JP2004299595A - Engine mount bracket for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an engine mount bracket for a vehicle capable of improving strength and rigidity by simple structure. <P>SOLUTION: This engine mount bracket 20 for the vehicle is provided with a mount seat part 30 mounted on an engine mount 16 of the vehicle, first and second arm parts 40 and 50 extended in mutually different directions from the mount seat part 30, first and second connecting parts 41 and 51 provided on each of the first and second arm parts 40 and 50, and a central connecting part 60 for connecting the first and second arm parts 40 and 50. On an upper surface 32a of the mount seat part 30, a wall surface 33 extended from a base part 40a of the first arm part 40 to a base part 50a of the second arm part 50 along a substantially vertical direction is provided to face to the central connecting part 60. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a vehicle engine mount bracket used for mounting an engine mount used as a vibration isolator in a vehicle.
[0002]
[Prior art]
As a conventional engine mount bracket for a vehicle (hereinafter, referred to as a bracket), one shown in FIG. 13A is known (for example, see Patent Document 1).
[0003]
The bracket B includes a mount seat 1 attached to an engine mount of a vehicle, first and second arms 2 and 3 extending from the mount seat 1 in different directions, and first and second arms. First and second connecting portions 4 and 5 provided on the second and third arms, respectively, and a central connecting portion 6 for connecting the first and second arm portions 2 and 3 are provided.
[0004]
As shown in FIG. 13 (b), the bracket is formed by cutting an extruded material such as an aluminum alloy into a plate-like body by cutting the extruded material at a predetermined width in a direction perpendicular to the extrusion direction, and then performing a bending process. It is formed by this. Thus, the mount seat 1 and the first and second connecting portions 4 and 5 are formed so as to be stepped through the first and second arms 2 and 3.
[0005]
The mount seat 1 is connected and fixed to the engine mount 7 and the first and second connecting portions 4 and 5 are connected and fixed to an engine unit (not shown), thereby connecting the engine mount 7 and the engine unit. are doing.
[0006]
[Patent Document 1]
JP-A-11-278064 (paragraphs 0013 to 0016, FIG. 2)
[0007]
[Problems to be solved by the invention]
However, in the above-mentioned bracket, since the extruded material such as an aluminum alloy is formed into a plate shape and then bent, the height from the lower surface to the upper surface of the first and second connecting portions 4 and 5 and the central connecting portion 6 had the same height from the lower surface to the upper surface.
[0008]
Therefore, it is difficult to secure sufficient strength of the bracket, and the engine unit, the engine mount 7 and the like may be shaken by the vibration of the vehicle.
[0009]
Also, it is difficult to secure rigidity, and the bracket may be damaged when a stress is applied from the front of the vehicle.
[0010]
The present invention has been made in view of the above problems, and has as its object to provide an engine mount bracket for a vehicle that can improve strength and rigidity with a simple structure.
[0011]
[Means for Solving the Problems]
In order to solve the above problem, a vehicle engine mount bracket according to claim 1 includes a mount seat mounted on an engine mount of a vehicle, and first and second arms extending in different directions from the mount seat. And a first and a second connecting portion respectively provided on the first and second arms, and a central connecting portion for connecting the first and the second arms, and on the upper surface of the mount seat, A wall extending from the base of the first arm to the base of the second arm and substantially along the vertical direction is provided so as to face the central connecting portion.
[0012]
According to the first aspect of the present invention, the stress transmitted from the first and second connecting portions via the first and second arms is concentrated by the wall surface provided on the upper surface of the mount seat. That can be alleviated.
[0013]
This makes it possible to improve the strength and rigidity of the entire vehicle engine mount bracket with a simple configuration.
[0014]
According to a second aspect of the present invention, in the vehicle engine mount bracket according to the first aspect, at least one of the first and second connecting portions has a horizontal cross-sectional area ranging from the upper surface to substantially the center in the height direction. It is characterized in that the average size from the lower surface to almost the center in the height direction is larger than the average size between them.
[0015]
According to the second aspect of the invention, the average of the cross-sectional area from the lower surface to substantially the center in the height direction is larger than the average of the cross-sectional area from the upper surface to substantially the center in the height direction. Thereby, the stress concentrated on the arm portion can be reduced, and the overall rigidity of the vehicle engine mount bracket can be improved.
[0016]
The invention according to claim 3 is the vehicle engine mount bracket according to claim 1 or 2, wherein at least one upper surface of the first and second arms is curved so as to protrude upward. It is characterized by:
[0017]
According to the third aspect of the present invention, since the upper surface of the arm portion is curved so as to protrude upward, stress concentrated on the arm portion can be reduced, and the entirety of the vehicle engine mount bracket can be reduced. Rigidity can be improved.
[0018]
In addition, since the lower surface of the arm does not protrude downward, it is possible to prevent the arm from obstructing when the first and second connecting portions are connected to another member such as the front side member.
[0019]
According to a fourth aspect of the present invention, there is provided the engine mount bracket according to any one of the first to third aspects, wherein the plane is parallel to a vertical plane connecting the first and second connecting parts, and is a center connecting part. It is characterized in that the cross-sectional shape by the surface passing through the portion becomes H-shaped.
[0020]
According to the invention as set forth in claim 4, since the stress transmitted from the first and second connecting portions is supported by the first and second arms, the stress acting on the central connecting portion is relatively small. Become. Therefore, the cross-sectional shape of the surface parallel to the vertical plane connecting the first and second connecting portions and passing through the central connecting portion is H-shaped, and the intermediate portion of the first and second arm portions in the vertical direction is formed. Are connected at the center connecting portion, so that the vehicle engine mount bracket can be reduced in weight.
[0021]
The invention according to claim 5 is the engine mount bracket according to any one of claims 1 to 4, wherein the first connection portion passes through the first arm portion, the mount seat surface, and the second arm portion, and It is characterized in that a line connecting the two connecting portions is formed in a U-shape in plan view.
[0022]
According to the fifth aspect of the present invention, since the angle formed by the first and second arms is close to a straight line (180 degrees), the angle is further concentrated on the centers of the first and second arms. Stress can be relieved. And the rigidity of this vehicle engine mount bracket can be improved.
[0023]
The invention according to claim 6 is the engine mount bracket according to any one of claims 1 to 5, wherein the height from the lower surface to the upper surface of the first connecting portion and the height from the lower surface to the upper surface of the second connecting portion. It is characterized by the same height.
[0024]
According to the invention as set forth in claim 6, since the heights of the first connecting portion and the second connecting portion are equal, an appropriate height at which the improvement in the rigidity in the vertical direction of both the arm portions is substantially converged. In this state, variations in rigidity can be suppressed. Thus, the rigidity of the vehicle engine mount bracket can be further improved.
[0025]
According to a seventh aspect of the present invention, there is provided the engine mount bracket according to any one of the first to sixth aspects, wherein one of the first and second connecting portions is arranged in a direction opposite to the mount seat surface. The three-arm portion is extended, the third arm portion is provided with a third connection portion, and the upper surface of the first arm portion is formed with a first wall portion extending in the extending direction from the base portion to the first connection portion. On the upper surface of the second arm portion, a second wall portion extending in the extending direction from the base portion to the second connecting portion is formed, and it is more preferable that the third arm portion is provided among the first and second wall portions. It is characterized by being formed to be high.
[0026]
According to the seventh aspect of the invention, the stress concentrated on the mount seat can be further reduced by the first and second wall portions, and the rigidity of the engine mount bracket can be improved. .
[0027]
In particular, when one of the first and second connecting portions extending the third arm portion is subjected to a vertical stress on the mount seat portion, the third connecting portion deforms in the horizontal direction (falling deformation). ) Is suppressed. Therefore, of the first and second wall portions, the one where the third arm portion is provided, that is, the one where the falling deformation is suppressed is formed higher, the rigidity is further improved, and the strength of the entire engine mount bracket is improved. And the rigidity can be further increased.
[0028]
The invention according to claim 8 is the engine mount bracket according to claim 7, wherein a height from a lower surface to an upper surface of one of the first and second connecting portions where a third arm portion is extended, and The height from the lower surface to the upper surface of the three connecting portions and the height from the lower surface to the upper surface of the other of the first and second connecting portions where the third arm portion does not extend are formed so as to increase in order. It is characterized by having.
[0029]
According to the invention as set forth in claim 8, either one of the first and second connecting portions, where the third arm portion is extended, is in contact with the mount seat portion in the case where a vertical stress acts on the mount seat portion. The three connecting portions suppress horizontal deformation (falling deformation). Therefore, the strength and rigidity of the engine mount bracket can be further increased by increasing the height of either one of the first and second arms for suppressing the deformation and improving the rigidity.
[0030]
The invention according to claim 9 is the engine mount bracket according to claim 7 or 8, wherein the mount seat has a position surrounded by the first and second connecting portions and the mount seat, and A concave portion or an opening is formed at a position facing the connecting portion.
[0031]
According to the invention according to claim 9, since the concave portion or the opening is formed at the predetermined position of the mount seat portion, the vehicle is secured while maintaining the rigidity against vertical stress for suppressing vibration and noise. When there is a stress input from the front, it is possible to prevent the transmission of the stress from the front to the rear by breaking the predetermined arm portion having improved rigidity.
[0032]
Embodiment 1 of the present invention
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.
[0033]
1 in FIG. 1 shows a frame (partially broken) of a vehicle such as an automobile.
[0034]
A front panel of the frame 10 has side panels 11, 11 disposed on both sides thereof, a radiator core support 12 provided on the front side of the vehicle between the side panels 11, 11, and a side panel 11, An engine room E is defined by a dash panel 13 temporarily provided on the rear side of the vehicle between the engine compartments 11.
[0035]
In the engine room E, a pair of front side members 14, 14 extending in the vehicle front-rear direction are disposed near the side panels 11, 11, respectively. An engine unit 15 having an engine or the like is attached and fixed to the pair of front side members 14 and 14 via an engine mount bracket 20.
[0036]
As shown in FIG. 2, the engine mount bracket 20 includes a mount seat 30 attached to an engine mount 16 (see FIG. 1) provided on the engine unit 15, and a second seat extending from the mount seat 30 in different directions. The first and second arms 40 and 50, the first and second connecting portions 41 and 51 provided on the first and second arms 40 and 50, and the first and second arms 40 and 50, respectively. And a central connecting portion 60 for connection.
[0037]
The mount seat 30 has a disk-shaped seat main body 32 in which a screw hole 31 for fixing to the engine mount 16 is formed substantially in the center.
[0038]
On the upper surface 32a of the seat body 32, a wall surface 33 extending substantially vertically is formed so as to rise from the upper surface 32a. The wall surface 33 is provided in an arc shape from the base 40 a of the first arm 40 to the base 50 a of the second arm 50, and is provided at a position facing the central connecting portion 60.
[0039]
The first and second arm portions 40 and 50 and the first and second connecting portions 41 and 51 have the same shape as each other. Here, the first arm portion 40 and the first connecting portion 41 will be described.
[0040]
The first arm portion 40 has a base end portion 40a integrated with the seat body 32 of the mount seat portion 30 and extends substantially linearly in a certain direction. Here, the first arm portion 40 is curved so that the upper surface 40b gradually protrudes upward as it extends. The lower surface 40c is formed as a flat surface extending along the horizontal direction.
[0041]
At the tip of the first arm portion 40, a first connecting portion 41 having a screw hole 41a vertically formed therethrough is provided.
[0042]
The first connecting portion 41 is fixed to the side member 14 via a screw (not shown) inserted into the screw hole 41a.
[0043]
The cross-sectional area in the horizontal direction of the first connecting portion 41 is smaller than the average size (S1) between the upper surface 41b and substantially the center in the height direction (hereinafter referred to as the midpoint N) from the lower surface 41c to the midpoint. The average size (S2) up to N is formed larger (see equation (1)). That is, the first connecting portion 41 is formed so that the portion below the middle point N becomes thicker.
[0044]
S1 <S2 (1)
Here, the first and second arm portions 40 and 50 and the first and second connecting portions 41 and 51 have the same shape, and the upper surfaces 41b and 51b protrude upward as both extend. And is formed so that the portion below the midpoint N becomes thicker. However, any one of the first and second connecting portions 41 and 51 may have such a shape.
[0045]
The height from the lower surface 41c to the upper surface 41b of the first connecting portion 41 (referred to as a height H1 in the vertical direction) and the height from the lower surface 51c to the upper surface 51b of the second connecting portion 51 (the height H2 in the vertical direction). ) Are formed at the same height (see Equation (2)).
[0046]
H1 = H2 (2)
The center connecting portion 60 connects the intermediate portions of the first and second arm portions 40 and 50 in the extending direction to each other, and is also integrated with the mount seat portion 30 as shown in FIG. Therefore, it is formed so as to spread in a fan shape between the first and second arms 40 and 50.
[0047]
The thickness of the center connecting portion 60 in the vertical direction is substantially the same as the thickness of the seat body 32 of the mount seat portion 30 and is smaller than the heights H1 and H2 of the first and second connecting portions 41 and 51 in the vertical direction. It is formed so as to be sufficiently small.
[0048]
The cross-sectional shape of the surface parallel to the vertical plane connecting the first and second connecting portions 41 and 51 and passing through the central connecting portion 60 has an H-shape as shown in FIG. It has become. That is, the lower surface 60a of the central connecting portion 60 and the lower surfaces 40c and 50c of the first and second arm portions 40 and 50 are not flush, and the central connecting portion 60 is , 50 are connected at their intermediate portions in the height direction.
[0049]
Next, the operation of the vehicle engine mount bracket 20 will be described.
[0050]
In order to suppress vibration noise in the vibration stress transmitted from the engine unit 15 disposed in the engine room E to the frame 10 such as the front side member 14 via the engine mount bracket 20 and the engine mount 16. The most important stress is a stress acting in the vertical direction (vertical direction).
[0051]
Therefore, if the stress acting in the vertical direction is suppressed, the vibration stress transmitted from the engine unit 15 to the frame 10 is greatly suppressed, and the generation of vibration noise can be suppressed.
[0052]
Here, the basic operation of the present invention will be described using a bracket model 20 'shown in FIG.
[0053]
The bracket model 20 'includes an arm portion 40' extending linearly, a connecting portion 41 'provided at one end of the arm portion 40', and a bolt penetrating the connecting portion 41 'in the vertical direction. B.
[0054]
Here, the upper surface 40'b of the arm portion 40 'gradually rises upward as it extends, while the lower surface 40'c extends in the horizontal direction.
[0055]
FIG. 5 shows the stiffness at the load point K that changes according to the height H of the connecting portion 41 ′ when a stress is applied to the bracket model 20 ′ in the vertical direction.
[0056]
As shown in FIG. 5, when the height H of the connecting portion 41 'is small, the effect of the rigidity of the arm portion 40' is large, and the rigidity at the load point K is relatively small.
[0057]
The rigidity at the load point K increases in proportion to the bending rigidity in the vertical direction of the arm 40 ', which is proportional to the cube of the height H of the connecting portion 41'. However, when the height H increases by a certain value (about 50 mm in this case) or more, a bending stress acts on the arm portion 40 'such that the connecting portion 41' falls down in the horizontal direction (horizontal direction). Therefore, when the height H becomes larger than a certain value, the rigidity at the load point K does not change much.
[0058]
Note that such a fall of the connecting portion 41 'is caused by concentration of vertical stress on the lower surface 40'c (the portion indicated by B in FIG. 4) near the connecting portion 41' of the arm portion 40 '.
[0059]
Therefore, in order to improve the rigidity of the engine mount bracket 20 and suppress the vibration stress transmitted from the engine unit 15, the arm portion 40 'is required rather than making the height H of the connecting portion 41' unnecessarily large. It can be seen that optimizing the shape of the connecting portion 41 'is more effective.
[0060]
Here, in order to alleviate the stress concentrated on the lower surface 40'c (hereinafter, referred to as the stress concentration portion B) near the connection portion 41 'of the arm portion 40' where the vertical stress concentrates, first, the connection portion It is conceivable to make the horizontal cross-sectional area near the lower surface 41'c of 41 'larger than the horizontal cross-sectional area near the upper surface 41'b.
[0061]
Second, it is conceivable that the lower surface 40'c of the arm portion 40 'protrudes downward. In the case where the lower surface 40'c of the arm 40 'is projected downward, the arm 40' may be an obstacle when connecting the engine unit 15 and the frame 10. Therefore, a shape in which the lower surface 40'c of the arm portion 40 'is a flat surface along the horizontal direction and the upper surface 40'b is curved so as to protrude upward is effective.
[0062]
The black points α and β in FIG. 5 indicate the rigidity at the load point K when the shape of the arm portion 40 ′ and the connection portion 41 ′ is as described above while the height H of the connection portion 41 ′ is kept the same. Is shown.
[0063]
Thereby, in order to reduce the stress concentrated on the stress concentration portion B, the horizontal cross-sectional area near the lower surface 41'c of the connecting portion 41 'is made larger than the horizontal cross-sectional area near the upper surface 41'b. In addition, a shape in which the lower surface 40'c of the arm portion 40 'protrudes downward (here, the lower surface 40'c of the arm portion 40' is formed as a plane along the horizontal direction, and the upper surface 40'b is turned upward. It can be seen that a shape that is curved so as to protrude toward it is effective.
[0064]
Therefore, in the engine mount bracket 20 shown in FIG. 2, the horizontal cross-sectional area of the first and second connecting portions 41 and 51 is larger than the average size S1 from the upper surfaces 41b and 51b to the middle point N. Since the average size S2 from the lower surfaces 41c, 51c to the middle point N is formed larger, the stress concentrated on the first and second arms 40, 50 can be reduced, and the engine mount can be reduced. The overall rigidity of the bracket 20 can be improved.
[0065]
The first and second arms 40 and 50 are curved so that the upper surfaces 40b and 50b gradually protrude upward as they extend. Therefore, stress concentrated on the first and second arms 40 and 50 can be reduced, and the overall rigidity of the engine mount bracket 20 can be improved.
[0066]
In addition, since the lower surfaces 40c and 50c of the first and second arms 40 and 50 do not protrude downward, respectively, when the first and second connecting portions 41 and 52 are connected to the front side member 14, The first and second arms 40 and 50 can be prevented from being in the way.
[0067]
Next, as shown in FIG. 2, the first and second arm portions 40 and 50 and the first and second connecting portions 41 and 51 are integrally formed with the mount seat portion 30 connected and fixed to the mount bracket 16. A description will be given of the cause of the decrease in the rigidity of the engine mount bracket 20 and the countermeasures against the decrease.
[0068]
In the engine mount bracket 20 shown in FIG. 2, when stress is transmitted from the engine unit 15 in the up-down direction, a portion where the first and second arms 40 and 50 intersect (a portion indicated by C in FIG. The stress concentrates on the concentrated portion C), and the occurrence of such stress concentration reduces the rigidity of the engine mount bracket. Therefore, if the stress concentrated on the stress concentration portion C is suppressed, the rigidity of the engine mount bracket can be improved.
[0069]
In the first embodiment of the present invention, the stress concentration portion C is formed on the upper surface 32a of the seat body 32 of the mount seat portion 30 by forming the wall surface 33 extending substantially vertically so as to rise from the upper surface 32a. I have.
[0070]
Therefore, the stress transmitted from the first and second connecting portions 41 and 51 via the first and second arm portions 40 and 50 to the stress concentration portion C by the wall surface 33 provided on the mount seat portion 30. Concentration can be eased. Then, the strength and rigidity of the entire engine mount bracket 20 can be improved with a simple configuration.
[0071]
Also, the stress transmitted from the first and second connecting portions 41 and 51 is applied to the central connecting portion 60 that connects the first and second arm portions 40 and 50 to each other by the first and second arm portions 40 and 50. Because it is supported, a large stress is less likely to act, and the stress acting on the central connecting portion 60 is relatively small.
[0072]
Therefore, the lower surfaces 40c, 50c of the first and second arm portions 40, 50 and the lower surface of the central connecting portion 60 are not flush, and are parallel to the vertical plane connecting the first and second connecting portions 41, 51. The middle part of the first and second arms 40, 50 in the vertical direction can be connected by the center connecting part 60 by making the cross-sectional shape of the surface passing through the center connecting part 60 into an H shape.
[0073]
Thus, the weight can be reduced without reducing the rigidity of the engine mount bracket 20.
[0074]
FIG. 6 shows the results of comparing the rigidity and weight of the engine mount bracket 20 according to the first embodiment of the present invention with the conventional plate-shaped engine mount bracket B (see FIG. 13). .
[0075]
As described above, the wall surface 33 is provided on the mount seat portion 30, and the cross-sectional shape is a surface parallel to a vertical plane connecting the first and second connection portions 41 and 51 and passing through the center connection portion 60. Is made H-shaped, the weight can be reduced by about 20%, and the rigidity can be improved by about 5%.
[0076]
Further, in the first embodiment of the present invention, the height H1 from the lower surface 41c to the upper surface 41b of the first connecting portion 41 and the height H2 from the lower surface 51c to the upper surface 51b of the second connecting portion 51 are the same height. Is formed.
[0077]
This makes it possible to suppress variations in the rigidity of the first and second arms 40 and 50 in a state where both of them are formed at an appropriate height at which the improvement in the rigidity in the vertical direction substantially converges. As a result, a large stress can be prevented from acting on one of the arms, and the rigidity of the engine mount bracket 20 can be further improved.
[0078]
Embodiment 2 of the present invention
Hereinafter, a second embodiment of the present invention will be described with reference to the drawings. The same parts as those in the first embodiment are denoted by the same reference numerals, and detailed description is omitted.
[0079]
In the engine mount bracket 21 shown in FIG. 7, a line L connecting the first connecting portion 41 to the second connecting portion 51 through the first arm portion 40, the mount seat surface 30, and the second arm portion 50 is shown in a plan view. It is formed so as to be U-shaped.
[0080]
That is, the base portion 40a of the first arm portion 40 and the base portion 50a of the second arm portion 50 are provided at relatively separated positions, and the base portion 40a of the first and second arm portions 40 and 50 extends in the extending direction. The central portions 40d and 50d are curved in directions away from each other.
[0081]
In this way, by making the angle formed by the first and second arms 40 and 50 closer to a straight line (180 degrees) in the portion where the first and second arms 40 and 50 intersect (stress concentration portion C). Thus, the stress concentrated on the stress concentration portion C can be reduced. Then, the rigidity of the engine mount bracket 21 can be further improved.
[0082]
FIG. 8 shows the effect of the second embodiment of the present invention. According to the second embodiment of the present invention, it is possible to further reduce the weight and improve the rigidity as compared with the first embodiment.
[0083]
Third Embodiment of the Invention
Hereinafter, a third embodiment of the present invention will be described with reference to the drawings. The same parts as those in the first and second embodiments are denoted by the same reference numerals, and detailed description is omitted.
[0084]
In the engine mount bracket 22 shown in FIG. 9, the third arm 70 extends from the first connecting portion 41 in a direction opposite to the mount seat surface 30, that is, along the extending direction of the first arm 40. ing. The third connecting portion 71 is provided at the tip of the third arm portion 70.
[0085]
The third connecting portion 71 has a screw hole 71a formed therethrough along the vertical direction, and is fixed to the frame 10 by a screw (not shown).
[0086]
The third arm portion 70 extends from a position lower than the upper surface 41b of the first connecting portion 41, and the upper surface 70a of the third arm portion 70 is formed so as to gradually curve upward as it extends. .
[0087]
A first wall 43 extending in the extending direction from the base 40a to the first connecting portion 41 is formed on an upper surface 40b of the first arm 40, and a base 50a is formed on the upper surface 50b of the second arm 50. A second wall portion 53 extending in the extending direction from the second connecting portion 51 to the second connecting portion 51 is formed.
[0088]
Of the first and second wall portions 43 and 53, the height H5 of the first wall portion 43 formed on the first arm portion 40 provided with the third arm portion 70 is the second wall portion 53. Is formed so as to be higher (larger) than the height H6.
[0089]
Although the upper surfaces of the first and second wall portions 43 and 53 project upward from the upper surfaces 40b and 50b of the first and second arm portions 40 and 50, the first and second connecting portions 41 and 51 are provided. Are formed flush with the upper surfaces 41b and 51b, and the heights H5 and H6 are smoothly reduced as they extend.
[0090]
Further, the height H1 of the first connecting portion 41 of the first and second connecting portions 41 and 51 where the third arm portion 70 extends, and the height from the lower surface 70b to the upper surface 70a of the third connecting portion 70. H3 and the height H2 of the second connection portion 51 of the first and second connection portions 41 and 51 where the third arm portion 70 does not extend are formed so as to increase in order (formula ( 3)).
[0091]
H1>H3> H2 (3)
According to the configuration of the third embodiment of the present invention, when a stress is applied to the mount seat portion 30 in the vertical direction, the third arm portion 70 and the third connecting portion 71 extending from the first connecting portion 41. Thereby, it is possible to prevent the first connecting portion 41 from falling in the horizontal direction (falling deformation). Therefore, the rigidity can be further improved by increasing the height H1 of the first connecting portion 41.
[0092]
Then, as described above, the rigidity of the entire engine mount bracket 23 can be improved by using the bending rigidity of the arm portion which is proportional to the third power of the height of the connecting portion.
[0093]
In addition, the rigidity of each of the first and second arm portions 40 and 50 is improved by the first and second wall portions 43 and 53, and the stress concentrated on the mount seat portion 30 can be further reduced. And the rigidity of the whole engine mount bracket 23 can be improved.
[0094]
In particular, when the vertical stress acts on the mount seat as described above, the first connecting portion 41 from which the third arm portion 70 extends is suppressed from falling down. Therefore, the first connecting portion 41 on which the third arm portion 70 is provided, that is, the first wall portion H5 in which the falling deformation is suppressed is formed higher. Thereby, the rigidity of the first arm portion 40 is further improved, and the strength and rigidity of the entire engine mount bracket 23 can be further increased.
[0095]
FIG. 10 (a) shows a modification of a conventional engine mount bracket provided with an engine mount bracket 23, a third arm portion and a third connecting portion, and formed in a plate shape, according to Embodiment 3 of the present invention. The result of having compared rigidity and weight with the engine mount bracket B '(refer FIG.10 (b)) which is an example is shown.
[0096]
The weight is reduced by about 60% by forming the first and second wall portions as described above and configuring the heights H1, H2, and H3 of the first, second, and third connection portions at a predetermined ratio. It is possible to secure the same or more rigidity.
[0097]
Embodiment 4 of the present invention
Embodiment 4 of the present invention will be described below with reference to the drawings. The same parts as those in the above-described first to third embodiments are denoted by the same reference numerals, and detailed description is omitted.
[0098]
In the engine mount bracket 24 shown in FIG. 11, similarly to the third embodiment of the invention, the third arm portion 70 extends from the first connection portion 41, and the tip of the third arm portion 70 has the third connection portion. 71 are provided.
[0099]
Then, on the upper surface 32a of the seat body 32 of the mount seat portion 30, a position surrounded by the first and second connecting portions 41 and 51 and the mount seat portion 30, and a position facing the third connecting portion 71. Are formed with concave portions 34 and 35, respectively.
[0100]
Here, the position surrounded by the first and second connecting portions 41 and 51 and the mount seat portion 30 is a portion where the first and second arm portions 40 and 50 intersect, and a vertical stress acts. This is the part where the stress concentrates when doing.
[0101]
Further, the position facing the third connecting portion 71 is near the base 40a of the first arm portion 40 from which the third arm portion 70 extends, and the rigidity is increased by the third arm portion 70 and the third connecting portion 71. This is a portion where a relatively large stress acts due to the improved reaction force of the first arm portion 40.
[0102]
With such a configuration, the rigidity in the horizontal direction at the position surrounded by the first and second connecting portions 41 and 51 and the mount seat portion 30 where the large stress is concentrated and the position facing the third connecting portion 71 is reduced. Can be reduced.
[0103]
Then, if there is a stress input from the front of the vehicle while securing rigidity against vertical stress for suppressing vibration and noise, the first arm 40 having high rigidity is broken, and It is possible to prevent the stress from being transmitted backward.
[0104]
FIG. 12 shows an engine according to a fourth embodiment of the present invention with respect to an engine mount bracket B ′ (see FIG. 10B) provided with a third arm portion and a third connecting portion and formed in a plate shape. A vertical rigidity reduction amount (reduction amount) and a horizontal rigidity reduction amount (reduction amount) of the mount bracket 24 are shown. Note that the lower the portion, the greater the amount of reduction (the amount of reduction).
[0105]
Accordingly, it can be seen from FIG. 12 that the rigidity in the vertical direction is slightly reduced, but the rigidity in the horizontal direction is significantly reduced.
[0106]
Therefore, when a load is input from the front of the vehicle, it is recognized that the first arm portion 40 of the engine mount bracket 24 is broken, and the input load can be effectively prevented from transmitting to the rear.
[0107]
Here, the concave portions 34 and 35 are provided on the upper surface 32 a of the mount seat portion 30, but an opening that penetrates the mount seat portion 30 in the vertical direction may be provided.
[0108]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, the engine mount bracket for vehicles which can improve intensity | strength and rigidity with a simple structure can be provided.
[Brief description of the drawings]
FIG. 1 is a partially broken perspective view showing a vehicle frame having a vehicle engine mount bracket of the present invention.
FIG. 2 (a) is a perspective view showing a first embodiment of a vehicle engine mount bracket according to the present invention.
(B) It is AA sectional drawing in FIG.2 (a).
FIG. 3 is a plan view of the vehicle engine mount bracket in FIG. 2 (a).
FIG. 4 is an explanatory view of a bracket model for explaining the operation of the vehicle engine mount bracket of the present invention.
5 is a graph showing a relationship between the height of a connecting portion of the bracket model shown in FIG. 4 and the rigidity at a load point.
FIG. 6 is a graph showing the ratio of weight and rigidity between the first embodiment of the vehicle engine mount bracket of the present invention and the conventional example.
FIG. 7 is a plan view showing a second embodiment of the vehicle engine mount bracket of the present invention.
FIG. 8 is a graph showing the weight and rigidity ratios of the first and second embodiments of the vehicle engine mount bracket of the present invention and the conventional example.
FIG. 9 is a perspective view showing a third embodiment of the vehicle engine mount bracket of the present invention.
10A is a graph showing the ratio of the weight and rigidity between the third embodiment of the vehicle engine mount bracket of the present invention and the vehicle engine mount bracket shown in FIG. 10B.
(B) It is a perspective view which shows the modification of the conventional engine mount bracket for vehicles which the upper surface was formed in the plane.
FIG. 11 is a plan view showing a fourth embodiment of the vehicle engine mount bracket of the present invention.
FIG. 12 is a graph showing a rate of reduction in rigidity of a fourth embodiment of the vehicle engine mount bracket of the present invention.
FIG. 13A is a cross-sectional view showing a mounting state of a conventional engine mount bracket for a vehicle.
FIG. 14 (b) is an explanatory view illustrating the method of manufacturing the vehicle engine mount bracket shown in FIG. 13 (a).
[Explanation of symbols]
16 Engine mount
20 Engine mount bracket
30 Mount seat
32a upper surface
33 walls
40 First arm
40a base
41 First connection part
50 Second arm
50a base
51 Second connecting part
60 center connection

Claims (9)

A mount seat attached to an engine mount of the vehicle, first and second arms extending in different directions from the mount seat, and first and second arms respectively provided on the first and second arms. A vehicle engine mount bracket including a connecting portion and a central connecting portion connecting the first and second arms,
On the upper surface of the mount seat, a wall surface extending from the base of the first arm to the base of the second arm and substantially along the vertical direction is provided to face the central connecting portion. Characteristic vehicle engine mount bracket. 2. The vehicle engine mount bracket according to claim 1, wherein at least one of the first and second connecting portions has a horizontal cross-sectional area larger than an average size from an upper surface to substantially a center in a height direction. 3. An engine mount bracket for a vehicle, characterized in that the average size between the lower surface and substantially the center in the height direction is larger. 3. The vehicle engine mount bracket according to claim 1, wherein at least one upper surface of the first and second arms is curved so as to protrude upward. 4. For engine mount bracket. The engine mount bracket according to any one of claims 1 to 3, wherein the plane is parallel to a vertical plane connecting the first and second connection parts, and is a plane passing through the central connection part. A vehicle engine mount bracket having an H-shaped cross section. The engine mount bracket according to any one of claims 1 to 4, wherein the second connection passes through the first arm, the mount seat surface, and the second arm from the first connection. An engine mount bracket for a vehicle, wherein a line connecting parts is formed so as to have a U-shape in plan view. The engine mount bracket according to any one of claims 1 to 5, wherein a height from a lower surface to an upper surface of the first connecting portion is the same as a height from a lower surface to the upper surface of the second connecting portion. An engine mount bracket for a vehicle, comprising: 7. The engine mount bracket according to claim 1, wherein a third arm extends from one of the first and second connection portions in a direction opposite to the mount seat surface. 8. A third connecting portion is provided on the third arm portion,
A first wall portion is formed on the upper surface of the first arm portion so as to extend from the base portion to the first connecting portion in an extending direction. The upper surface of the second arm portion extends in a direction extending from the base portion to the second connecting portion. A second wall portion extending to is formed,
An engine mount bracket for a vehicle, wherein the first and second wall portions are formed so as to be higher when the third arm portion is provided. The engine mount bracket according to claim 7, wherein a height from a lower surface to an upper surface of one of the first and second connecting portions where the third arm portion extends, and a lower surface of the third connecting portion. And the height from the lower surface to the upper surface of the other of the first and second connecting portions where the third arm portion does not extend is formed to increase in order. Characteristic engine mount bracket for vehicles. The engine mount bracket according to claim 7, wherein the mount seat has a position surrounded by the first and second connection portions and the mount seat, and a third connection portion. An engine mount bracket for a vehicle, wherein a concave portion or an opening is formed at each of opposed positions.

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