Abstract:
An engine mount with vertical alignment for mounting a powertrain member on a chassis of a vehicle. The engine mount with vertical alignment has a mount body which has a hollow core for housing a metal core. The metal core has at least one channel for accepting a vertically placed bolt, the metal core being held in position by a rubber mount. The metal core interfaces with a mounting bracket that is connected to a powertrain member for vertical mounting onto a chassis.

Description:
TECHNICAL FIELD 
     This invention relates generally to engine mounts for mounting an engine/powertrain onto a chassis of an automobile, and more particularly to an engine mount with vertical alignment for accomplishing same. 
     DISCUSSION 
     Generally speaking, the process of mounting an automobile engine which includes the engine and transmission (the powertrain assembly) is from underneath the vehicle. In the conventional manner, the mounting of an engine is carried out by the mating of mounting components wherein the engine is brought up to a specified height, the mounting components are appropriately aligned and thereafter fasteners and/or bolts are used to tighten the mounting components. In the conventional use of spool mounts for example, the bolting that is required is carried out in at least two positions, in a horizontal direction wherein a pair of cantilevered bolts extend from two substantially opposite positions of the chassis requiring the operator to control the fore/aft, cross car and vertical axes when inserting the engine. In conventional applications the fore/aft and cross car axes are more easily controlled in the engine insertion process, with the vertical axis being more difficult to control and therein, being prone to result in failure upon insertion due to vertical tolerances which require more precise insertion parameters. As a result of these vertical tolerances an unacceptable first time capability (FTC) results therein leading to higher costs both in labor and time. Additionally, because of the position of the horizontal cantilevered bolts, further difficulties result in component failure due to bad joints and from the cantilevered bolts being in shear once the engine is mounted. 
     Accordingly, it is therefore desirable to provide an engine mount with vertical alignment that can alleviate the above-referenced difficulties. 
     SUMMARY OF THE INVENTION 
     Accordingly, it is an object of the present invention to provide an engine mount with vertical alignment to improve first time capability. 
     It is a further object of the present invention to provide an engine mount with vertical alignment that reduces production costs both in time and labor. 
     It is a further object of the present invention to provide an engine mount with vertical alignment that reduces material costs. 
     It is a further object of the present invention to provide an engine mount with vertical alignment that removes the tolerances both on engine placement and on decking. 
     It is a further object of the present invention to provide an engine mount with vertical alignment that reduces failure. 
     It is a further object of the present invention to provide an engine mount with vertical alignment that removes the necessity to vertically align the powertrain assembly prior to decking. 
     These and other objects and advantages of the invention are obtained by providing an engine mount with vertical alignment for mounting a powertrain member on a chassis of a vehicle. The engine mount with vertical alignment has a mount body which has a hollow core for housing a metal core. The metal core has at least one channel for accepting a vertically placed bolt, the metal core being held in position by a rubber mount. The metal core interfaces with a mounting bracket that is connected to a powertrain member for vertical mounting onto a chassis. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     In order to appreciate the manner in which the advantages and objects of the invention are obtained, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. Understanding that these drawings only depict an illustrated embodiment of the present invention and are not therefore to be considered limiting in scope, the invention will be described and explained with additional specificity and detail through use of the accompanying drawings in which: 
     FIG. 1 is a perspective view of the engine mount system according to the present invention; 
     FIG. 2 is a perspective view of the engine mount with vertical alignment according to the principles of the present invention; 
     FIG. 3 is a cross-sectional view taken along line  3 — 3  of FIG. 2 of the engine mount according to the principles of the present invention; 
     FIG. 4 is a bottom view of the engine mount with vertical alignment according to the principles of the present invention; 
     FIG. 5 is a clam shell view of a transmission bracket and engine mount with vertical alignment according to the principles of the present invention; and 
     FIG. 6 is a partial cross-sectional view of a transmission bracket and engine mount with vertical alignment showing the mounting bolts according to the principles of the present invention. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     The present invention is directed toward an engine mount  10  with vertical alignment for mounting an engine, which for purposes of this application includes the engine and transmission and all of the components otherwise incorporating the powertrain assembly. The present invention as hereinafter detailed should not be interpreted as limiting the breadth of potential uses in other vehicles or in other commercial fields of endeavor for other intended purposes. 
     The engine mount  10  with vertical alignment in accordance with the illustrated embodiment of FIG. 1 is illustrated as mounting a manual transmission  16  of a powertrain assembly to a left side rail assembly  12 . A mounting bracket  14 ′ is provided for mounting the transmission  16  to the engine mount  10 . It should be understood that an automatic or manual transmission can be incorporated into a powertrain assembly. As will be discussed in more detail below, the engine mount  10  should not be considered as being limited to a powertrain assembly having a manual versus an automatic transmission. 
     Turning to FIGS. 2 and 3, the engine mount  10  in the illustrated embodiment includes an outer bracket  20  which is welded to an inner bracket  18 . Outer bracket  20  includes a flanged portion  22  having an aperture  24  for substantial engagement with a battery tray (not shown). The outer bracket  20  also includes a base portion  20   a  having a set of four apertures  26  (FIG. 2, only one shown) which correspond to a set of four apertures  25  (FIG. 3) contained on the inner bracket  18 , and to a set of four apertures (not shown) contained on the rail assembly  12  for mounting the engine mount  10  to the rail assembly  12 . The outer bracket  20  also includes an upper portion  20   b  extending transversely to said base portion  20   a  and including a pair of tab-like extensions  11  and  13  that each include an aperture  31  which correspond to, support and engage an air cleaner (not shown) and a power distribution center (not shown). The upper portion  20   b  of the outer bracket  20  also includes an opening  15  having a substantially rectangular shape. The outer bracket  20  for purposes of the illustrated embodiment may take on several configurations, these configurations being dependent upon the vehicle and/or intended purpose. 
     Returning to FIGS. 2 and 3, the inner bracket  18  has a front wall  35 , a first side wall  37  and a second side wall  39 . The first side wall  37  and the second side wall  39  each have a pair of flanges (FIG. 3)  41  and  43 ,  45  and  47 , respectively which include the apertures  25  previously described. The front wall  35  and each side wall  37 ,  39  at a common point  33  (FIG. 3) define a reduced diameter portion  30  from a first diameter D 1  to a second inner diameter D 2 . This reduction is mimicked in the outer bracket  20  when the inner bracket  18  and the outer bracket  20  are welded together. More particularly, there is an inwardly protruding bend portion  17  (FIG. 4) in the outer bracket  20  which corresponds to the reduction in the front wall  35 , first side wall  37  and second side wall  39  of the inner bracket  18  when the inner bracket  18  and outer bracket  20  are welded together. Additionally, when the inner bracket  18  and the outer bracket  20  are welded together there is formed a circumferentially complete reduced diameter portion (FIG. 4) defined by the reduced diameter portion  30  and the inwardly protruding bend portion  17 . Additionally, when inner bracket  18  and outer bracket  20  are welded together a substantially hollow cavity houses an inner metal core  32 . The inner metal core  32  includes two channels  34  and  51  that are tapered in configuration such that the diameter of each channel from the top  36  of the metal core  32  to the bottom  38  (FIG. 4) generally decrease in diameter. The inner metal core  32  has an exterior configuration such that at a point  40  the inner metal core  32  reduces from an exterior diameter D 3  to an interior diameter D 4  therein forming a tapered ledge  46 . The exterior diameter D 3  of the inner metal core  32  at the point  40  is preferably of a greater diameter than the circumferentially complete reduced diameter portion  30 ,  17  (FIG.  4 ). The inner metal core  32  also includes on its bottom face  38  (FIG. 4) a shaped depression  50  which includes corresponding grooves  52  and  54  that oppose either side of the shaped depression  50 . 
     Returning to FIGS. 2,  3  and  4 , the inner metal core  32  is free floating within the hollow portion defined by the inner and outer brackets  18 ,  20  such that there is no metal-to-metal contact between the inner metal core  32  and the inner bracket  18 , or the outer bracket  20  when the inner metal core  32  is positioned at a predetermined location within the hollow cavity. The inner metal core  32  is supported in its predetermined position by a rubber molded insert  56 . The rubber molded insert  56  extends completely around the inner metal core  32  such that the inner metal core  32  is rigidly held in position in the hollow cavity defined by the inner bracket  18  and outer bracket  20 . As shown in FIG. 3, the rubber molded insert  56  extends beyond the hollow cavity in a manner that extends beyond the lower edge of the reduced diameter portion  30  of the sidewalls  37  and  39  of the inner bracket  18 . 
     Turning to the method of assembly and operation, and referring to the illustrated embodiments in FIGS. 5 and 6, the engine mount  10  is fabricated by welding the outer bracket  20  to the inner bracket  18  with the inner metal core  32  in place and the rubber molded insert  56  being molded into position. It should be understood that the engine mount  10  can be fabricated in an assembly line therein providing lower costs of assembly and components as compared to the prior art. Following fabrication, the appropriate transmission bracket  14  is mounted to the transmission  16  of the powertrain assembly. Whether an automatic or manual transmission is used, a common interface represented in FIG. 5 is incorporated into the transmission bracket  14 . More particularly, as represented in FIG. 5 the transmission bracket  14  has a mating portion  59  configured corresponding to the bottom  38  of the inner metal core  32 . Specifically, the mating portion  59  of the transmission bracket  14  has a projection  60  having a pair of ridges  62  and  64  disposed on opposite sides of the projection  60  and an upper surface  66  having a pair of threaded apertures  68  and  70 . Upon union between the inner metal core  32  and the transmission bracket  16  the projection  60  mates with the shaped depression  50 , the ridge  62  mates with the groove  52 , the ridge  64  mates with the ridge  54  and the channels  34  and  51  line up with the threaded apertures  68  and  70 , respectively. 
     Returning to FIGS. 5 and 6, the engine mount  10  is bolted to the left-hand rail assembly  12 . The powertrain assembly is lifted into the vehicle such that as reflected in the illustrated embodiment of FIG. 5, the interface between the transmission bracket  14  and the inner metal core  32  of the engine mount  10  occurs. Two bolts  72  (FIG. 6) are lowered into position via the channels  34  and  51 , the bolts  72  are then tightened to draw the powertrain assembly into a fixed position. 
     It should be understood that in the event of failure of the rubber molded insert  56 , the configuration of the exterior of the inner metal core  32  at the point  40  is such that the exterior diameter D 3  of the inner metal core  32  is such that the ledge  46  will engage the inner bracket  18  and the outer bracket  20  due to the exterior diameter D 3  being greater than the circumferentially complete reduced inner diameter D 2  therein precluding a complete mount failure. 
     It should also be understood that the engine mount with vertical alignment  10  removes the necessity to vertically align the powertrain assembly prior to decking. It should also be understood that the engine mount with vertical alignment  10  serves the vertical alignment function that is removed by use of the engine mount with vertical alignment  10 . 
     Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the present invention can be implemented in a variety of forms. Therefore, while this invention has been described in connection with particular examples thereof, the true scope of the invention should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, specification and the following claims.