JPH01226429A - Mounting structure of power plant for vehicle - Google Patents

Abstract

PURPOSE:To reduce the number of mounts to a minimum value and to improve three functions of vibration isolation, damping, and support, by a method wherein two points on an inertia main shaft at both ends in an extending direction of a crank shaft are supported in a vibration isolating manner to a car body, and a buffer to regulate a roll angle is provided. CONSTITUTION:Insulators 25 are respectively secured at both ends of a power plant in the extending direction of a crank shaft 22a and parts positioned on an inertial main shaft phi of a power plant 21, and are coupled to the respective tips of brackets 27 secured to side members 26. A buffer 28 to regulate the roll angle of the power plant 21 intercouples a speed change gear part 24 and a cross member 30 of a car body frame, located farmost away from a car room, as it is vibration-isolated by means of spherical rubber bushes 29 at both ends of a rockably formed buffer rod 28a.

Description

[Detailed Description of the Invention] <Industrial Application Field> The present invention relates to a mounting structure for a vehicle power plant,
More specifically, the present invention relates to a mount structure for a vehicle power plant configured to extract power from approximately the center of the crankshaft of an engine and transmit the power to a transmission section disposed approximately parallel to the crankshaft.

<Conventional technology> Conventionally, the mounting structure for vehicle power plants is
There is something like the one shown in Figures 5 and 6.
-64126, Utility Model Application Publication No. 60-66529, etc.).

Figure 5 shows the mounting structure of the power plant in a so-called front-wheel drive vehicle with a front engine and front drive. (It was installed so that it extends horizontally perpendicular to the front-rear direction)
It consists of an engine 2, a transmission section 3 (including a differential) connected to the end of the crankshaft of the engine 2, and three main mounts 4 to 6 on the left, right, and rear,
It has a structure in which it is mounted to the vehicle body at four points including the front stopper 7.

The left and right engine mounts 4 and 5 are connected to the bracket 8.9 on the power plant 1 side and the side member 10 of the vehicle body frame.
Bracket lla provided on a, 10b.

11b with an insulator (not shown) interposed therebetween. Further, the rear engine mount 6 and the front stopper 7 for regulating the roll angle are provided on the center member 12 of the vehicle body frame.

Furthermore, FIG. 6 shows a mount structure for a power plant in a four-wheel drive vehicle (4WD) based on the above-mentioned FF type vehicle, which also transmits power to the rear wheels. Here, the 3-point upper mounts 13 to 1 are shown on the right, front left, and rear left.
5 and two buffer rods 16 and 17 at the front and rear. The main mounts 13 to 15 are substantially similar to those shown in FIG. In addition, the roll angle is regulated by making the links parallel.

<Problems to be Solved by the Invention> As shown in FIGS. 5 and 6 above, in the power plant 1 in which the transmission section 3 is connected to the end of the crankshaft of the engine 2, there are Because the left and right sides are not symmetrical and the external shape is complicated, it is difficult to support the power plant on the main axis of inertia, which is the most effective vibration-proof support for the engine. By providing a large number of mounts (4 to 5 points) and distributing the torque from the power plant 1 to these, complex torque (vibration) is prevented as much as possible from being input to the vehicle body, and noise inside the vehicle is suppressed. That's what I was doing.

Additionally, it is originally undesirable to mount the power plant just before the passenger compartment because vibrations can easily be transmitted into the passenger compartment, but for the reasons mentioned above, it is unavoidable to mount the power plant just before the passenger compartment. A department was established.

Therefore, according to the conventional power plant mount structure, there are many mount parts, which increases the cost.
It is not possible to effectively improve cabin noise, especially in front-wheel drive vehicles where the differential is integrated into the power plant. ), there was a problem in that the noise level was high because a large torque was input to the vehicle body from the power plant 1.

The present invention was made in view of the above problems, and is configured to extract power from approximately the center of the crankshaft of the engine and transmit the power to a transmission section arranged approximately parallel to the crankshaft, and has a symmetrical outer shape. The purpose of this invention is to solve the above problems by providing an optimal mounting structure for such power plants.

Means for Solving the Problems> Therefore, the present invention provides a vehicle power plant configured to extract power from approximately the center of the crankshaft of an engine and transmit the power to a transmission section disposed approximately parallel to the crankshaft. In this mount structure, two points on the main axis of inertia at both ends of the crankshaft in the direction of extension of the power plant are supported against vibration against the vehicle body, and a buffer is provided to restrict the roll of the power plant. .

<Operation> According to this configuration, the power plant is configured to extract power from approximately the center of the crankshaft of the engine, and transmit this power to the transmission portion disposed approximately parallel to the crankshaft, so that the entire power plant is can be made to be approximately symmetrical to the left and right with the approximate center of the crankshaft as the boundary, and if the two points on the principal axis of inertia at both ends of the crankshaft of such a power plant in the extending direction are supported against vibration against the vehicle body. , vibration isolation, damping, and support in power plant mounting structures.
Functions can be effectively demonstrated.

Further, roll of the power plant caused by reaction force from the wheels is regulated by the buffer.

<Example> An embodiment of the present invention will be described below based on the drawings.

The power plant 21 shown in FIGS. 1 and 2 is configured to transmit power from approximately the center of a crankshaft 22.1 of a horizontally placed in-line multi-cylinder engine 22 to a transmission section 24 via a chain 23. . The transmission section 24 is arranged substantially parallel to the crankshaft 22a, and the engine 22 and the transmission section 24 are integrated. chain 2
The power transmitted to the transmission unit 24 by 3 is transmitted to a transmission gear (not shown) via a torque converter or clutch 24b, and further reaches a driving force extraction unit 24a for the front wheels via a differential gear (not shown). , which is mounted on so-called front-wheel drive vehicles.

As described above, the power plant 21 is configured such that power is taken out from approximately the center of the crankshaft 22a and transmitted to the transmission portion 24 arranged approximately parallel to the crankshaft 22a. It is approximately symmetrical in the left-right direction of the vehicle at approximately the center.

In FIG. 1, reference numeral 31 indicates auxiliary equipment such as an alternator that is driven by power transmitted from the crankshaft 22a.

The power plant 21 is mounted on the vehicle body (see FIG. 3) at three points.

That is, the power plant 2 in the extending direction of the crankshaft 22a
Insulators 25 are fixed to both ends of the power plant 21 and on the main axis of inertia φ, respectively, and these insulators 25 are attached to a bracket 27 fixed to a side member 26 of the vehicle body frame (see FIG. 3).
By being connected to the tips of the power plant 21, both ends of the power plant 21 in the left-right direction of the vehicle are mounted to the vehicle body on the principal axis of inertia φ.

Further, the buffer 28 for regulating the roll angle of the power plant 21 is vibration-proofed by spherical rubber bushes 29 at both ends of a swingable buffer rod 28a. (approximately the center in the direction) and the cross member 30 (see FIG. 3) of the vehicle body frame that is farthest from the vehicle interior (furthest to the front).

According to the mount structure having such a configuration, the power plant 2
1 is configured to be supported on the main axis of inertia φ via the insulator 25 on the vehicle body side, so it is mounted on the vehicle with the three functions of vibration isolation, vibration damping, and support most effective. In addition, the power plant 21 is
As shown in the figure, the power plant 210 receives a torque in the roll direction around the main axis of inertia φ, but the buffer 28 buffers this roll direction torque and regulates the roll angle of the power plant 210.

In particular, in this embodiment, since the buffer 28 is supported on the cross member 30' of the vehicle body frame furthest from the vehicle interior, vibrations input to the cross member 30 due to roll angle regulation are removed before being transmitted to the vehicle interior. is significantly attenuated by
Vibration and noise inside the vehicle can be sufficiently suppressed.

Furthermore, if the power plant 21 is suspended by the insulator 25 as in this embodiment, the spring constant becomes smaller and the vibration isolation effect is further enhanced.

As described above, according to the present embodiment, the power plant 21 can be effectively vibration-isolated and supported by regulating the roll angle using the three mount parts, so the number of mount parts can be reduced and vibration-proofing can be achieved. Therefore, there is no need to use expensive parts such as a liquid-filled mount, and costs can be reduced.

In the embodiment shown in FIGS. 1 and 2, the buff 128 is provided approximately in the center of the power plant 21 in the left-right direction of the vehicle, but as shown in FIG. A configuration may also be adopted in which buffers 28b and 28C are provided at two locations and the roll of the power plant 21 is restricted by these two buffers 28b and 28c. In this case, the effect is even greater than regulating the roll angle with one buffer 28, and yawing of the power plant 21 can be effectively suppressed, so for example, it is possible to suppress the yawing of the power plant 21, so for example, it is possible to suppress the yawing of the power plant 21. It is particularly effective for

In this embodiment, since the power plant 21 is symmetrical in the left-right direction of the vehicle, it is possible to use the same insulator 25 and the same buff 728 when provided at two locations. Furthermore, although this embodiment is based on a front-wheel drive vehicle, it is clear that the configuration can also be applied to a four-wheel drive vehicle based on a front-wheel drive vehicle that also drives the rear wheels.

<Effects of the Invention> As explained above, according to the present invention, power is extracted from approximately the center of the crankshaft of the engine, and the power is transmitted to the transmission section disposed approximately parallel to the crankshaft, and the external shape is symmetrical. In a conventional power plant, two points on the main axis of inertia at both ends of the crankshaft in the direction of extension are supported against the vehicle body in a vibration-proof manner, and a buffer is provided to regulate the roll angle, and the power plant is mounted on the vehicle body. structure, the number of mounts is kept to a minimum to provide vibration isolation and damping.

It is possible to effectively perform the three functions of support, significantly reducing vehicle interior noise, and reducing costs by reducing the number of mounts and eliminating the need for expensive cushioning materials such as liquid-filled mounts. It has the effect of being able to.

[Brief explanation of the drawing]

Fig. 1 is a side view of a power plant showing an embodiment of the present invention, Fig. 2 is a view taken in the direction of the ■ arrow in Fig. 1 (a front view of the power plant shown in Fig. 1), and Fig. 3 is an embodiment of the same as above. 4 is a front view of the power plant showing another embodiment, and FIGS. 5 and 6 are top views showing conventional mount structures, respectively. be. 21... Power plant 22... Engine 22
a... Crankshaft 24... Transmission section 25.
...Insulator 26...Side member 2
7...Bracket 28...Buffer 28a
...Buffer rod 30...Cross member φ・
... Inertial spindle patent applicant Nissan Motor Co., Ltd. Agent Patent attorney Fujio Sasashima 21 ... Power plant 22 ... Engine 22a ... Crankshaft 24 ... Transmission section 25 ... Insulator 26 ...Side member 27...Bracket 28...Buffer 28a...Buffer rod 30...Cross member φ...Main axis of inertia Fig. 1 Fig. 2\, Fig. 3 3°0 (26 No. 4 figure kuku

Claims (1)

[Claims] A mount structure for a vehicle power plant configured to extract power from approximately the center of the crankshaft of an engine and transmit the power to a transmission section disposed approximately parallel to the crankshaft, the mount structure comprising: an extension of the crankshaft of the power plant; A mount structure for a power plant for a vehicle, characterized in that two points on a main axis of inertia at both ends in a mounting direction are supported against a vehicle body in vibration isolation, and a buffer is provided for regulating roll of the power plant.