Engine mounting structure

A protrusion (54) acting as an engagement portion is provided to a root (52) of a spindle (5) to an engine. An extending portion (45) extending above the root (52) of the spindle (5) is provided to a stopper (4). An opening (46) acting as a coupler is provided to the extending portion (45). The protrusion (54) and the opening (46) engage with each other, thereby reducing the risk of the spindle (5) coming off and regulating relative displacement of an upper rigid member (2) supporting the spindle (5) inserted into the upper rigid member (2).

TECHNICAL FIELD

A technique disclosed in this description relates to an engine mounting structure.

BACKGROUND ART

An engine mount known in the art is used for mounting an automotive engine on a vehicle body and supporting the automotive engine. The engine mount includes: a lower rigid member secured to the body; an upper rigid member into which a spindle to the engine is inserted; an elastic support connecting the upper rigid member to the lower rigid member and supporting the upper rigid member; and a rigid stopper shaped into a substantial gate as a whole and provided to enclose the upper rigid member and the elastic support.

For example, Patent Document 1 discloses an engine mount including an upper rigid member functioning as a stopper to regulate relative displacement of the upper rigid member in the left-right direction (the spindle inserting direction) of the vehicle. The upper rigid member alleviates interference between, and damage to, the engine and peripheral members, and solves the problem of decreasing steering stability of the vehicle because of inertial resistance caused by the displacement of the engine in the left-right direction of the vehicle.

Moreover, Patent Document 2 discloses an engine mount including an engaging protrusion provided to an insert of a spindle. The engaging protrusion reduces the risk of the spindle coming off from the engine mount.

CITATION LIST

Patent Documents

SUMMARY

Technical Problem

The engine mount of Patent Document 1 regulates the movement of the upper rigid member. Hence, the engine mount inevitably has a problem that the spindle inserted into the upper rigid member comes off from the upper rigid member if the engine is suddenly displaced.

The engine mount in Patent Document 2 could reduce the risk of the spindle coming off; however, the engine mount cannot regulate the relative displacement of the upper rigid member, which supports the spindle inserted into the upper rigid member, in the left-right direction of the vehicle.

This description is conceived in view of the above problems and intends to improve an engine mounting structure to reduce the risk of a spindle to an engine coming off, and regulate relative displacement of an upper rigid member, which supports the spindle inserted into the upper rigid member, in the left-right direction of a vehicle.

Solution to the Problem

In order to achieve the above intension, the technique disclosed in this description allows an engagement portion to be provided to a spindle itself to an engine and a coupler to be provided to a stopper, and causes the engagement portion and the coupler to engage with each other to reduce the risk of the spindle coming off.

Specifically, a technique disclosed in this description is directed to an engine mounting structure for mounting an automotive engine on an automotive body and supporting the automotive engine. The engine mounting structure includes: a lower rigid member secured to the body; an upper rigid member provided above the lower rigid member, and supporting a spindle to an engine, the spindle being inserted into the upper rigid member; an elastic support connecting the upper rigid member to the lower rigid member and supporting the upper rigid member in a manner that the upper rigid member is movable with respect to the lower rigid member; and a stopper provided to cover from above the upper rigid member and the elastic support, and secured to the lower rigid member, wherein the spindle is provided with an engagement portion, and the stopper is provided with a coupler engaging with the engagement portion, and the engagement portion engages with the coupler so that a movement of the spindle in a direction of the reception is regulated.

In the above configuration, the engagement portion is provided to the spindle itself to the engine, and engages with the coupler provided to the stopper. Hence, the spindle and the stopper directly engage with each other. Such a feature can reliably reduce the risk of the spindle coming off from the upper rigid member. Furthermore, the feature can also regulate relative displacement, in the left-right direction, of the vehicle of the upper rigid member supporting the spindle inserted into the upper rigid member.

The engagement portion may be a protrusion, and the coupler may be either an opening or a recess engaging with the protrusion.

In the above configuration, the engagement portion keeping the spindle from coming off can be provided without reducing the rigidity of the spindle.

The stopper may include an extending portion extending above a root of the spindle, and the engagement portion may be provided facing upward to the root of the spindle, and the coupler may be provided to the extending portion of the stopper.

In the above configuration, the tip end of the spindle can be made lighter. As a result, the inertial resistance at the tip end of the spindle can be reduced, contributing to enhance the rigidity of the root.

Advantages of the Invention

As can be seen, in accordance with the technique disclosed in this description, the engagement portion is formed on the spindle itself, and engages with the coupler of the stopper. Such features make it possible to reliably reduce the risk of the spindle coming off, and regulate relative displacement of an upper rigid member, supporting the spindle inserted into the upper rigid member, in the left-right direction of a vehicle.

DESCRIPTION OF EMBODIMENTS

Examples of embodiments are described below in detail with reference to the drawings. Note that descriptions of the embodiments below are only an example in nature, and are not intended to limit the scope, applications, or use disclosed in this description.

First Embodiment

FIGS. 1 to 4illustrate an engine mounting structure10according to a first embodiment. This engine mounting structure10is for mounting a not-shown automotive engine on a not-shown automotive body and supporting the automotive engine. Specifically, the engine mounting structure10includes: a lower rigid member1secured to the body; an upper rigid member2supporting a spindle5to the engine, the spindle5being inserted into the upper rigid member2; an elastic support3connecting the upper rigid member2to the lower rigid member1and supporting the upper rigid member2in a manner that the upper rigid member2is movable with respect to the lower rigid member1; and a rigid stopper4provided to cover the upper rigid member2and the elastic support3, and secured to the lower rigid member1.

The lower rigid member1is a rectangular metal sheet made of, for example, iron. The lower rigid member1is placed on the body in a manner that the longitudinal direction of the lower rigid member1is placed along the front-rear direction of the body. The lower rigid member1has ends in the longitudinal direction each having two fastening holes (not shown) formed through the end and arranged in the width direction (the left-right direction). As clearly illustrated inFIG. 3, the lower rigid member1has a through opening11in the longitudinal center of the lower rigid member1. Then, the lower rigid member1is fastened and secured to the body with, for example, a bolt inserted into each fastening hole.

The upper rigid member2is provided above the center of the lower rigid member1. This upper rigid member2is shaped into a square tube, and includes therein a spindle inserting hole extending in the left-right direction. Preferably, the upper rigid member2is made of a relatively light metal (e.g., aluminum). The spindle inserting hole has an interior wall face coated with a coat21including an elastic material such as rubber. As shall be described later, the spindle5is inserted into this spindle inserting hole.

The upper rigid member2is connected to the lower rigid member1, provided below the upper rigid member2, with the elastic support3in a manner that the upper rigid member2can move with respect to the lower rigid member1. This elastic support3includes a leg31and a vibration isolator32. The leg31is shaped into a dome opening downward. An upper end of the leg31is vulcanized and integrally adheres to a lower face of the upper rigid member2. As clearly illustrated inFIG. 3, a lower portion of the leg31extends to bridge over the opening11of the lower rigid member1. A lower end of the leg31is vulcanized and integrally adheres to an upper face of the lower rigid member1. The vibration isolator32is vulcanized and integrally adheres to the upper rigid member2, while surrounding, from above and both of the front and rear sides, an outer periphery face of the upper rigid member2.

The stopper4is made of a substantially U-shaped metal sheet made of, for example, iron. The stopper4is provided to cover the elastic support3and the upper rigid member2from above. The stopper4includes: a top plate44provided above the elastic support3and the upper rigid member2, and spaced apart from the vibration isolator32of the elastic support3; a pair of legs43,43provided in the front-rear direction, having upper ends each continuing to a corresponding one of front-rear ends of the top plate44, and extending downward in parallel with each other; and a pair of flanges42,42provided in the front-rear direction, each continuing to a corresponding one of lower ends of these legs43,43, and extending in the front-rear direction. Each of the legs43,43is spaced apart from either side of the elastic support3and the upper rigid member2in the front-rear direction. Each of the flanges42,42is provided to make contact with a corresponding end of the lower rigid member1in the front-rear direction. The flange42has through fastening holes41,41, . . . each positioned to a corresponding one of the fastening holes of the lower rigid member1. The lower rigid member1and the stopper4can be fastened together with, for example, bolts inserted into these fastening holes41,41.

The spindle5is integrally provided to the engine or a powertrain (not shown) connected to, and driven by, the engine. The spindle5extends in the left-right direction so that a tip end of the spindle5extends toward the right. Specifically, as illustrated inFIG. 4, the spindle5has a tip end provided with an insert51shaped into a square tube (i.e., a cross-section of which is shaped into a rectangle), and inserted into the spindle inserting hole of the upper rigid member2. To reduce weight, this insert51is hollow inside with a bottomed-end hole having a depth from a tip end face to the vicinity of a root52of the spindle5. The root52of the spindle5continues to a base53. This base53is connected to a transmission support6positioned below the base53. This transmission support6supports a transmission (not shown) to the engine.

As a feature of the technique disclosed in this description, a protrusion54shaped into a rectangular column is integrally provided to the front-rear (the width) center of an upper face of the root52of the spindle5. The protrusion54acts as an engagement portion protruding upward. A protrusion coat22integral with the coat21coats the periphery of the protrusion54in the front-rear and the left-right directions.

Meanwhile, in the stopper4, an extending portion45shaped into a plate is formed integrally with the top plate44. The extending portion45extends from the left end of top plate44toward the left in the same length as the front-rear length of the top plate44. This extending portion45covers the root52of the spindle5from above, and extends over the root52toward the left. The extending portion45has a vertically through opening46acting as a coupler to engage with the protrusion54of the spindle5. The periphery of the opening46is folded upward to be in parallel with an outer periphery face of the protrusion54to form a flange47. This flange47has an end face49facing upward. In the opening46, the protrusion54is housed to be movable with respect to the opening46in a manner that the protrusion coat22on the periphery of the protrusion54does not make contact with the flange47in the left-right and the front-rear directions. Furthermore, a depression48is provided to a periphery of the flange47of the opening46. The depression48is the periphery of the flange47partially depressed to be lower than the top plate44and shaped into a loop.

Described below is how the engine mounting structure10works while the vehicle is running. When the engine, namely a heavy load, is about to be relatively displaced in the left-right direction with respect to the body while the vehicle is running on a curve, the protrusion54of the spindle5to the engine in the engine mounting structure10of this embodiment engages with the opening46of the stopper4integral with the body. Such an engagement of this protrusion54with the opening46of the stopper4can reliably reduce the risk of the spindle5to the engine coming off from the upper rigid member2, and regulate the relative displacement of the upper rigid member2, and supporting the spindle5inserted into the upper rigid member2, in the left-right direction of the vehicle. Hence, the displacement of the engine can be stably regulated.

Moreover, the protrusion54provided to the root52of the spindle5increases the rigidity of the root52. The increase in rigidity makes it possible to support the engine structure without damage, even if excessive load is imposed on the spindle5because of, for example, rough steering.

Moreover, in the spindle5, the root52is provided with the protrusion54, whereas the tip end of the insert51is hollow inside. Thus, the tip end is lighter than the root52. Such a feature reduces moment of inertia originated in the base end so that inertial resistance by the spindle5can be decreased, contributing to reduction in influence of the engine structure on the vehicle.

Moreover, in the stopper4of this embodiment, the depression48lower than the top plate44is provided, and the interior of the depression48is provided with the flange47facing upward and engaging with the protrusion54. Thus, the protrusion54can be positioned lower than the top plate44. Such a feature downsizes, for example, a battery tray (not shown) provided on the top plate44.

Second Embodiment

FIG. 5illustrates a second embodiment. In the embodiment below, parts equivalent to those illustrated inFIGS. 1 to 4are denoted by the same reference characters, and the detailed explanation thereof will be omitted.

As illustrated inFIG. 5, in the second embodiment, the depression48is not formed around the opening46of the extending portion45in the stopper4. Instead, the periphery of the opening46is folded downward in parallel with the outer periphery face of the protrusion54to form the flange47. This flange47has the end face49facing downward. In this case, the depression48, which is lower than the top plate44, is not formed. This feature is beneficial in providing a clearance below the extending portion45. Such a feature can also achieve an effect similar to that in the first embodiment.

Third Embodiment

FIGS. 6 and 7illustrate a third embodiment. In this third embodiment, a recess55which is a bottomed-end depression is provided to the insert51of the spindle5, and acts as an engagement portion. Inside this recess55, the vibration isolator32of the elastic support3is extended partially to cover an interior wall face of the recess55. Meanwhile, a lower face of the top plate44of the stopper4has a protruding plate71protruding downward. Acting as a coupler, the protruding plate71is inserted into, and engages with, the recess55. This protruding plate71makes contact with the vibration isolator32provided on the interior wall face of the recess55, and engages with the recess55. This embodiment can also achieve an effect similar to that in the first embodiment. In particular, the embodiment can reliably reduce the risk of the spindle5coming off as seen in the first and second embodiments.

Fourth Embodiment

FIGS. 8 and 9illustrate a fourth embodiment. In this embodiment, a recess56which is a bottomed-end depression is provided to an upper face of the base53in the spindle5, and acts as an engagement portion. Inside this recess56, an elastic material74is housed to surround an interior wall face of the recess56. Meanwhile, a fitting portion72is integrally provided to the top plate44of the stopper4. Acting as a coupler, the fitting portion72extends toward the left from the extending portion45. The fitting portion72includes a bulge73provided to the center upper face of the extending portion45in the front-rear direction. The left end of this fitting portion72is folded downward and engages with the recess56. This engagement reduces the risk of the spindle5coming off. This embodiment can also reliably reduce the risk of the spindle5coming off as seen in the first and second embodiments.

INDUSTRIAL APPLICABILITY

As can be seen, the technique disclosed in this description is significantly useful for an engine mounting structure.

DESCRIPTION OF REFERENCE CHARACTERS