from being rapidly increased.

Furthermore, in the anti-vibration device for an electric vehicle, the free length of the anti-vibration base in the radial direction is set to 0.5 or more times the axial length of the anti-vibration base on the side connected to the inner cylinder member. The cross-sectional area of the cut surface of the vibration-proof substrate when cut continuously along the axial direction at each position in the direction is set constant at each position in the radial direction, and deflection up to 30% of the free length of the vibration-proof substrate The characteristics of the load in the direction of gravity with respect to the amount of deflection of the vibration-proof substrate in the range of the amount have linearity, so when the load within the predetermined range acts on the anti-vibration device for electric vehicle in the direction of gravity It can be suppressed that the dynamic spring constant of the device becomes higher than a predetermined value.

Further, in the anti-vibration apparatus for an electric vehicle, the free length of the anti-vibration base in the radial direction is set to 1.0 or less times the axial length of the anti-vibration base on the side connected to the inner cylinder member. It is possible to satisfy the required characteristics of the vehicle by suppressing the dynamic spring constant in the axial direction of the anti-vibration device for an electric vehicle from being too small.

According to the arrangement structure of the anti-vibration device for an electric vehicle according to claim 2, in addition to the effect of the arrangement structure of the anti-vibration device for an electric vehicle according to claim 1, the lead portion has a diameter in the axial direction. Since the inner surface facing in the direction is curved in an arc shape coaxial with the axis of the inner cylinder member, and the inner surface facing in the circumferential direction is formed in a straight plane extending along the radial direction, each radial direction The cross-sectional area of the cut surface in the case where the anti-vibration base is continuously cut in the circumferential direction along the axial direction at the position can be easily made constant at each position in the radial direction. As a result, the characteristics of the load in the direction of gravity with respect to the amount of deflection of the vibration-proof substrate can be easily made linear in the range of the amount of deflection up to 30% of the free length of the vibration-proof substrate.

(A) is a side view of the anti-vibration apparatus for electric vehicles in 1st Embodiment of this invention, (b) is sectional drawing of the anti-vibration apparatus for electric cars in the Ib-Ib line of Fig.1 (a). It is. (A) is a figure which shows the characteristic of the load concerning the anti-vibration apparatus for electric vehicles with respect to the deflection | deviation amount of an anti-vibration base | substrate, (b) is an anti-vibration apparatus for electric vehicles in 1st-3rd embodiment. It is a figure which shows the relationship of the dynamic spring constant with respect to the frequency of. (A) is a side view of the anti-vibration apparatus for electric vehicles in a 2nd embodiment, (b) is a sectional view of the anti-vibration apparatus for electric vehicles in the IIIb-IIIb line of Drawing 3 (a). (A) is a side view of the vibration control apparatus for electric vehicles in 3rd Embodiment, (b) is sectional drawing of the vibration control apparatus for electric cars in the IVb-IVb line | wire of Fig.4 (a). (A) is a front view of a part of anti-vibration device for electric vehicles and attachment bracket in a 4th embodiment, and (b) is an exploded perspective front view of the anti-vibration device for electric vehicles. (A) is a cross-sectional view of the anti-vibration device for an electric vehicle taken along the line VIa-VIa in FIG. 5 (a), and (b) is an anti-vibration device for an electric vehicle taken along the VIb-VIb in FIG. 6 (a) FIG. FIG. 7A is a cross-sectional view of a vibration-damping device for an electric vehicle according to a fifth embodiment, and FIG. 7B is a cross-sectional view of the vibration-damping device for an electric vehicle taken along line VIIb-VIIb in FIG. (A) is a side view of the anti-vibration apparatus for electric vehicles in 6th Embodiment, (b) is a side view of the anti-vibration apparatus for electric cars in 7th Embodiment.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. Fig.1 (a) is a side view of the anti-vibration apparatus 100 for electric vehicles in 1st Embodiment of this invention, FIG.1 (b) is the protection for electric vehicles in the Ib-Ib line | wire of Fig.1 (a). FIG. 2 is a cross-sectional view of the vibration device 100. FIG. 2 (a) is a graph showing the characteristics of the load (N) applied to the anti-vibration device 100 for an electric vehicle with respect to the amount of deflection (mm) of the anti-vibration substrate 30. FIG. It is a figure which shows the relationship of the dynamic spring constant (N / mm) with respect to the frequency (Hz) of the

vibration isolators

100, 200, and 300 for electric vehicles in three embodiments.

In the following description, the front (front) side of the vehicle body in the state where the vibration isolation device 100 for an electric vehicle is disposed on the left side of the drawing with respect to the vibration isolation device 100 for an electric vehicle shown in FIG. The right side of the drawing is the rear (rear) side of the vehicle with the anti-vibration device 100 for the electric vehicle disposed in the vehicle, and the rear side of the drawing is the vehicle anti-vibration device 100 for the electric vehicle. As the right side, the front side of the drawing is the left side of the vehicle body with the anti-vibration device 100 for the electric vehicle disposed on the vehicle body, and the upper side of the drawing is the upper side of the vehicle body with the anti-vibration device 100 for the electric vehicle disposed The lower side of the drawing is described as the lower side of the vehicle body in a state where the anti-vibration device 100 for an electric vehicle is disposed on the vehicle body. Furthermore, arrows FB, UD, and LR in the figure indicate the longitudinal direction, the vertical direction, and the lateral direction of the vehicle body in a state where the anti-vibration device 100 for an electric vehicle is disposed on the vehicle body. .

FIG. 2A shows the characteristics of the load (N) acting in the direction of gravity with respect to the amount of deflection (mm) of the vibration isolation base 30 in a state where the vibration isolation device 100 for an electric vehicle is disposed on the vehicle body of the vehicle. FIG. In FIG. 2A, the amount of deflection of the anti-vibration base 30 in the negative direction increases as the horizontal axis moves to the left with respect to the amount of deflection of 0 mm, and as it extends to the right with respect to the amount of deflection of 0 mm. The amount of deflection of the vibration-proof substrate 30 in the positive direction is large, and the vertical axis indicates a state in which the load acts downward in the direction of gravity as it moves upward with reference to load 0N acting in the direction of gravity. A state in which a load acts on the upper side in the direction of gravity is shown as it moves downward with reference to a load 0 N acting in the direction of gravity.

Further, in FIG. 2A, the points of the point P1 and the point P2 are shown at the positions where the lines of the figure switch from the linear form (region having linearity) to the curved form, and the points P1 and P2 are illustrated. The position of the deflection amount (mm) of the vibration-proofing base 30 is denoted by reference numerals A1 and A2, and the position of the deflection amount (mm) in the range of ± 30% with respect to the free length (mm) of the vibration-proofing base 30 , With the symbols B1 and B2 shown, with the minimum value of the load in the predetermined range input to the anti-vibration device 100 for electric vehicles described later N1 and the maximum value N2 .

In FIG. 2B, the dynamic spring constant (N / mm) with respect to the frequency (Hz) of the anti-vibration apparatus 100 for an electric vehicle in the first embodiment is illustrated by a solid line with a symbol of a line X and illustrated in the second embodiment. The dynamic spring constant (N / mm) with respect to the frequency (Hz) of the anti-vibration device 200 for an electric vehicle in the embodiment is illustrated by a broken line with a symbol of line Y, and is illustrated in FIG. The dynamic spring constant (N / mm) with respect to the frequency (Hz) is illustrated by a two-dot chain line with the sign of the line Z.

In FIG. 2 (b), the horizontal axis indicates the vibration frequency input to the

vibration isolation base

30, 230, 330, and the vibration frequency having a larger value is input toward the right side. The dynamic spring constants of the

anti-vibration device

100, 200, 300 for a motor vehicle are shown, and the dynamic spring constant of a larger value is shown as it goes upward. Also, in FIG. 2 (b), C1 is at a position where the vibration frequency at the time of driving of the drive source is minimum, and a range of a predetermined vibration frequency from C3 and C1 at a position at the vibration frequency where the dynamic spring constant of line X is maximum. C2 and the position of the vibration frequency at which the dynamic spring constant of the line Y becomes maximum is attached with the code C4 at the upper limit position, and the code K1 is attached to the position of the predetermined value of the dynamic spring constant described later. It is illustrated.

The vibration frequency in a predetermined range means the vibration frequency generated by the drive of a drive source such as an electric motor, and operates in the range of C1 to C2 in FIG. 2 (b).

As shown in FIG. 1, the anti-vibration apparatus 100 for an electric vehicle is a bush interposed between a drive source such as an electric motor and a vehicle body. The anti-vibration device 100 for an electric vehicle is disposed concentrically with the inner cylindrical member 10 formed in a cylindrical shape having an axis O from a metal material such as iron or aluminum, and concentric with the inner cylindrical member 10. An outer cylinder member 20 formed in a cylindrical shape from a metal material, and a vibration-proof base 30 formed from a rubber-like elastic body and connecting the outer peripheral surface of the inner cylinder member 10 and the inner peripheral surface of the outer cylinder member 20 are provided.

The anti-vibration device 100 for an electric vehicle is manufactured by reducing the diameter of the outer cylinder member 20 after the anti-vibration base 30 is bonded by vulcanization between the inner cylinder member 10 and the outer cylinder member 20. In FIG. 1, the anti-vibration apparatus 100 for electric vehicles after diameter-reduction processing of the outer cylinder member 20 is illustrated.

The inner cylinder member 10 is a member connected to a drive side bracket connected to a drive source of an electric vehicle such as an electric motor. The inner cylinder member 10 is connected to the drive side bracket by being fastened to the drive side bracket by a bolt which is formed in a tubular shape and is inserted inside.

The outer cylinder member 20 is a member fitted internally to a vehicle body side bracket connected to the vehicle body of the automobile. The outer cylinder member 20 is press-fit into the inside of a vehicle-side bracket formed in an annular shape having an inner diameter substantially the same as the outer diameter of the outer cylinder member 20 and connected to the vehicle-side bracket.

The anti-vibration base 30 includes a first film portion 31 which covers the outer peripheral surface of the inner cylindrical member 10 with a constant thickness, a second film portion 32 which covers the inner peripheral surface of the outer cylindrical member 20 with a constant thickness, The first membrane portion 31, the second membrane portion 32, and the elastic deformation portion 33 are continuous for one round in the circumferential direction around the axis O, and the elastic deformation portion 33 connecting the film portion 31 and the second film portion 32. It has an annular shape.

The 1st film part 31 and the 2nd film part 32 are protection parts which control that inner cylinder member 10 and outer cylinder member 20 contact directly. The first film portion 31 and the second film portion 32 are the inner cylinder member 10 and the outer cylinder member when the automobile is rapidly accelerated or stopped and the inner cylinder member 10 is displaced excessively with respect to the outer cylinder member 20. 20 can be abutted to prevent damage to the anti-vibration device 100 for an electric vehicle.

The elastically deformable portion 33 has a substantially trapezoidal cross section (see FIG. 1B) when cut into a plane passing through the axis O along the axis O direction (arrow LR direction), and the inner cylindrical member 10 (see FIG. The thickness of the elastically deformable portion 33 in the direction of the axis O is set to be smaller from the first film portion 31) to the outer cylinder member 20 (the second film portion 32) (going radially outward from the axis O).

In addition, the elastically deformable portion 33 is cut in a case where the elastically deformable portion 33 is continuously cut in the circumferential direction along the axis O direction (the arrow L-R direction) at each position in the radial direction centering on the axis O The cross sectional area of the surface is set to a constant size at each position in the radial direction. Describing in detail, the elastically deforming portion 33 defines a distance R away from the axis O in the radial direction as R, and when the thickness of the elastically deformable portion 33 in the direction along the axis O at the position of R is H, 2π × R × H = constant Thus, the elastically deformable portions 33 are set in an arc shape in which both end surfaces in the direction of the axis O are recessed inward in the direction of the axis O.

In the elastically deformable portion 33, a reinforcing portion 33a is formed at a corner of a connection portion connected to the first film portion 31 and the second film portion 32. The reinforcing portion 33a is a portion for reinforcing a connection portion between the first film portion 31 and the second film portion 32 and the elastic deformation portion 33, and is formed with a slight thickness.

The reinforcing portion 33a protrudes by about 5% at the maximum from the elastically deformable portion 33 in the direction along the axis O direction (the arrow L-R direction). Therefore, when the distance of the elastically deformable portion 33 spaced apart from the axis O in the radial direction is R, and the thickness of the elastically deformable portion 33 in the direction along the axis O at the position of R is H, cutting of each position in the radial direction The cross-sectional area of the elastically deformable portion 33 in the plane is made constant in the range of 5%.

The radial free length R2 (the distance from the outer peripheral surface of the inner cylindrical member 10 to the inner peripheral surface of the outer cylindrical member 20 (see FIG. 1 (b))) about the axis O of the vibration isolation base 30 is shown in FIG. As shown in (a), in the state where the antivibration device 100 for an electric vehicle is disposed on the vehicle body of the automobile, the load (N) in the direction of gravity (arrow direction UD) is applied to the antivibration device 100 for an electric vehicle. The amount of deflection (mm) of the vibration-proof substrate 30 in the range up to ± 30% of the deflection (mm) of the free length R2 of the vibration-proof substrate 30 (the range of B1 to B2 in FIG. 2A) The characteristics of the load in the direction of gravity) are set to have linearity. That is, both ends A1 and A2 of the linear portion shown in FIG. 2A are set to be positioned outside B1 and B2 (A1 <B1 <B2 <A2). Thereby, when the load in a predetermined range (the range of N1 to N2 in FIG. 2A) acts on the direction of gravity, the dynamic spring constant of the antivibration device 100 for an electric vehicle It can suppress that it becomes high more than predetermined value (K1 of FIG.2 (b)).

The load within a predetermined range (the range from N1 to N2 in FIG. 2A) is a range that normally acts on the anti-vibration device 100 for an electric vehicle when the vehicle is suddenly started or suddenly stopped. It is a load. In the present embodiment, the range of ± 4000 N which is narrower than the range of the load at the positions corresponding to the points P1 and P2 is set. That is, in the present embodiment, the load in a predetermined range (the range of N1 to N2 in FIG. 2A) is set in a region where the characteristic of the load in the direction of gravity with respect to the amount of deflection of the vibration-proof substrate 30 has linearity. .

The predetermined value (K1 in FIG. 2 (b)) of the dynamic spring constant is a value capable of absorbing the vibration caused by driving the drive source of the automobile and suppressing the transmission of the vibration to the vehicle body And is set to 5000 N / mm in this embodiment. In the anti-vibration apparatus 100 for an electric vehicle, by setting the dynamic spring constant to a predetermined value or less, the vibration caused by driving the drive source of the vehicle is transmitted to the vehicle body, and the member disposed on the vehicle body by the vibration It is possible to suppress resonance.

Furthermore, the free length R2 of the vibration-proof substrate 30 is appropriately changed according to the thickness of the elastic deformation portion 33 in the direction of the axis O (arrow L-R direction) and the material (elastic modulus) of the vibration-proof substrate 30 When a load is applied to the antivibration device 100, the characteristic of the load in the direction of gravity with respect to the amount of deflection of the antivibration base 30 is linear within the range of the amount of deflection of ± 30% of the free length R2 of the antivibration base 30. It is set to a value having (linear). In this case, the free length R2 is 0.5 or more times the axial length H2 (see FIG. 1B) of the elastically deformable portion 33 on the first film portion 31 (inner cylindrical member 10) side. It is preferable to set to 1.0 times or less. This prevents the dynamic spring constant of the anti-vibration device 100 for an electric vehicle from becoming a predetermined value or more when a load in a predetermined range acts on the anti-vibration device 100 for an electric vehicle. This is because the durability of the vibration device 100 can be suppressed from deteriorating.

Explaining in detail, the anti-vibration device 100 for an electric vehicle is specified to the anti-vibration device 100 for an electric vehicle by increasing the value of the free length R2 of the anti-vibration base 30 (the thickness in the radial direction about the axis O). When a load in the direction of gravity (arrow U-D direction) in the range of 10 .mu.m acts, the characteristic of the load in the direction of gravity with respect to the amount of deflection of the vibration-proof substrate 30 has linearity (point P1 to The range of P2 can be increased. However, if the free length R2 is too large, the dynamic spring constant in the direction of the axis O of the anti-vibration device 100 for an electric vehicle decreases because the anti-vibration base 30 increases in the radial direction. I will not be satisfied.

In the anti-vibration device 100 for an electric vehicle, the free length R2 is set to 1.0 or less times the axial length H2 (see FIG. 1B) of the elastically deformable portion 33 on the first film portion 31 side. Thus, the dynamic spring constant in the direction of the axis O of the anti-vibration device 100 for an electric vehicle can be prevented from being too small, and the required characteristics of the vehicle can be satisfied.

On the other hand, the anti-vibration device 100 for an electric vehicle reduces the thickness of the anti-vibration base 30 at the radially outer side by reducing the value of the free length R2 of the anti-vibration base 30 (the thickness in the radial direction about the axis O). The thickness can be increased to easily enhance the durability of the anti-vibration device 100 for an electric vehicle. However, if the free length R2 is made too small, the range (the range of points P1 to P2 in FIG. 2A) having linearity in the characteristics of the load in the direction of gravity with respect to the amount of deflection of the vibration isolation base 30 is narrow. Become. Therefore, the dynamic spring constant can not be suppressed to a predetermined value or less when the load in the direction of gravity (the direction of arrow U-D) in a predetermined range is applied.

In the anti-vibration device 100 for an electric vehicle, the free length R2 is set to be 0.5 or more times the axial length H2 (see FIG. 1B) of the elastically deformable portion 33 on the first film portion 31 side. This makes it easy to give linearity to the characteristics of the load in the direction of gravity with respect to the amount of deflection of the vibration-proof substrate 30 within the range of the amount of deflection of the vibration-proof substrate 30 ± 30% of the free length R2 of the vibration-proof substrate 30. As a result, when a load of a predetermined range acts in the direction of gravity, the vibration damping device 100 for an electric vehicle can suppress the dynamic spring constant from becoming a predetermined value or more.

Here, conventionally, there is an anti-vibration device which is disposed between the vehicle body and the drive source to suppress the transmission of the vibration of the drive source to the vehicle body. According to the conventional vibration isolation device, an inner cylinder member formed in a cylindrical shape, an outer cylinder member disposed concentrically with the inner cylinder member, and a vibration-proof substrate connecting the inner cylinder member and the outer cylinder member And in the state where the vibration isolation device is disposed on the vehicle body of the automobile, a through hole penetrating in the axial direction of the inner cylinder member is formed in the vibration isolation base at a position overlapping the inner cylinder member in the gravity direction. When the load in the direction of gravity in the predetermined range acts on the vibration isolation device, the dynamic spring constant can be prevented from becoming equal to or more than the predetermined value.

However, in an anti-vibration device in which a through hole penetrating in the axial direction of the inner cylinder member is formed in the anti-vibration base at a position overlapping the inner cylinder member in the gravity direction, a load exceeding a predetermined range acts in the gravity direction of the anti-vibration device. By doing this, there is a problem that when the vibration-proof substrate is deformed and the internal space of the through hole is crushed (the inner surfaces of the through holes abut each other), the dynamic spring constant is rapidly increased.

In contrast to the above-described conventional vibration isolation device, in the vibration isolation device 100 for an electric vehicle in the present embodiment, the direction of gravity with the inner cylinder member 10 in a state where the vibration isolation device 100 for an electric vehicle is disposed A through hole in the direction of the axis O (the direction of the arrow L-R) is not formed at a position overlapping the arrow U-D). As a result, in the anti-vibration device 100 for an electric vehicle, since the through holes are not crushed (the inner surfaces of the through holes abut each other), the dynamic spring constant is abrupt when a load exceeding a predetermined range acts in the direction of gravity. Can be suppressed.

Further, in the anti-vibration device 100 for an electric vehicle, the through hole in the direction of the axis O (the direction of the arrow L-R) is not formed at a position overlapping the inner cylinder member 10 in the gravity direction (the direction of the arrow U-D). In the case where a load in a predetermined range acts in the direction of gravity, the dynamic spring constant to the vibration of the drive source may be high. On the other hand, in the anti-vibration device 100 for an electric vehicle, the characteristic of the load in the direction of gravity with respect to the amount of deflection of the anti-vibration base 30 within the range of the amount of deflection of the anti-vibration base 30 ± 30% of the free length R2 Has a linearity, it is possible to suppress the dynamic spring constant from becoming higher than a predetermined value when a load of a predetermined range acts on the anti-vibration device 100 for an electric vehicle in the direction of gravity.

In addition, the vibration-damping base 30 is a cut surface in the case where the elastically deformable portion 33 is continuously cut in the circumferential direction along the axis O direction (the arrow LR direction) at each position in the radial direction centering on the axis O The cross-sectional area of is set to a constant size at each position in the radial direction. Thereby, the vibration damping device 100 for an electric vehicle is characterized by the characteristic of the load in the direction of gravity with respect to the amount of deflection of the vibration-proof substrate 30 within the range of the amount of deflection of the vibration-proof substrate 30 ± 30% of the free length R2 of the vibration-proof substrate 30. It can be easy to give linearity.

In the anti-vibration apparatus 100 for an electric vehicle in the present embodiment, the outer diameter of the inner cylinder member 10 is set to 25 mm, the inner diameter of the outer cylinder member 20 is set to 86 mm, and the free length of the anti-vibration base 30 is 30.5 mm. The thickness in the direction of the axis O in the direction of the axis O (the direction of the arrow L-R) in the direction of the axis O is set to 50 mm.

Then, with reference to FIG. 3, the anti-vibration apparatus 200 for electric vehicles in 2nd Embodiment is demonstrated. In the first embodiment, the through holes are not formed on both outer sides in the horizontal direction of the inner cylinder member 10 in a state in which the anti-vibration device 100 for an electric vehicle is disposed on the vehicle body of a car. In the vibration control device 200 for an electric vehicle according to the second embodiment, the (inner cylinder of the inner cylinder member 10 in the horizontal direction orthogonal to the axis O direction (arrow LR direction) is described. On the outer side of the member 10 in the horizontal direction, a curbed portion 233b penetrating along the direction of the axis O is formed. The same parts as those in the first embodiment are denoted by the same reference numerals, and the description thereof will be omitted.

Fig.3 (a) is a side view of the vibration isolator 200 for electric vehicles in 2nd Embodiment, FIG.3 (b) is the vibration isolator 200 for electric cars in the IIIb-IIIb line | wire of FIG. 3 (a). FIG.

As shown in FIG. 3, the anti-vibration apparatus 200 for an electric vehicle in the second embodiment is a bush interposed between a drive source such as an electric motor and a vehicle body. The anti-vibration device 200 for an electric vehicle is disposed concentrically with the inner cylindrical member 10 formed in a cylindrical shape having an axis O from a metal material such as iron or aluminum, and concentrically with the inner cylindrical member 10. An outer cylinder member 20 formed in a cylindrical shape from a metal material, and a vibration-proof base 230 formed from a rubber-like elastic body and connecting the outer peripheral surface of the inner cylinder member 10 and the inner peripheral surface of the outer cylinder member 20 are provided.

The anti-vibration device 200 for an electric vehicle is manufactured by reducing the diameter of the outer cylinder member 20 after the anti-vibration base 230 is bonded by vulcanization between the inner cylinder member 10 and the outer cylinder member 20. In FIG. 3, the anti-vibration apparatus 200 for electric vehicles after diameter-reduction-processing the outer cylinder member 20 is illustrated.

The anti-vibration base 230 includes a first film portion 31 which covers the outer peripheral surface of the inner cylinder member 10 with a constant thickness, a second film portion 32 which covers the inner peripheral surface of the outer cylinder member 20 with a constant thickness, And an elastic deformation portion 233 connecting the film portion 31 and the second film portion 32.

In the elastically deformable portion 233, a reinforcing portion 33a formed at a corner portion of a connection portion connected to the first film portion 31 and the second film portion 32, and the anti-vibration device 200 for an electric vehicle are provided in the vehicle body of the vehicle. In this state, a collar portion 233b is formed along the direction of the axis O and penetrates outside (the horizontal direction of the inner cylinder member 10) of the inner cylindrical member 10 in the horizontal direction orthogonal to the direction of the axis O (arrow LR direction). An upper upper elastic portion 233c and a lower lower elastic portion 233d which are divided in the direction of gravity (direction of arrow U-D) by the pair of curled portions 233b are provided.

The curving portion 233 b is a portion that makes the vibration-proof base 230 lightweight. The curving portion 233b is formed at a position where a portion thereof overlaps the horizontal direction area of the inner cylinder member 10 in a state where the anti-vibration device 200 for an electric vehicle is disposed on the vehicle body of the automobile. It is formed in a curved shape.

Further, the rounded portion 233 b is formed at a position where at least a portion thereof overlaps with the horizontal direction area of the inner cylindrical member 10. Thereby, the vibration isolation base 230 has a direction of gravity of the inner cylindrical member 10 as compared to the case where through holes having the same size in the axial O direction are not overlapped with the horizontal cylindrical region 10. The volume of the anti-vibration base 230 located on both sides (in the direction of the arrows U-D) can be secured. As a result, in the anti-vibration device 200 for an electric vehicle, the amount of deformation of the anti-vibration substrate 230 when the anti-vibration substrate 230 is elastically deformed in the gravity direction can be reduced, and the durability of the anti-vibration device 200 for an electric vehicle is secured. be able to.

Furthermore, the burred portion 233 b is formed so as to extend from the first film portion 31 to the second film portion 32 in the axial O direction. Thereby, the vibration-proofing base 230 separates the upper elastic portion 233c on the upper side (arrow U direction side) of the elastic deformation portion 233 and the lower elastic portion 233d on the lower side (arrow D direction side). Can be transformed as

Here, in the anti-vibration apparatus 100 for an electric vehicle described in the first embodiment, the weight of the entire anti-vibration base 30 is increased by the amount of the through hole not being formed. Therefore, in the anti-vibration apparatus 100 for an electric vehicle, the anti-vibration base 30 is within the predetermined range (the range of C1 to C2 in FIG. 2B) of the vibration frequency input to the anti-vibration base 30 by driving the drive source. The vibration damping base 30 resonates, and the dynamic spring constant of the vibration damping device 100 for an electric vehicle may become higher than a predetermined value (K1 in FIG. 2B).

On the other hand, in the second embodiment, in the state where the anti-vibration device 200 for an electric vehicle is disposed on the vehicle body of the vehicle, the inner cylinder member 10 in the horizontal direction orthogonal to the axis O direction (arrow LR direction). On the outer side (in the horizontal direction of the inner cylinder member 10), a curbed portion 233b penetrating in the direction of the axis O is formed. As a result, in the anti-vibration device 200 for an electric vehicle, it does not affect the deformability of the anti-vibration base 230 against the load in the direction of gravity (the direction of arrow UD) (the anti-vibration base overlapping the inner cylinder member 10 in the direction of gravity The vibration proof substrate 230 can be lightened while securing a volume of 230).

Further, the natural frequency F of the vibration isolation base 230 can be obtained by F = 1/2 × (a). The equation (a) for obtaining the natural frequency F is a square root (of K / m) obtained by dividing the dynamic spring constant K of the vibration isolation base 230 by the value of the rubber weight m of the vibration isolation base 230. Therefore, the natural frequency of the vibration isolation base 230 is increased by increasing the value of the dynamic spring constant, and is increased by reducing the weight of the vibration isolation base 230. Therefore, the natural frequency of the anti-vibration base 230 can be set high by forming the rounded portion 233 b and making the anti-vibration base 230 light. As a result, in the anti-vibration apparatus 200 for an electric vehicle, the vibration-resistant base 230 is more specific than the predetermined range of vibration frequency (the range of C1 to C2 in FIG. 2B) by driving a driving source such as an electric motor. The frequency can be increased (set near C4 in FIG. 2B).

Further, similarly to the elastically deformable portion 33 in the first embodiment, the elastically deformable portion 233 continuously extends in the circumferential direction of the elastically deformable portion 233 along the axis O at each position in the radial direction around the axis O. The cross-sectional area of the cut surface when cut is set to a constant size at each position in the radial direction. Thus, in the anti-vibration device 200 for an electric vehicle, as in the anti-vibration device 100 for an electric vehicle in the first embodiment, the range of the deflection amount of the anti-vibration substrate 230 ± 30% of the free length R2 of the anti-vibration substrate 230 Thus, the characteristics of the load in the direction of gravity with respect to the amount of deflection of the vibration-proof substrate 230 can be easily made to have linearity.

In this case, the burred portion 233b is formed such that the inner surface facing in the radial direction is curved in an arc shape coaxial with the axis O when viewed in the direction of the axis O, and the inner surface facing in the circumferential direction extends from the axis O along the radial direction Since it is formed in an extending linear plane, at each position in the radial direction centering on the axis O, the cross section of the cut surface in the case where the elastic deformation portion 233 is continuously cut in the circumferential direction along the axis O It can be easily set to a fixed size at each position in the direction. As a result, in the anti-vibration device 200 for an electric vehicle, the characteristic of the load in the direction of gravity with respect to the amount of deflection of the anti-vibration base 230 in the range of the amount of deflection of the anti-vibration base 230 ± 30% of the free length R2 of the anti-vibration base 230 It can be easy to give linearity.

Further, since the burred portion 233b is formed to penetrate from the first film portion 31 to the second film portion 32 in the radial direction centering on the axis O, the internal space of the curled portion 233b is enlarged to prevent vibration The base 230 can be lightened. Therefore, in the anti-vibration apparatus 200 for an electric vehicle, according to the vibration frequency of the predetermined range (the range of C1 to C2 in FIG. 2B) input to the anti-vibration base 230 by driving the driving source such as the electric motor. Also, the natural frequency of the vibration isolation base 230 can be easily increased (set near C4 in FIG. 2B). As a result, in the anti-vibration apparatus 200 for an electric vehicle, the anti-vibration base 230 resonates, and the dynamic spring constant of the anti-vibration apparatus 200 for an electric vehicle becomes higher than a predetermined value (K1 in FIG. 2B). It can be suppressed.

Then, with reference to FIG. 4, the anti-vibration apparatus 300 for electric vehicles in 3rd Embodiment is demonstrated. In the second embodiment, although the case where the inside of the curving portion 233b is formed as a space has been described, in the third embodiment, the case where a connecting portion 333e connecting the inner surfaces of the curving portion 233b is formed will be described. . The same parts as those in each embodiment described above are designated by the same reference numerals, and the description thereof will be omitted.

FIG. 4A is a side view of the anti-vibration apparatus 300 for an electric vehicle according to the third embodiment, and FIG. 4B is an anti-vibration apparatus 300 for an electric vehicle along the line IVb-IVb in FIG. FIG.

As shown in FIG. 4, the anti-vibration apparatus 300 for an electric vehicle in the third embodiment is a bush interposed between a drive source such as an electric motor and a vehicle body. The anti-vibration device 300 for an electric vehicle is disposed concentrically with the inner cylindrical member 10 formed in a cylindrical shape having an axis O from a metal material such as iron or aluminum, and concentrically with the inner cylindrical member 10. An outer cylinder member 20 formed in a cylindrical shape from a metal material, and a vibration-proof base 330 formed from a rubber-like elastic body and connecting the outer peripheral surface of the inner cylinder member 10 and the inner peripheral surface of the outer cylinder member 20 are provided.

The anti-vibration device 300 for an electric vehicle is manufactured by reducing the diameter of the outer cylinder member 20 after the anti-vibration base 330 is bonded by vulcanization between the inner cylinder member 10 and the outer cylinder member 20. In FIG. 4, the anti-vibration device 300 for an electric vehicle after diameter reduction processing of the outer cylinder member 20 is illustrated.

The anti-vibration base 330 includes a first film portion 31 which covers the outer peripheral surface of the inner cylinder member 10 with a constant thickness, a second film portion 32 which covers the inner peripheral surface of the outer cylinder member 20 with a constant thickness, And an elastic deformation portion 333 connecting the film portion 31 and the second film portion 32.

In the elastically deformable portion 333, a reinforcing portion 33 a formed at a corner portion of a connection portion connected to the first film portion 31 and the second film portion 32, and the anti-vibration device 300 for an electric vehicle are provided in the vehicle body of the vehicle. In this state, a collar portion 233b is formed along the direction of the axis O and penetrates outside (the horizontal direction of the inner cylinder member 10) of the inner cylindrical member 10 in the horizontal direction orthogonal to the direction of the axis O (arrow LR direction). The upper upper elastic portion 233c, the lower lower elastic portion 233d, and the inner surface of the lower portion 233b divided by the curving portion 233b in the direction of gravity (the direction of the arrow UD), the upper elastic portions 233c. And a connecting portion 333 e connected from the lower elastic portion 233 d to the lower elastic portion 233 d.

The connection portion 333 e enhances the vibration isolation effect at a vibration frequency above a predetermined range, suppresses the resonance of the upper elastic portion 233 c and the lower elastic portion 233 d at a vibration frequency above a predetermined range, and for electric vehicles It is a part which suppresses that the dynamic spring constant of vibration isolation device 300 becomes large. The connection portion 333 e is a substantially central position between the inner cylindrical member 10 and the outer cylindrical member 20 (inner surfaces of the inner peripheral portion 233 b of the peripheral portion 233 b facing each other in the circumferential direction of the peripheral portion 233 b in the axial O direction). The radial direction is approximately at the middle position).

The connecting portion 333 e is extended in parallel to a plane orthogonal to the axis O. The connecting portion 333e is formed substantially at the center of the hollow portion 233b in the direction of the axis O (the arrow L-R direction), and is formed inside the both end surfaces of the vibration-proofing base 330 in the direction of the axis O. Thus, the radiused portion 233b extends along the axis O direction on the inner surface of the radiused portion 233b from the connection portion between the coupling portion 333e and the radiused portion 233b to both end surfaces of the vibration-proof substrate 330 in the axis O direction. A flat step surface 333b1 to be provided is formed.

Here, in the anti-vibration apparatus 200 for an electric vehicle described in the second embodiment, it is a horizontal direction orthogonal to the direction of the axis O (the direction of the arrow L-R) and in the region radially outside the inner cylindrical member 10. By providing the peripheral portion 233b penetrating in the direction of the axis O, the natural frequency of the anti-vibration base 230 can be made larger than the vibration frequency of the predetermined range (C1 to C2 in FIG. 2B) by driving the drive source. It is possible to suppress the resonance of the anti-vibration base 230 by setting it high (set near C4 in FIG. 2B).

However, as indicated by line Y in FIG. 2 (b), in the vibration control apparatus 200 for an electric vehicle according to the second embodiment, the vibration frequency of the predetermined range or more (near C4 in FIG. 2 (b)) When input to 230, the dynamic spring constant is still high (the dynamic spring constant is high up to near K1 in FIG. 2 (b)). Therefore, in the anti-vibration apparatus 200 for an electric vehicle, the rotational frequency of the drive source is increased to prevent the vibration frequency input from the drive source from being set to a predetermined range or more (around C4 in FIG. 2B). The natural frequency of the vibration isolation base 230 falls within a predetermined range of the vibration frequency input to the vibration base 230, and there is a possibility that the dynamic spring constant of the vibration isolation apparatus 200 for an electric vehicle may be rapidly increased.

On the other hand, in the third embodiment, the connection portion 333e of a volume smaller than the upper elastic portion 233c and the lower elastic portion 233d is connected to the inner surfaces facing each other in the circumferential direction of the hollow portion 233b in the axial O direction. Since the upper elastic portion 233c and the lower elastic portion 233d tend to resonate, the dynamic spring constant is high at a vibration frequency smaller than the predetermined vibration frequency (line Z in FIG. 2B). The connecting portion 333 e can be made to resonate at the vibration frequency in the vicinity of C3). Thus, in the vibration damping device 300 for an electric vehicle, a range in which the dynamic spring constant decreases as the vibration frequency becomes higher at a vibration frequency higher than the vibration frequency at which the connecting portion 333e easily resonates (line Z in FIG. 2B). The vibration damping effect by the connecting portion 333 e can be enhanced at (the vibration frequency in the range of C3 to C4 in FIG. 2B), and the upper elastic portion 233 c can be in the vibration frequency range where the vibration damping effect is enhanced. And the lower side elastic part 233d can include the vibration frequency of the predetermined value which is easy to resonate.

As a result, at a vibration frequency above a predetermined range (range of C2 or more in FIG. 2B), the connection portion 333e enhances the vibration isolation effect, and the upper elastic portion 233c and the lower elastic portion 233d resonate. It can suppress and it can suppress that the dynamic spring constant of the anti-vibration apparatus 300 for electric vehicles becomes high rapidly.

Furthermore, in the anti-vibration device 300 for an electric vehicle, the step surface 333b1 is formed on the inner surface of the curving portion 233b, and the connecting portion 333e is set at a substantially central position in the axis O direction (arrow LR direction) of the curving portion 233b. Therefore, when the upper elastic portion 233c or the lower elastic portion 233d is deformed, the direction of the force input to the connecting portion 333e can be easily made to act in the extending direction (arrow UD direction) of the connecting portion 333e. That is, in the anti-vibration apparatus 300 for an electric vehicle, it is possible to suppress that the direction of the force input to the connecting portion 333 e is inclined in the direction of the axis O.

Therefore, in the anti-vibration apparatus 300 for an electric vehicle, the connecting portion 333 e is bent in the direction of the axis O (the arrow L-R direction) and the elastic recovery force of the connecting portion 333 e acts in the direction of the axis O It can be suppressed that it can not be satisfied.

The anti-vibration base 330 excluding the curving portion 233b has a cross-sectional area of a cut surface in the case where the elastically deformable portion 333 is continuously cut in the circumferential direction along the axis O at each position in the radial direction about the axis O It is set to a fixed size at each position in the radial direction. Further, the connecting portion 333 e is a substantially central position between the inner cylindrical member 10 and the outer cylindrical member 20 in the axial O direction view (a substantially intermediate position in the radial direction of the inner surface of the burred portion 233 b opposed in the circumferential direction). Thus, the force acting from the upper elastic portion 233c and the lower elastic portion 233d on the end surface of the connecting portion 333e in the extending direction (arrow U-D direction) can be easily equalized.

The connecting portion 333 e is in the direction of the axis O in the state before reducing the diameter of the outer cylinder member 20 (after the anti-vibration base 330 is added and attached between the inner cylinder member 10 and the outer cylinder member 20). When the outer cylindrical member 20 is processed to reduce its diameter, it is linearly extended as viewed, and is pressed by the upper elastic portion 233c and the lower elastic portion 233d to be bent radially outward.

Therefore, in the anti-vibration device 300 for an electric vehicle, the connecting portion 333 e is formed in a linear shape before the outer cylinder member 20 is subjected to diameter reduction processing, thereby the connection portion 333 e is formed before the outer cylinder member 20 is diameter reduced processing. The connecting portion 333 e can be reduced in weight as compared with the case of forming in a curved shape.

Therefore, in the anti-vibration device 300 for an electric vehicle, the natural frequency of the anti-vibration base 330 (upper elastic portion 233 c and lower elastic portion 233 d) of the portion excluding the connecting portion 333 e and the natural frequency of the connecting portion 333 e Can be made to have different values. As a result, in the anti-vibration apparatus 300 for an electric vehicle, when the vibration due to the drive of the drive source is input, the upper elastic section 233 c and the lower elastic section 233 d and the connecting section 333 e are operated differently. In the connecting portion 333 e, the dynamic spring constant becomes equal to or more than a predetermined value by suppressing the resonance of the lower-side elastic portion 233 d and the lower-side elastic portion 233 d at a vibration frequency of a predetermined range or more (C2 or more in FIG. It can be easily suppressed.

In the present embodiment, as shown by line Z in FIG. 2 (b), a dynamic spring is applied when a vibration frequency above a predetermined range (near C4 in FIG. 2 (b)) is input to the vibration isolation base 330. Although the constant is maximized, the dynamic spring constant can be suppressed to a predetermined value (K1 in FIG. 2B) or less.

Further, the width in the direction orthogonal to the extending direction (arrow UD direction) of the connecting portion 333 e in the axial O direction view is in the range of 1⁄5 to 1⁄3 of the width in the radial direction of the hollow portion 233 b. Set to This is because by setting the width of the connecting portion 333e to 1⁄5 or more, the strength against elastic deformation in the radial direction of the connecting portion 333e is secured, and the width of the connecting portion 333e is set to 1⁄3 or less. When the portion 333 e is elastically deformed, the connection portion 333 e abuts on the outer peripheral surface of the inner cylindrical member 10 or the inner peripheral surface of the outer cylindrical member 20, and it is possible to suppress the dynamic spring constant from changing irregularly.

Furthermore, the width of the connecting portion 333 e in the direction of the axis O (the direction of the arrow L-R) is the cross-sectional area of the cut surface when the connecting portion 333 e is cut along a plane passing through the axis O along the direction of the axis O Connecting part in the direction of the axis O so as to be 1/5 or less of the cross-sectional area of the cut surface in the case of cutting the anti-vibration base 330 in a plane passing the axis O along the axis O direction). It is set by the relationship between the extending direction (arrow U-D direction) of 333 e and the width in the direction orthogonal to it. This is because the cross-sectional area of the connecting portion 333e is set to 1⁄5 or less of the cross-sectional area of the vibration-proof substrate 330, so that the upper elastic portion 233c and the lower elastic portion 233d (the vibration-proof substrate 330 excluding the rounded portion). ) And the natural frequency of the connecting portion 333 e can be increased.

Next, with reference to FIG. 5 and FIG. 6, the anti-vibration apparatus 400 for an electric vehicle in the fourth embodiment will be described. In the fourth embodiment, the case where the holding member 440 is inserted into the center portion 233b of the anti-vibration apparatus 300 for an electric vehicle in the third embodiment will be described. The same parts as those in each embodiment described above are designated by the same reference numerals, and the description thereof will be omitted.

FIG. 5 (a) is a front view of a portion of the anti-vibration device 400 for an electric vehicle and the mounting bracket 450 in the fourth embodiment, and FIG. 5 (b) is an exploded perspective view of the anti-vibration device 400 for an electric vehicle. It is a front view. 6 (a) is a cross-sectional view of the anti-vibration apparatus 400 for an electric vehicle taken along the line VIa-VIa of FIG. 5 (a), and FIG. 6 (b) is an electric taken along the line VIb-VIb of FIG. FIG. 6 is a cross-sectional view of the anti-vibration apparatus 400 for an automobile.

In FIG. 5A, a part of the mounting bracket 450 to which the anti-vibration device 400 for an electric vehicle is mounted, and a bolt B and a nut N for mounting the mounting bracket 450 are illustrated by broken lines.

As shown in FIGS. 5 and 6, the anti-vibration apparatus 400 for an electric vehicle in the fourth embodiment is a bush interposed between a drive source such as an electric motor and a vehicle body. The anti-vibration device 400 for an electric vehicle is disposed concentrically with the inner cylindrical member 10 formed in a cylindrical shape having an axis O from a metal material such as iron or aluminum, and the inner cylindrical member 10, such as iron or aluminum An outer cylinder member 20 formed in a cylindrical shape from a metal material, and a vibration-proof base 330 formed from a rubber-like elastic body and connecting the outer peripheral surface of the inner cylinder member 10 and the inner peripheral surface of the outer cylinder member 20 A clamping member 440 is formed of the same rubber-like elastic body as the vibration base 330, and is disposed on both outer sides in the direction of the arrow O of the outer cylinder member 20 (arrow LR direction).

The mounting bracket 450 mainly includes a drive side bracket 451 connected to a drive source of an electric vehicle such as an electric motor, and a vehicle body side bracket 452 connected to a vehicle body of the vehicle. In the drive side bracket 451, the bolt B is inserted through the inner cylindrical member 10 formed in a cylindrical shape, and the inner cylindrical member 10 is fastened by being fastened with a nut N from the opposite side. The outer cylinder member 20 is press-fit and connected to the vehicle body side bracket 452 inside.

In addition, on the drive side bracket 451, a suppressing member 451a formed of a rubber-like elastic body is disposed on the side of the anti-vibration device 400 for an electric vehicle. When the outer cylinder member 20 is displaced toward the drive side bracket 451, the suppression member 451 a suppresses the contact of the outer cylinder member 20 with the drive side bracket 451. As a result, in the anti-vibration apparatus 400 for an electric vehicle, the outer cylinder member 20 can be prevented from being deformed or damaged.

The holding member 440 is a flat plate portion 441 formed in a flat plate shape having a flat surface in a direction orthogonal to the axis O direction (arrow L-R direction), and is provided protruding in the axis O direction from the flat surface And a contact portion 442 which is inserted to the inside of the convex portion 233b of the vibration base 330.

The flat plate portion 441 is formed in a rectangular flat plate shape long in one direction, the dimension in the longitudinal direction is set larger than the diameter of the outer cylinder member 20, and both ends in the longitudinal direction are in the radial direction than the outer cylinder member 20 It arranges in the state where it projected outside. Further, the flat plate portion 441 is set coaxially with the axis O, and a circular through hole 441 a is formed.

The through hole 441 a is formed to be substantially the same as or slightly smaller than the outer diameter of the first film portion 31 provided on the outer peripheral surface of the inner cylindrical member 10. Therefore, the holding member 440 is disposed on the inner cylindrical member 10 by press-fitting the inner cylindrical member 10 into the through hole 441a (is fitted to the outer cylindrical member 10).

The abutting portion 442 is formed in a substantially triangular shape smaller than the inner shape of the contoured portion 233b in the axial O direction. The abutting portion 442 is in a state in which the flat plate portion 441 abuts on the end surface of the outer cylinder member 20 in the direction of the axis O (arrow L-R direction) (a state in which the holding member 440 is externally fitted to the inner cylinder member 10), The projecting end surface is projected to a position facing the end surface of the connecting portion 333 e in the direction of the axis O with a predetermined gap therebetween. That is, the contact portion 442 is set not to be in contact with the connecting portion 333 e.

Further, the contact portion 442 is disposed at a predetermined gap S (see FIG. 6B) from the inner surface of the hollow portion 233b when viewed in the axial O direction.

The predetermined gap S is a position at which the distance between the inner surface of the curving portion 233b and the contact portion 442 in the gravity direction (arrow UD direction) is minimum, and a predetermined range for the anti-vibration device 400 for an electric vehicle Of the load acts on the direction of gravity, so that the inner surface of the collar 233b is not in contact with the contact portion 442 when the vibration-proof base 330 bends within a range of ± 30% of the free length. Set to distance. Thereby, in the anti-vibration device 400 for an electric vehicle, when a load in a predetermined range acts in the direction of gravity, the inner surface of the flared portion 233b abuts on the contact portion 442, and the dynamic spring constant is rapidly increased. (It is possible to maintain linearity in the characteristics of the load in the direction of gravity with respect to the amount of deflection of the vibration-proof substrate 330).

Here, in the

anti-vibration apparatus

200, 300 for an electric vehicle described in the second and third embodiments, a horizontal portion orthogonal to the direction of the axis O (the arrow L-R direction) is formed by the formation of the rounding portion 233b When a load in the direction is input, the inner cylindrical member 10 is easily displaced in the horizontal direction with respect to the outer cylindrical member 20. Therefore, in the

anti-vibration devices

200 and 300 for electric vehicles, the amount of elastic deformation in the horizontal direction of the

anti-vibration substrates

230 and 330 becomes large, and it is difficult to secure the durability of the

anti-vibration devices

200 and 300 for electric vehicles. The

On the other hand, in the fourth embodiment, since the contact portion 442 inserted inside the curving portion 233b is provided, the load acts in the horizontal direction orthogonal to the direction of the axis O (the arrow L-R direction). In addition, the inner cylindrical member 10 can be suppressed from being displaced in the horizontal direction with respect to the outer cylindrical member 20 by bringing the inner surface of the bent portion 233 b into contact with the contact portion 442. As a result, the anti-vibration device 400 for an electric vehicle can improve its durability.

Further, in the fourth embodiment, since the contact portion 442 is formed of a rubber-like elastic body, the load acts in the horizontal direction orthogonal to the direction of the axis O (the direction of the arrow L-R). The force when the inner surface abuts on the abutting portion 442 can be dispersed to both the abutting portion 442 and the anti-vibration base 330. As a result, the anti-vibration device 400 for an electric vehicle can improve its durability.

Then, with reference to FIG. 7, the anti-vibration apparatus 500 for electric vehicles in 5th Embodiment is demonstrated. In the fourth embodiment, the case where the contact portion 442 is projected to the front of the connecting portion 333 e has been described, but in the fifth embodiment, the second convex portion 542 b protruding to a position overlapping the connecting portion 333 e in the radial direction Will be described. The same parts as those in each embodiment described above are designated by the same reference numerals, and the description thereof will be omitted.

FIG. 7A is a cross-sectional view of the anti-vibration apparatus 500 for an electric vehicle in the fifth embodiment, and FIG. 7B is an anti-vibration apparatus 500 for an electric vehicle along the line VIIb-VIIb in FIG. FIG. The cross section of the anti-vibration device 500 for an electric vehicle in FIG. 7A corresponds to the cross-sectional view of the anti-vibration device 400 for an electric vehicle in FIG. 5B.

As shown in FIG. 7, the anti-vibration apparatus 500 for an electric vehicle in the fifth embodiment is a bush interposed between a drive source such as an electric motor and a vehicle body. The anti-vibration device 500 for an electric vehicle is disposed concentrically with the inner cylindrical member 10 formed in a cylindrical shape having an axis O from a metal material such as iron or aluminum, and the inner cylindrical member 10 An outer cylinder member 20 formed in a cylindrical shape from a metal material, and a vibration-proof base 330 formed from a rubber-like elastic body and connecting the outer peripheral surface of the inner cylinder member 10 and the inner peripheral surface of the outer cylinder member 20 A clamping member 540 formed of the same rubber-like elastic body as the vibration base 330 and disposed on both sides in the direction of the axis O (arrow LR direction) of the outer cylindrical member 20 is provided.

The holding member 540 is a flat plate portion 441 formed in a flat plate shape having a plane orthogonal to the axis O, and is provided protruding in the direction of the axis O (arrow LR direction) from the plane of the flat plate portion 441. And an abutment portion 542 which is inserted into the inside of the curving portion 233b.

The contact portion 542 is formed in a substantially triangular shape smaller than the inner shape of the hollow portion 233b in the direction of the axis O, and the first convex portion 542a protruding from the flat plate portion 441 and the tip of the first convex portion 542a And a pair of second convex portions 542b that further protrude in the direction of the axis O (the direction of the arrow L-R).

In a state where the flat portion 441 is in contact with the end face of the outer cylinder member 20 in the direction of the axis O (the arrow L-R direction) of the first convex portion 542a (in a state where the holding member 540 is externally fitted to the inner cylinder member 10). The projecting end surface is projected to a position separating a predetermined gap from the end surface of the connecting portion 333 e in the axis O direction.

The second convex portion 542 b is a position that separates a predetermined gap in the radial direction from the connecting portion 333 e in the axial O direction, and from the both sides that sandwich the connecting portion 333 e in the radial direction, the axis O direction (arrow LR direction) It is projected on. Further, the second convex portion 542 b is protruded to a substantially central position of the anti-vibration base 330 in the axis O direction.

That is, the second convex portion 542 b protrudes to a position overlapping the connecting portion 333 e in the radial direction. Thus, in the anti-vibration apparatus 500 for an electric vehicle, when the connecting portion 333 e is elastically deformed in the radial direction, the connecting portion 333 e can be brought into contact with the second convex portion 542 b to suppress the elastic deformation of the connecting portion 333 e.

Therefore, in the anti-vibration device 500 for an electric vehicle, the upper side elastic portion 233c and the lower side elastic portion 233d of the anti-vibration base 330 are enhanced at the vibration frequency above the predetermined range by driving the vibration source by enhancing the vibration reduction effect of the connection portion 333e. In the case of suppressing resonance, it is possible to suppress that the connecting portion 333 e is elastically deformed and the anti-vibration effect by the connecting portion 333 e is reduced.

Therefore, in the anti-vibration device 500 for an electric vehicle, it is not necessary to enlarge the outer shape of the connecting portion 333 e in order to suppress the elastic deformation of the connecting portion 333 e. The natural frequency of the side elastic portion 233 d and the natural frequency of the connecting portion 333 e can be easily made different values. As a result, in the anti-vibration apparatus 500 for an electric vehicle, it is possible to suppress the resonance of the anti-vibration base 330 at the vibration frequency of the predetermined range by the drive of the drive source.

Next, with reference to FIG. 8A, the anti-vibration apparatus 600 for an electric vehicle in the sixth embodiment will be described. Although the said 3rd Embodiment demonstrated the case where the connection part 333e was formed in the straight line parallel to the plane orthogonal to the axis | shaft O, before the outer cylinder member 20 is diameter-reduction-processed, the connection in 6th Embodiment The portion 633 e extends in the circumferential direction about the axis O. The same parts as those in each embodiment described above are designated by the same reference numerals, and the description thereof will be omitted.

FIG. 8A is a side view of the anti-vibration apparatus 600 for an electric vehicle in the sixth embodiment. As shown to Fig.8 (a), the anti-vibration apparatus 600 for electric vehicles in 6th Embodiment is a bush interposed between drive sources, such as an electric motor, and a vehicle body. The anti-vibration device 600 for an electric vehicle is disposed concentrically with the inner cylindrical member 10 formed in a cylindrical shape having an axis O from a metal material such as iron or aluminum, and concentrically with the inner cylindrical member 10. An outer cylinder member 20 formed in a cylindrical shape from a metal material, and a vibration-proof base 630 formed from a rubber-like elastic body and connecting the outer peripheral surface of the inner cylinder member 10 and the inner peripheral surface of the outer cylinder member 20 are provided.

The anti-vibration device 600 for an electric vehicle is manufactured by reducing the diameter of the outer cylinder member 20 after the anti-vibration base 630 is bonded by vulcanization between the inner cylinder member 10 and the outer cylinder member 20. In FIG. 8A, the anti-vibration device 600 for an electric vehicle after the diameter reducing process of the outer cylindrical member 20 is illustrated.

The anti-vibration base 630 includes a first film portion 31 which covers the outer peripheral surface of the inner cylindrical member 10 with a constant thickness, a second film portion 32 which covers the inner peripheral surface of the outer cylindrical member 20 with a constant thickness, An elastic deformation portion 633 connecting the film portion 31 and the second film portion 32 is provided.

The elastic deformation portion 633 is a reinforcement portion 33a (see FIG. 4B) formed at a corner portion of a connection portion connected to the first film portion 31 and the second film portion 32. In the horizontal direction orthogonal to the axis O direction (arrow L-R direction) along the axis O direction (outside the inner cylinder member 10) in the horizontal direction orthogonal to the axis O direction (arrow L-R direction) The upper portion elastic portion 233c divided in the direction of gravity (arrow U-D direction) by the peripheral portion 233b which is formed through the hole, the lower portion elastic portion 233d at the lower side, and the peripheral portion 233b And a connecting portion 633e which connects the inner surfaces from the upper elastic portion 233c to the lower elastic portion 233d.

The connection portion 633e enhances the vibration isolation effect at a vibration frequency above a predetermined range, and suppresses the resonance between the upper elastic portion 233c and the lower elastic portion 233d, and the dynamic spring constant of the vibration absorber 600 for an electric vehicle Is a part that suppresses the increase of The connecting portion 633 e is a substantially central position between the inner cylindrical member 10 and the outer cylindrical member 20 (inner surfaces of the inner peripheral portion 233 b of the peripheral portion 233 b facing each other in the circumferential direction of the peripheral portion 233 b in the axial O direction). It is connected to the upper elastic portion 233c and the lower elastic portion 233d at a substantially intermediate position in the radial direction. Further, the connecting portion 633 e is extended at a constant width in the circumferential direction around the axis O, and the width in the direction of the axis O (the arrow LR direction) is set to be constant.

Therefore, in the anti-vibration apparatus 600 for an electric vehicle in the sixth embodiment, the connecting part 633 e can be easily elastically deformed with the elastic deformation of the anti-vibration base body 630 as compared with the connecting part 333 e formed linearly.

Then, with reference to FIG.8 (b), the anti-vibration apparatus 700 for electric vehicles in 7th Embodiment is demonstrated. In the anti-vibration apparatus 600 for an electric vehicle in the sixth embodiment, the case where the connecting portion 633 e is extended in the same width in the circumferential direction centering on the axis O has been described, but in the seventh embodiment The vibration apparatus 700 demonstrates the case where the part extended in the circumferential direction is partially thickened. The same parts as those in each embodiment described above are designated by the same reference numerals, and the description thereof will be omitted.

FIG. 8 (b) is a side view of the anti-vibration apparatus 700 for an electric vehicle in the seventh embodiment. As shown in FIG. 8B, the anti-vibration apparatus 700 for an electric vehicle in the seventh embodiment is a bush interposed between a drive source such as an electric motor and a vehicle body. The anti-vibration device 700 for an electric vehicle is disposed concentrically with the inner cylindrical member 10 formed in a cylindrical shape having an axis O from a metal material such as iron or aluminum, and concentrically with the inner cylindrical member 10. An outer cylinder member 20 formed in a cylindrical shape from a metal material, and a vibration-proof base 730 formed from a rubber-like elastic body and connecting the outer peripheral surface of the inner cylinder member 10 and the inner peripheral surface of the outer cylinder member 20 are provided.

The anti-vibration device 700 for an electric vehicle is manufactured by reducing the diameter of the outer cylinder member 20 after the anti-vibration base 730 is bonded by vulcanization between the inner cylinder member 10 and the outer cylinder member 20. FIG. 8B shows the anti-vibration device 700 for an electric vehicle after the outer cylinder member 20 has been subjected to diameter reduction processing.

The anti-vibration base 730 includes a first film portion 31 which covers the outer peripheral surface of the inner cylinder member 10 with a constant thickness, a second film portion 32 which covers the inner peripheral surface of the outer cylinder member 20 with a constant thickness, And an elastic deformation portion 733 connecting the film portion 31 and the second film portion 32.

The elastic deformation portion 733 is a reinforcement portion 33a (see FIG. 4B) formed at a corner of a connection portion connected to the first film portion 31 and the second film portion 32. In the horizontal direction orthogonal to the axis O direction (arrow L-R direction) along the axis O direction (outside the inner cylinder member 10) in the horizontal direction orthogonal to the axis O direction (arrow L-R direction) The upper portion elastic portion 233c divided in the direction of gravity (arrow U-D direction) by the peripheral portion 233b which is formed through the hole, the lower portion elastic portion 233d at the lower side, and the peripheral portion 233b And a connecting portion 733e which connects the inner surfaces from the upper elastic portion 233c to the lower elastic portion 233d.

The connection portion 733e enhances the vibration isolation effect at a vibration frequency above a predetermined range, suppresses the resonance between the upper elastic portion 233c and the lower elastic portion 233d, and the dynamic spring constant of the vibration absorber 700 for an electric vehicle Is a part that suppresses the increase of The connecting portion 733 e connects the upper elastic portion 233 c and the lower elastic portion 233 d so that the inner surfaces facing each other in the circumferential direction of the hollow portion 233 b in the axial O direction are the inner cylinder member 10 and the outer cylinder member 20. The upper elastic portion 233c and the lower elastic portion 233d are connected to each other at a substantially central position between them (approximately an intermediate position in the radial direction of the inner surface of the facing portion 233b facing in the circumferential direction).

The connecting portion 733 e is extended in the circumferential direction centering on the axis O, and the width in the direction of the axis O (the arrow L-R direction) is set to be constant. Further, the connecting portion 733e includes a projecting portion 733e1 which protrudes toward the axis O (the inner cylindrical member 10) at a substantially intermediate position extended in the circumferential direction in the axial O direction.

The projecting portion 733e1 is a portion that suppresses the horizontal displacement of the inner cylindrical member 10, and is formed in a region overlapping the inner cylindrical member 10 in the direction orthogonal to the axis O direction (the arrow LR direction).

Thereby, in the anti-vibration device 700 for an electric vehicle, when the inner cylinder member 10 is displaced in the horizontal direction orthogonal to the axis O direction (arrow L-R direction), the inner cylinder member 10 is made to abut on the projecting portion 733e1. Thus, the protrusion 733e1 can be gradually deformed. As a result, in the anti-vibration device 700 for an electric vehicle, it is possible to moderate the increase in the load of the connecting portion 733 e when the inner cylinder member 10 abuts on the connecting portion 733 e.

Further, the protrusion distance of the protrusion 733e1 in the axial O direction view is set to the radial direction outer side than a straight line connecting both ends in the circumferential direction of the connecting portion 733e. Thus, in the anti-vibration device 700 for an electric vehicle, it is possible to suppress the elastic deformation of the connecting portion 733 e in the direction in which the connecting portion 733 e approaches the inner peripheral surface of the outer cylinder member 20. That is, in the anti-vibration device 700 for an electric vehicle, the force input from one end face in the extending direction of the connecting portion 733e is linearly transmitted to the other end face in the extending direction via the projecting portion 733e1. It can be suppressed.

As mentioned above, although the present invention was explained based on the above-mentioned embodiment, the present invention is not limited to the above-mentioned form at all, and it is easily guessed that various modification improvement is possible in the range which does not deviate from the meaning of the present invention. It is possible.

For example, the numerical value raised in the above embodiment is an example, and it is naturally possible to adopt other numerical values.

Although the above-mentioned each embodiment explained the case where

anti-vibration device

100, 200, 300, 400, 500, 600, 700 for electric vehicles was arranged in an electric car,

anti-vibration device

100, 200, for

electric vehicles

300, 400, 500, 600, 700 may be used in internal combustion engine type vehicles such as gasoline engines and diesel engines.

In this case, the

vibration control devices

200, 300, 400, 500, 600, 700 for electric vehicles in the second to seventh embodiments include load characteristics acting on an internal combustion engine type automobile and vibration characteristics of a gasoline engine, a diesel engine, etc. In accordance with the above, the through holes to the vibration-

proof substrates

230, 330, 630, 730 are not formed at positions overlapping horizontally with the inner cylinder member 10, and in the axial direction in the region outside the inner cylinder member 10 in the gravity direction. The

antivibration device

100, 200, 300, 400, 500, 600, 700 for an electric vehicle may be disposed on a vehicle body of an internal combustion engine type automobile in a state where the penetrating portion is formed.

According to this, since the through holes to the vibration isolation bases 30, 230, 330, 630, and 730 are not formed at the position where the inner cylindrical member 10 overlaps in the horizontal direction, the load acts in the horizontal direction. It can be suppressed that the dynamic spring constants of the

anti-vibration devices

100, 200, 300, 400, 500, 600, 700 for electric vehicles become higher than a predetermined value.

In each of the above embodiments, the

anti-vibration devices

100, 200, 300, 400, 500, 600, 700 for electric vehicles are arranged with the axis O direction in the left-right direction (arrow LR direction) with respect to the vehicle body of the vehicle. However, the present invention is not limited thereto. If the vertical direction (the arrow UD direction) is the same, the axis O direction is arranged in the front-rear direction (the arrow FB direction). It is also good.

In the second to seventh embodiments in this case, the shapes of the pair of curving portions 233b or the inside of the curving portions 233b are connected in consideration of the load that is easily input in the front-rear direction (the arrow FB direction). The shape of the connecting

portions

333 e, 633 e, 733 e may be changed to different shapes in the front-rear direction to make the deformability of the vibration-

proof substrates

230, 330, 630, 730 different with respect to the front-rear load.

In each of the above embodiments, the

vibration isolators

100, 200, 300, 400, 500, 600, and 700 for electric vehicles have the thicknesses of the vibration isolation bases 30, 230, 330, 630, and 730 from the axis O radially outward. Is described, but the present invention is not necessarily limited thereto, and the

anti-vibration base

30, 230, 330, 630, 730 is formed so that the thickness of the central portion in the radial direction is minimized. May be

Although the second embodiment has described the case where the curving portion 233b is formed to be curved about the axis O in the direction of the axis O, the present invention is not necessarily limited to this. It may be formed in a straight line along the direction), or may be formed in a circular arc centered on a position different from the axis O.

In the third embodiment described above, the case where one connecting

portion

333 e, 633 e, 733 e is formed in one yield portion 233 b has been described, but the present invention is not necessarily limited thereto. The connecting

portions

333 e, 633 e, 733 e described above may be formed.

In the fourth and fifth embodiments, the case where the holding

members

440 and 540 in which the

contact portions

442 and 542 are formed is externally fitted to the outer side of the inner cylindrical member 10 has been described, but the present invention is not limited thereto. Absent. For example, the clamping

members

440 and 540 are the direction of the axis O (arrow L) of the drive side bracket 451 of the mounting bracket 450 (see FIG. 5A) to which the anti-vibration device 400 for electric vehicle is attached. -R direction) may be held between the end face and the end face.

In this case, the

contact portions

442 and 542 of the holding member 440 are formed on the suppressing member 451a disposed on the side of the drive-side bracket 451 on the side of the

anti-vibration device

400, 500 for the electric vehicle. The suppressing member 451a can be formed of the same member. In other words, the suppression member 451a disposed on the drive-side bracket 451 on the side of the

anti-vibration apparatus

400, 500 for the electric vehicle is replaced with the holding

members

440, 540, and the holding

members

440, 540 share the role of the suppression member 451a. be able to. As a result, the cost of manufacturing the holding

members

440 and 540 can be reduced, and the assembling workability for arranging the holding

members

440 and 540 can be improved.

In addition, the holding

members

440 and 540 may be attached to the vehicle body side bracket 452 (see FIG. 5A) into which the outer cylindrical member 20 of the

anti-vibration device

400 or 500 for electric vehicle is press-fit. For example, a hole may be formed in the flat plate portion 441, and the screw inserted in the hole may be fastened to the vehicle body side bracket 452 to attach the holding

members

440 and 540 to the vehicle body side bracket 452.

In this case, after the outer cylindrical member 20 of the

anti-vibration device

400, 500 for an electric vehicle is press-fit into the vehicle-side bracket 452, only the holding

members

440, 540 can be attached to the vehicle-side bracket 452, It is not necessary to arrange the holding

members

440 and 540 simultaneously with the operation of arranging the drive side bracket 451 at 10. Therefore, attachment of the holding member 440 to the anti-vibration apparatus 400 for an electric vehicle can be simplified.

In the fourth and fifth embodiments, although the case where the holding

members

440 and 540 on which the

contact portions

442 and 542 are formed is formed of the same material as the vibration isolation base 330, the present invention is not limited thereto. is not. For example, the material of the holding

members

440 and 540 is made harder to be elastically deformed than the material of the vibration-proof base 330, and the spring constant necessary for the

vibration absorbers

400 and 500 for electric vehicles is adjusted by the holding

members

440 and 540. It is also good.

Although the said 4th Embodiment demonstrated the case where the clamping member 440 was arrange | positioned to the anti-vibration apparatus 400 for electric vehicles by which the connection part 333e is formed inside the curving part 233b, it does not necessarily restrict. The holding member 440 may be disposed inside the curving portion 233 b of the non-formed connection portion 333 e (the anti-vibration device 200 for an electric vehicle of the second embodiment).

In the fifth embodiment, the pair of second convex portions 542b are formed on both sides in the radial direction of the connecting portion 333e in the axial O direction, but the present invention is not necessarily limited thereto. In the direction view, one second convex portion 542 b may be formed on the inner side or the outer side in the radial direction than the connecting portion 333 e.

10 inner cylinder member 20

outer cylinder member

30, 230, 330, 630, 730 anti-vibration base 233b flush portion

333b1 step surface

333e, 633e, 733e connecting

portion

440, 540 sandwiching

member

442, 542 contacting portion 451a suppressing member )
542b 2nd convex part (convex part)

733e1 Protrusions

100, 200, 300, 400, 500, 600, 700 Vibration control devices for electric vehicles

Claims

A cylindrical inner cylindrical member, a cylindrical shape surrounding the outer side of the inner cylindrical member, an outer cylindrical member coaxially arranged with the axis of the inner cylindrical member, and a rubber-like elastic body An anti-vibration device for an electric vehicle having an anti-vibration base connecting an outer peripheral surface of an inner cylinder member and an inner peripheral surface of the outer cylinder member, and a vehicle body of an electric vehicle provided with the anti-vibration device for an electric vehicle In the arrangement structure of an anti-vibration device for an electric vehicle, comprising: the anti-vibration device for an electric vehicle disposed on the vehicle body,
The anti-vibration device for an electric vehicle is disposed on the vehicle body with the axes of the inner cylinder member and the outer cylinder member horizontally directed.
The anti-vibration base has an axial portion penetrating in the axial direction in a region horizontally outside the inner cylindrical member, and a through hole at a position overlapping the inner cylindrical member in the direction of gravity is not formed. The free length in the radial direction is set to 0.5 times or more and 1.0 times or less the axial length of the side connected to the cylindrical member, and continuous along the axial direction at each position in the radial direction The cross-sectional area of the cut surface when cut and cut is set constant at each position in the radial direction, and the direction of gravity with respect to the amount of deflection of the vibration-proof substrate within the range of the amount of deflection up to 30% of the free length of the vibration-proof substrate An arrangement structure of a vibration damping device for an electric vehicle, wherein the load characteristic of the curve has linearity.
When viewed in the axial direction, the curving portion is formed such that the inner surface facing in the radial direction is curved in an arc shape coaxial with the axis of the inner cylinder member, and the inner surface facing in the circumferential direction is linear The arrangement structure of the anti-vibration device for an electric vehicle according to claim 1, wherein the anti-vibration device is formed in a plane of