JP4626271B2 - Vehicle drive mechanism arrangement structure - Google Patents

Description

  The present invention relates to a drive mechanism arrangement structure for a vehicle, particularly, a front engine / rear drive type A / T (automatic transmission) vehicle.

Some front-engine / rear-drive type vehicles are known in which a transmission unit is connected to the upper part of the differential unit in consideration of the weight balance between the front and rear of the vehicle to constitute a drive unit. (For example, refer to Patent Document 1).
JP-A-7-223449 (page 4, FIG. 1)

  A heavy differential is usually mounted across the front and rear frames of a rigid rear sub-frame formed in a cross-beam shape between the front and rear frames and both side frames, and the rear floor is connected to the rear floor through the rear sub-frame. Although mounted on the lower side, as described above, if the transmission unit is configured by attaching a transmission that is heavier than the differential unit to the upper part of the differential unit, the height dimension of the drive unit increases. Therefore, not only the mounting layout becomes difficult, but it is necessary to increase the strength and rigidity by increasing the wall thickness and cross-sectional shape of the rear subframe so that it can sufficiently withstand the dynamic load of the drive unit, increasing the weight. It will cause problems that lead to.

  Accordingly, the present invention can facilitate the mounting layout of the rear drive unit, and can reduce the weight and weight of the rear subframe, thereby reducing the weight of the vehicle body. Is to provide.

  In the vehicle drive mechanism arrangement structure according to the present invention, the rear unit is configured by integrally assembling the transmission on the front end portion of the differential device that supports the vehicle body floor, and the front end portion of the transmission is connected to the vehicle body floor. The most important feature is that it is supported through a mount member at a tunnel portion connected to the floor tunnel of the rear cross member.

  According to the present invention, the rear drive unit is configured by integrally assembling the transmission on the front end portion of the differential that supports the vehicle body floor, and an increase in the height of the rear drive unit can be avoided. The layout of the rear drive unit on the lower side of the floor can be facilitated without a significant change in the floor structure that increases the ground clearance of the vehicle body floor.

  In addition to the rear drive unit, the front end of the transmission is supported by a tunnel member of the rear cross member via a mount member, and the rear cross member can bear the dynamic load of the rear drive unit. The span between the front and rear support points of the rear drive unit is enlarged, and the driving reaction force distributed to the front and rear support points can be reduced.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  1 to 8 show a first embodiment of the present invention, FIG. 1 is an explanatory side view schematically showing the arrangement of a front drive unit and a rear drive unit, and FIG. FIG. 3 is a perspective view schematically showing a mounting portion of the rear drive unit, FIG. 4 is an exploded perspective view showing a tunnel portion and a mounting member of the rear cross member, and FIG. 5 is a perspective view showing FIG. 6 is a sectional view taken along the line CC in FIG. 4, FIG. 7 is a sectional view taken along the line DD in FIG. 4, and FIG. 8 is a sectional view taken along the line EE in FIG. It is sectional drawing which follows.

  As shown in FIG. 1, the drive mechanism arrangement structure of this embodiment is configured such that the torque converter 2 and the transmission 3 are separated from each other, and the engine body 1 and the torque converter 2 are assembled together in the front-rear direction to constitute the front drive unit U1. On the other hand, the transmission 3 is integrally assembled with the front end portion of the differential device 4 to constitute a rear drive unit U2.

  In the present embodiment, a front engine / rear drive type A / T vehicle is shown, and a front drive unit U1 is mounted in a front compartment 12 separated in a front portion of a vehicle compartment 11 of a vehicle body 10, and a lower floor is provided. The rear drive unit U2 is mounted on the side, and the front drive unit U1 and the rear drive unit U2 are arranged separately at the front and rear of the vehicle.

  The front drive unit U1 is elastically supported by the front subframe or the vehicle body front skeleton member via the mounting member 9 at three points of the left and right central portions and the rear portion, while the rear drive unit U2 is as shown in FIG. The rear seat cross member 15 as a rear cross member and the rear subframe 16 as a vehicle body floor side member are elastically supported.

  A single propeller shaft 5 in which the output shaft of the torque converter 2 of the front drive unit U1 and the input shaft of the transmission 3 of the rear drive unit U2 are arranged in a floor tunnel 13A formed on the front floor 13 It is connected via a joint 6 to transmit power.

  In this embodiment, the propeller shaft 5 is made of an elastic material that is lightweight and has excellent vibration damping properties. However, there is a slight hindrance to power transmission from the front drive unit U1 to the rear drive unit U2. Of course, it is formed in a solid or hollow shape by a fiber reinforced synthetic resin material reinforced with fibers such as carbon fiber and glass fiber.

  As the torque converter 2, a general torque converter including a pump impeller, a turbine runner, a stator, a lock-up clutch, and the like is used. In this embodiment, an oil chamber 2A of the torque converter 2 and an oil chamber 3A of the transmission 3 are used. Are connected and connected by a hydraulic pipe 7.

  An oil pump 8 is disposed in one of the oil chambers 2A and 3A, for example, the oil chamber 2A of the torque converter 2, so that the line pressure of the torque converter 2 and the transmission 3 can be maintained by the oil pump 8. is there.

  The oil pump 8 is originally used that is incorporated in the torque converter 2.

  As shown in FIG. 2, the hydraulic pipe 7 is routed in the front-rear direction in the floor tunnel 13 </ b> A together with the propeller shaft 5 and closer to one side below the propeller shaft 5.

  The rear sub-frame 16 that supports the rear end portion of the differential device 4 of the rear drive unit U2 is formed in the shape of a plane well with front and rear frames 16A and 16B and a pair of side frames 16C. The rear end of the differential unit 4 is coupled to a floor frame member that is joined to the lower surface of the rear floor 14 behind the rear seat cross member 15 via seats 16D that are formed to project at both rear ends. The portion is elastically supported by the rear frame 16B via a vibration isolating bushing 17 penetrating in the front-rear direction at the center of the rear frame 16B in the vehicle width direction.

The front and rear seat portions 16D are formed as mount portions having an outer cylinder 16d ₁ , a collar 16d _2, and an anti-vibration bushing 16d ₃ formed between them in a cylindrical shape in the vertical direction. The subframe 16 is elastically supported by inserting a bolt in the vertical direction into the floor skeleton member and the collar 16d ₂ and fastening with a nut.

  On the other hand, the rear seat cross member 15 that supports the front end portion of the transmission 3 is formed in a closed cross section with an upper panel 15U and a lower panel 15L as shown in FIGS. 5 to 8, and the front floor is formed on the front lower flange 15a. 13 is overlapped and joined, and the front end of the rear floor 14 is overlapped and joined on the rear upper flange 15b.

  As shown in FIGS. 3 and 4, the rear seat cross member 15 is formed with a tunnel portion 15A connected to the floor tunnel 13A. The front end portion of the transmission 3 is elastically formed by the tunnel portion 15A via the mount member 18. I support it.

  The mount member 18 includes a front wall and a rear wall 19 and 20 which close the front and rear openings of the rear seat cross member 15 and a bottom wall 21 which connects the front and rear walls 19 and 20 together. A base portion 18A and a cylindrical anti-vibration bush 22 disposed through the front and rear walls 19 and 20 in the front-rear direction are provided.

  The vibration isolating bush 22 is fitted and fixed to a cylindrical collar 23 joined across the front and rear walls 19 and 20.

  The mount member 18 is inserted into the front end portion of the transmission 3 through the vibration-isolating bushing 22 and is sub-assembled, and the base portion 18A is inserted into the tunnel portion 15A from below and attached. is there.

  The bottom wall 21 of the base portion 18A is formed to have a length straddling the lower opening of the tunnel portion 15A, and the rear wall 20 has a larger area than the rear opening of the tunnel portion 15A. It is formed in a substantially trapezoidal shape according to the opening shape of the opening.

  On the other hand, the front wall 19 of the base member 18A is formed in a substantially trapezoidal shape in accordance with the opening shape of the floor tunnel 13A with a size that fits in the floor tunnel 13A. A flange portion 19a bent toward the top is formed.

  Therefore, the mount member 18 is inserted into the tunnel portion 15A from the lower side in a state where it is subassembled at the front end portion of the transmission 3 as described above, and the bottom wall 21 of the base portion 18A is inserted into the lower opening portion of the tunnel portion 15A. The rear seat cross member 15 is superposed on the lower surfaces of the left and right bottom walls of the rear seat cross member 15 and fastened and fixed by bolts 24 and nuts 25, and the rear wall 20 is straddled across the rear opening of the tunnel portion 15A. The left and right rear walls 17 are overlapped and fastened with bolts 24 and nuts 25, and the flange portion 19a is fitted to the floor tunnel 13A with the front wall 19 inscribed and fitted to the left and right sides of the floor tunnel 13A. It is superposed on the wall and fastened and fixed with bolts 24 and nuts 25 so that the front, rear and lower portions of the tunnel portion 15A are closed. It is attached to Rosumenba 15.

  Here, the nuts 25 for fixing the front and rear walls 19, 20 are all arranged as weld nuts on the base member 18 side, while the nut 25 for fixing the bottom wall 21 is provided on the rear seat cross member 15. Arranged on the inner surface of the bottom wall, the bottom wall 21 is fastened with bolts 24 from the lower side of the floor, and the flange 19a and the rear wall 20 of the front wall 19 are both fastened with bolts 24 from the vehicle interior side.

  In FIG. 1, F and W are front wheels, R and W are rear wheels, and D and S are drive shafts of the differential.

  According to the structure of the first embodiment described above, the rear drive unit U2 is configured by assembling the transmission 3 integrally with the front end portion of the differential device 4, and the height of the rear drive unit U2 is increased. Therefore, the layout of the rear drive unit U2 below the floor can be facilitated without a significant change in the floor structure that increases the ground clearance of the rear floor 14.

  Further, the rear drive unit U2 supports the rear end portion of the differential device 4 on the rear frame 16B of the rear sub-frame 16, while the front end portion of the transmission 3 is a tunnel portion 15A of the rear seat cross member 15 and the mount member 18 In addition to being able to bear the dynamic load of the rear unit U2 on the rear seat cross member 15, the front drive unit U2 and the span between the rear support points are enlarged and Since the driving reaction force distributed to the rear support point is reduced and the driving reaction force is not directly input to the front frame 16A of the rear subframe 16, the wall thickness and cross-sectional shape of the rear subframe 16 are reduced. In particular, the front frame 16A can be omitted in some cases, and the strength and rigidity of the rear subframe 16 can be reduced. Since it is Rukoto, the rear sub-frame 16 small, it is possible to vehicle weight reduction by being lighter.

  Here, in the present embodiment, the above-described mount member 18 includes the cylindrical vibration-proof bushing 22 of the base member 18A, and it is avoided that the vibration on the transmission 3 side is attenuated and transmitted to the rear seat cross member 15. Of course, it is sub-assembled to the front end portion of the transmission 3 via the vibration-isolating bushing 22, and the base member 18A is inserted and attached to the tunnel portion 15A from below, so that the propeller shaft 5, The transmission 3 and the differential 4 are assembled in advance so that the mounting operation of the drive unit U2 from the lower side of the floor can be easily performed without causing any trouble in the assembly work. be able to.

  In particular, the bottom wall 21 of the base member 18A is overlapped and fastened to the lower surface of the left and right bottom walls of the rear seat cross member 15 across the lower opening of the tunnel portion 15A, and the lower side of the tunnel portion 15A. In addition to preventing the opening in the left-right direction of the opening, the base member 18 is fastened and fixed to the tunnel portion 15A with the front and rear walls 19, 20 closing the front and rear openings of the rear seat cross member 15. Therefore, the reduction in strength and rigidity due to the formation of the tunnel portion 15A of the rear seat cross member 15 can be sufficiently compensated.

  Moreover, the front wall 19 is inscribed and fitted to the floor tunnel 13A and fastened to the left and right side walls thereof, and the rear wall 20 straddles the rear opening of the tunnel portion 15A and the left and right rear walls of the rear seat cross member 15 Since it is fastened and fixed to 17, the rigidity around the tunnel portion 15A can be further enhanced.

  Then, the base member 18A is fastened and fixed to the bottom wall 21 from the lower side of the floor as described above, and both the front wall 19 and the rear wall 20 are fastened and fixed from the vehicle interior side, so that the fastening work can be afforded in space. Therefore, the mounting workability of the base member 18A can be improved.

  In particular, as shown in FIG. 1, when the fuel tank T is mounted below the floor across the upper side of the transmission 3 in the left-right direction, the fuel tank T is mounted below the floor prior to mounting the rear drive unit U2. However, since the fastening operation of the base member 18A can be performed from the lower side of the floor and from the vehicle interior side, the fuel tank T does not interfere with the fastening operation, and the workability can be significantly improved. it can.

  On the other hand, according to the structure of this embodiment, the engine main body 1 and the transmission 3 that are vibration sources are arranged separately in the front part and the rear part of the vehicle body 10, and are generated by the engine main body 1 and the transmission 3. The vibration level can be reduced by avoiding the interference of the vibration.

  The propeller shaft 5 is made of an elastic material that is light in weight and excellent in vibration damping properties. The propeller shaft 5 provides a vibration damping action between the front drive unit U1 and the rear drive unit U2, and both of them. Vibration transmission between them can be suppressed.

  Since the torque converter 2 and the transmission 3 are separated from each other, it is possible to avoid the generation of vibration and noise due to the occurrence of bending between them.

  As a result, the vibration and noise of the entire drive system can be suppressed to a low level, so that quietness can be further improved without using a large amount of soundproofing and sound insulation material in the inside and outside of the vehicle compartment 11.

  In addition, the front drive unit U1 composed of the engine body 1 and the torque converter 2 and the rear drive unit U2 composed of the transmission 3 and the differential device 4 are separately mounted on the front and rear of the vehicle. Since the front and rear weight balance is good and the front weight is reduced, and the vibration level of the front drive unit U1 is reduced, the elasticity of the mount member 9 that elastically supports the front side front drive unit U1. It is not necessary to soften more than necessary, and by appropriately setting the elasticity of the mount member 9, the front weight is reduced and, in addition, the nose dive suppression effect during braking, turning braking performance, and safety Can improve sexuality and turning ability.

  Furthermore, in addition to being able to attenuate the shock at the time of lock-up of the torque converter 2 by the elasticity of the propeller shaft 5, the vibration transmission action between the front drive unit U1 and the rear drive unit U2 can be reduced as described above. In order to avoid the occurrence of vibration at the time of lock-up, the lock-up area can be enlarged without being restricted to be small. As a result, while being an A / T vehicle, torque response similar to that of an M / T (manual transmission) vehicle can be obtained to improve running performance, and the expansion of this lock-up range eliminates power slip loss and fuel consumption. Can also be improved.

  In addition, since the propeller shaft 5 is made of an elastic material that is lightweight and has excellent vibration damping properties, the propeller shaft 5 can be prevented from vibrating with a large amplitude. However, it is not necessary to mount the substantially central portion on the front floor 13, and the occurrence of floor vibration can be avoided. Of course, the floor tunnel 13A is compared with the conventional floor tunnel indicated by reference numeral 13A 'as shown in FIG. Therefore, the living space of the passenger compartment 11 can be enlarged, and the arrangement space for the various pedals P can be enlarged on the front side, so that the degree of freedom in pedal layout can be increased.

  In particular, since the propeller shaft 5 is made of a fiber reinforced synthetic resin material reinforced with fibers such as carbon fiber and glass fiber, the propeller shaft 5 is lightweight, has a high vibration damping property, and is excellent in mechanical strength. The shaft 5 can be advantageously obtained in design.

  In addition, the oil chambers 2A and 3A of the torque converter 2 and the transmission 3 are connected and connected by the hydraulic pipe 7, and the oil pump 8 is provided in one of the oil chambers 2A so that the number of parts can be reduced. Cost and weight.

  In addition, since the hydraulic pipe 7 is routed in the floor tunnel 13A outside the passenger compartment, an oil cooling effect can be obtained, and a separately provided oil cooler can be reduced in size.

  FIG. 9 shows a second embodiment of the present invention, in which the same components as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 9 shows a rear seat cross member, a mount member, and the like. FIG.

  In the second embodiment, the mount member 18 is constituted by a stay 18 </ b> B provided with a vibration isolation member 22 </ b> A that supports the front end portion of the transmission 3.

  This stay 18B can be obtained as a die-cast made of a lightweight metal material such as an aluminum alloy. The stay 18B is formed so as to straddle the lower opening of the tunnel portion 15A of the rear seat cross member 15 so that the left and right sides of the rear seat cross member 15 The bottom wall is fastened and fixed to the bottom wall by bolts 24 and nuts 25.

  A raised portion 18B ′ is formed on the upper surface of the substantially central portion of the stay 18B, and a vibration isolating member 22A is disposed on the raised portion 18B ′.

  A pair of left and right leg portions 3a are provided on the lower surface side of the front end portion of the transmission 3, and a stay 18B is fastened to the leg portion 3A via a mount member 22A. The stay 18B is connected to the front end portion of the transmission 3. Is sub-assembled.

  Therefore, also in the case of the second embodiment, the stay 18B constituting the mount member 18 can be fastened to the bottom wall of the rear seat cross member 15 by the bolts 24 from below when the rear drive unit U2 is assembled from below the floor. Thus, workability can be improved.

  Further, since the mount member 18 is constituted by the stay 18B, the structure is simplified, and the stay 18B is fastened and fixed across the lower portion of the tunnel portion 15A from the left and right, so that the lower opening of the tunnel portion 15A is opened. It is possible to prevent the opening of the portion and ensure the rigidity around the tunnel portion 15A.

  FIGS. 10 and 11 show a modification of the second embodiment. In this modification, the lower opening of the tunnel portion 15A is provided on the left and right sides of the tunnel portion 15A on the rear surface side of the rear seat cross member 15. FIG. The mounting bracket 15B extending to the side is integrally joined and arranged in a box shape, and the stay 18B is fastened and fixed by bolts 24 and nuts 25 across the bottom walls of the left and right mounting brackets 15B. The same effect as the second embodiment can be obtained.

  12 to 14 show a third embodiment of the present invention, in which the same parts as those in the first and second embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. FIG. 13 is an enlarged view of the first vibration isolation member, and FIG. 14 is an enlarged view of the second vibration isolation member.

  In the third embodiment, the mount member 18 includes vibration isolation members 30 in multiple stages in the load transmission path between the front end portion of the transmission 3 and the rear seat cross member 15.

  The mount member 18 is constituted by a stay 18 </ b> B provided with a plurality of vibration-proof members 30.

  The stay 18B is made of a light metal material such as an aluminum alloy as in the second embodiment, and is formed to extend over the lower opening of the tunnel portion 15A of the rear seat cross member 15 so that the left and right sides of the rear seat cross member 15 are left and right. Are fastened and fixed to the lower surface of the bottom wall by bolts 24 and nuts 25.

  The anti-vibration member 30 includes a first anti-vibration member 30A provided between the front end of the transmission 3 and the stay 18B that supports the anti-vibration member 30 and a second fixing portion provided between the stay 18B and the rear seat cross member 15. Anti-vibration member 30B.

  At the front end of the transmission 3, there is provided an arm portion 3B that projects substantially horizontally in the left-right direction, and a first vibration isolation member 30A is disposed between the bracket portion 3b and the stay 18B.

  The first vibration isolating member 30A has a circular outer cylinder 41 having an open upper end and a flange 41a formed inward at the periphery thereof, an anti-vibration rubber 42 disposed in the outer cylinder 41, and an anti-vibration rubber. And a cylindrical movable support 43 embedded in the center of 42.

  The outer cylinder 41 has a bolt 44 projecting from the center of the bottom surface thereof. The outer cylinder 41 is placed on the stay 18B and is fastened and fixed to the stay 18B via the bolt 44 by a nut 46.

  The movable support 43 includes a small-diameter portion 43a that protrudes outward from the anti-vibration rubber 42 and the outer cylinder 41 at its upper end, and a bolt 45 that projects from the center of the small-diameter portion 43a. The bracket portion 3 b is placed and fastened and fixed to the bracket portion 3 b by a nut 46 via a bolt 45.

  The second vibration isolating member 30B is sub-assembled at both left and right end portions of the stay 18B, and has a circular outer cylinder 51 fixed to the stay 18B and a vertically cylindrical antivibration member provided in the outer cylinder 51. A vibration bush 52 and a collar 53 provided at the center of the vibration isolation bush 52 are provided.

  The stay 18B is sub-assembled to the arm portion 3B at the front end portion of the transmission 3 via the first vibration isolation member 30A, and the front end portion of the transmission 3 is inserted into the tunnel portion 15A of the rear seat cross member 15 from below. The collars 53 of the second vibration isolating member 30B are inserted into the bolts 47 fixed across the bottom wall of the rear seat cross member 15 and the bolt reinforcement 15c, and the stay 18B is placed on the bottom surface of the bottom wall of the rear seat cross member 15. It is fixed and fastened and fixed by a nut 48.

  Therefore, according to the third embodiment, the first and second vibration isolation members 30A and 30B are arranged in multiple stages in the load transmission path between the front end portion of the transmission 3 and the rear seat cross member 15. Compared with the first and second embodiments, the vibration isolation effect can be further enhanced, and vibrations and noise levels in the required vibration region, differential noise and gear noise regions during acceleration can be reduced.

  Also in the third embodiment, the mounting member 18 is constituted by the stay 18B as in the second embodiment, so that the structure is simplified, and the stay 18B is arranged below the floor of the rear drive unit U2. When assembling, the bolts and nuts can be fastened to the bottom wall of the rear seat cross member 15 from the lower side to improve workability, and the opening of the lower opening of the tunnel portion 15A is prevented by the stay 18B. Thus, the rigidity around the tunnel portion 15A can be ensured.

  FIG. 15 shows a fourth embodiment of the present invention, in which the same parts as those in the third embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. It is a front view which shows a part as a cross section.

  In the fourth embodiment, the mount member 18 is constituted by the stay 18B provided with the vibration isolating member 30 in multiple stages as in the third embodiment. However, in the present embodiment, the vibration isolating member 30 is provided. Is composed of a first anti-vibration member 30A and a second anti-vibration member 30B provided in multiple stages between the front end of the transmission 3 and the stay 18B.

  The first vibration isolating member 30A and the second vibration isolating member 30B are arranged in multiple stages on the upper and lower sides between the left and right arm portions 3B of the transmission 3 and the stay 18B. .

  The first vibration isolating member 30A is fastened and fixed to the arm portion 3B at the front end of the transmission 3 by the upper bolts 45 and nuts 46, and the lower bolt 44 and nuts below the first vibration isolating member 30A. 46, the first vibration isolating member 30 </ b> A and the second vibration isolating member 30 </ b> B on the stay 18 </ b> B side are fastened and fixed, and the stay 18 </ b> B is sub-assembled to the front end portion of the transmission 3.

  When the rear drive unit U2 is assembled from below the floor, the left and right ends of the stay 18B are directly superimposed on the bottom wall bottom surface of the rear seat cross member 15 and fastened and fixed by bolts 47 and nuts 48 to be rigidly coupled. It is.

  Here, in the present embodiment, a dynamic damper is configured with a weight 49 having a required mass interposed between the first and second vibration isolating members 30A and 30B.

  Therefore, according to the fourth embodiment, the anti-vibration effect can be enhanced by the multistage arrangement of the first and second anti-vibration members 30A and 30B as in the third embodiment.

  In particular, the first and second vibration isolation members 30A and 30B are arranged in multiple stages in the upward and downward directions, and a weight 49 having a required mass is interposed between them to constitute a dynamic damper. The vibration effect can be further enhanced.

  Further, since the stay 18B is directly fastened and fixed to the lower surface of the bottom wall of the rear seat cross member 15 and rigidly coupled, the rigidity around the tunnel portion 15A of the rear seat cross member 15 can be secured.

  FIG. 16 shows a fifth embodiment of the present invention, in which the same parts as those in the third and fourth embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. It is a front view which shows a member arrangement | positioning part as a cross section.

  Also in the fifth embodiment, the mount member 18 is constituted by a stay 18B provided with the vibration isolating member 30 in multiple stages as in the third and fourth embodiments.

  In the present embodiment, the first vibration isolator 30A ′ is provided with an arm portion 61a projecting substantially horizontally on both the left and right sides, and a bracket 61 for inserting and supporting the front end portion of the transmission 3, and the transmission front end of the bracket 61 And an anti-vibration bush 62 having a cylindrical shape disposed in the insertion support portion.

  The second vibration isolating member 30 </ b> B ′ includes an outer cylinder 41, an anti-vibration rubber 42 filled in the outer cylinder 41, and a movable support body 43 embedded in the central portion of the anti-vibration rubber 42.

  That is, in the fifth embodiment, the second vibration isolating member 30B ′ is the same as that used as the first vibration isolating member 30A in the third and fourth embodiments. The second anti-vibration member 30B ′ is fastened and fixed to the arm portion 51a of the bracket 51 of the first anti-vibration member 30A ′ by the bolt 45 and the nut 46, while the bolt 44 and the nut 46 of the outer cylinder 41 are fixed. Thus, the second vibration isolating member 30B ′ is fastened and fixed to the stay 18B, and the stay 18B is sub-assembled to the front end portion of the transmission 3.

  When the rear drive unit U2 is assembled from below the floor, the left and right ends of the stay 18B are directly superimposed on the bottom wall bottom surface of the rear seat cross member 15 and fastened and fixed by bolts 47 and nuts 48 to be rigidly coupled. It is.

  Therefore, according to the fifth embodiment, as in the third and fourth embodiments, the vibration isolation effect can be further enhanced by the multi-stage arrangement of the first and second vibration isolation members 30A ′ and 30B ′. .

  Further, the bracket 51 of the first vibration isolation member 30A ′ is elastically supported by the vibration isolation bushing 52 and the vibration isolation rubber 42 of the second vibration isolation member 30B ′. It functions as a dynamic damper and can further enhance the vibration isolation effect as in the fourth embodiment.

  FIG. 17 shows a sixth embodiment of the present invention, in which the same parts as those in the third and fifth embodiments are denoted by the same reference numerals and redundant description is omitted, and FIG. It is a front view which shows a member arrangement | positioning part as a cross section.

In the sixth embodiment, the mount member 18 includes arm portions 61a that project substantially horizontally on the left and right sides, and inserts and supports the front end portion of the transmission 3, and the transmission 3 of the bracket 61. A first anti-vibration member 30A ″ comprising a cylindrical anti-vibration bush 62 disposed in the insertion support portion at the front end of the first anti-vibration member;
And a second vibration isolating member 30B ″ provided on the arm portion 61a of the bracket 61.

  The first vibration isolation member 30A ″ is the same as that used as the first vibration isolation member 30A ′ in the fifth embodiment.

  The second vibration isolation member 30 </ b> B ″ includes an outer cylinder 51, a cylindrical vibration isolation bush 52 in the outer cylinder 51, and a collar 53 provided at the center of the vibration isolation bush 52.

  That is, the second vibration isolating member 30B ″ is the same as that used as the second vibration isolating member 30B in the third embodiment, and the outer cylinder 51 is fixed to the arm portion 61a of the bracket 61. The second vibration isolating member 30B ″ is integrated with the arm portion 61a.

  Then, the mount member 18 is sub-assembled to the front end portion of the transmission 3, and when the rear drive unit U2 is assembled from below the floor, the mount member 18 is inserted into the tunnel portion 15A of the rear seat cross member 15, and the arm portion 61a. The collar 53 of the second vibration isolating member 30B ″ provided in is inserted into the bolt 47 fixedly straddling the upper wall of the tunnel portion 15A and the bolt reinforcement 15c provided inside thereof, and fastened by the nut 48. Thus, the mount member 18 is fixed to the upper wall of the tunnel portion 15A.

  Therefore, according to the sixth embodiment, as in the fifth embodiment, the anti-vibration effect can be further enhanced by the multi-stage arrangement of the first and second anti-vibration members 30A ″ and 30B ″. Due to the presence of the bracket 61 of the vibration isolating member 30B ″, the action of the dynamic damper is obtained, and the vibration isolating effect can be further enhanced.

  18 and 19 show a seventh embodiment of the present invention, in which the same parts as those in the first embodiment are denoted by the same reference numerals and redundant description is omitted, and FIG. 18 shows the mounting portion of the rear drive unit. FIG. 19 is a schematic perspective view showing the behavior of the rear subframe.

As shown in FIG. 18, the drive mechanism arrangement structure of the seventh embodiment is formed at the rear end portion of the rear sub-frame 16 in which the rear end portion of the differential device 4 in the rear drive unit U2 is coupled to the lower side of the vehicle body floor. The front end portion of the transmission 3 is elastically supported through the mount member 18 at the tunnel portion 15A of the rear seat cross member 15;
The rear sub-frame 16 is formed in a plane girder shape with front and rear frames 16A and 16B and a pair of side frames 16C, and a mounting portion 16D as a seat portion protruding and formed at both front and rear end portions thereof. Through the rear seat cross member 15 and coupled to and elastically supported by the floor skeleton member on the lower surface of the rear floor 14, and the rear end portion of the differential 4 is front and rear in the center in the vehicle width direction of the rear frame 16B. The point that it is elastically supported by the rear frame 16B through a vibration isolating bush 17 penetrating in the direction is the same as in the first embodiment.

  Here, in the seventh embodiment, the front end portion of the rear sub-frame 16, that is, the lower surface of the center portion in the vehicle width direction of the front frame 16A, and the upper surface of the rear drive unit U2 (in this embodiment) A front support point P is provided between the differential device 4 and the upper surface of the differential device 4.

  The front support point P can be a cylindrical bush type mount member that constitutes the seat portion D of the rear subframe 16.

  The rear sub-frame 16 has front and rear mounts so that the rear sub-frame 16 can be moved forward and tilted downward when a vehicle front force is input to the rear drive unit U2. Directivity is given to the support rigidity of the parts 16D and 16D.

Directional application of the support stiffness, prior to vibration damping bushing 16d ₃ formed in a cylindrical mounting portion 16D as shown in FIG. 19, the rear, urging the flexural deformation of the forwardly downwardly oblique bush 16d ₃ vibration-proof It is obtained by forming the curl 70.

In the embodiment shown in FIG. 19, a substantially lower half of the vibration isolating bushing 16d ₃ of the front mount portion 16D to form the front currants 70F, the substantially upper half portion of the rear part of the bush 16d ₃ vibration-proof A rear side curl 70R is formed.

Figure In the modification shown in 20, before the substantially lower half of the vibration isolating bushing 16d ₃ of the front mounting portion 16D, rear currants 60F, while forming 60R, vibration damping bushing 16d of the rear mount portion 16D ₃ The front and rear side straightenings 70F and 70R are formed in substantially the upper half of the head.

Even in forming the form of the any of the currant 70, the input to the vehicle front to the rear sub-frame 16 is applied, before the rear currant 70F, the formation of 70R, the vibration damping bushing 16d ₃ is forwardly downwardly slanted By bending and deforming, it is possible to promote the inclination displacement behavior of the rear subframe 16 that is lowered forward.

  Therefore, according to the seventh embodiment, the same effect as that of the first embodiment, that is, the body layout by facilitating the mounting layout of the rear drive unit U2 below the floor and reducing the size and weight of the rear subframe 16 can be achieved. Weight reduction, securing of strength and rigidity around the tunnel portion 15A of the rear seat cross member 15, reduction of vibration level by avoiding interference of vibration generated in the engine body 1 and the transmission 3, and between the torque converter 2 and the transmission 3 The vibration and noise of the entire drive train due to vibration and noise reduction due to the occurrence of bending at the front, and the nose dive suppression effect during braking by reducing the front weight, turning braking performance, improved operability, In addition to the above effects, the following effects can be obtained.

  When a driving force is transmitted from the drive shaft D · S (see FIG. 1) of the differential device 4 of the rear drive unit U2 to the rear wheels R · W, the ground reaction force of the rear wheels R · W causes the rear drive unit U2 to In this case, a forward upward rotational moment occurs around the drive shafts D and S, and a so-called windup phenomenon of the rear drive unit U2 occurs.

  In particular, the wind-up phenomenon of the rear drive unit U2 becomes large immediately after the driving force increases at the start and acceleration of the vehicle and until the rotational speed of the rear wheels starts to change, and the front end portion of the transmission 3 is increased. The elastic deformation of the vibration isolator (vibration isolator bush 22) of the mount member 18 that supports the bottom is activated, and vibration transmission from the front end of the rear drive unit U2 to the rear seat cross member 15 and eventually the vehicle body floor is activated. There is a possibility that vibration and noise into the room will increase.

  On the other hand, when the vehicle starts and accelerates, a windup phenomenon occurs in the rear drive unit U2 as described above. In addition, the rear subframe 16 includes a suspension arm and a suspension link of the rear wheels RW. Are connected and supported, and the rear sub-frame 16 and the rear drive unit U2 are pushed forward through the suspension arm due to an increase in the ground reaction force of the rear wheels R and W.

  In this embodiment, as described above, the front support point P is set between the lower surface of the front frame 16A of the rear subframe 16 and the upper surface of the differential device 4, and the front, Since the support rigidity of the rear mounting portions 16D and 16D is given a directivity that bends and deforms in a diagonally downward direction, when the rear subframe 16 is pushed forward, the rear subframe 16 The front drive point U is moved forward and tilted, and the rear drive unit U2 generates a rotational moment opposite to the windup direction at the front support point P.

  As a result, the wind-up phenomenon of the rear drive unit U2 can be suppressed to a small extent, and the vibration isolation material of the mount member 18 can be eliminated from the bottom, thereby reducing vibration and noise during start-up and acceleration.

Also, before the vibration damping bushing 16d ₃ in the present embodiment, the rear currants 70F, a simple structure of forming the 70R, it is possible to impart directionality to the support rigidity of the mount portion 16D.

  Here, the support of the differential device 4 to the rear subframe 16 in the rear drive unit U2 is not limited to the structure of the seventh embodiment. For example, as shown in the modification of FIG. Even if the front and rear intermediate frames 16E and 16E are provided across the side frame 16C, and the mount members 17A and 17B are provided between the intermediate frame 16E and the upper surface of the differential device 4 for elastic support, The same wind-up suppressing effect can be obtained.

  FIG. 22 shows an eighth embodiment of the present invention. In this embodiment, when the rear sub-frame 16 moves forward around the front mounting portion 16D of the rear sub-frame 16 in the seventh embodiment. A guide member 71 is provided in contact with the front mount portion 16D to guide the displacement of the mount portion 16D in a diagonally downward direction.

  The guide member 71 is formed of a metal plate, and is attached to the lower surface of the floor frame member F / M to which the mount portion 16D is connected and supported, and the front end portion thereof is close to the front edge of the upper edge of the mount portion 16D. The curved portion 71A is formed.

  Therefore, according to the eighth embodiment, when the rear sub-frame 16 is pushed forward when the vehicle starts or accelerates, the upper edge front portion of the front mount portion 16D is the curved portion of the guide member 71. Since it is displaced and guided obliquely forward and downward along the curved shape in contact with 71A, the windup suppressing effect of the rear drive unit U2 can be enhanced.

  In the eighth embodiment, it is desirable to provide the anti-vibration bush 16d3 with the straightening 70 as in the seventh embodiment. However, depending on the case, the rear sub-frame 16 may be lowered obliquely forward without providing the straightening 70. It is possible to promote the inclination displacement of the.

  The structures of the seventh and eighth embodiments can be applied to the structures of the second to sixth embodiments to obtain the same effect.

  By the way, although the drive mechanism arrangement structure of the present invention has been described by taking the first to eighth embodiments as examples, various embodiments can be taken without departing from the gist of the present invention without being limited thereto.

Side surface explanatory drawing which shows the arrangement | positioning state of the front part drive unit and rear part drive unit in 1st Embodiment of this invention. Sectional drawing in alignment with the AA of FIG. The perspective view which shows schematically the mounting part of the rear part drive unit in 1st Embodiment of this invention. The disassembled perspective view which shows the tunnel part and mount member of the rear seat cross member in 1st Embodiment of this invention. Sectional drawing which follows the BB line of FIG. Sectional drawing which follows the CC line | wire of FIG. Sectional drawing which follows the DD line | wire of FIG. Sectional drawing which follows the EE line | wire of FIG. The disassembled perspective view which shows the tunnel part and mount member of the rear seat cross member in 2nd Embodiment of this invention. The rear view of the rear seat cross member which shows the modification of 2nd Embodiment of this invention. Sectional drawing which follows the FF line | wire of FIG. The front view which shows the arrangement | positioning part of the mount member in 3rd Embodiment of this invention as a cross section. The enlarged view of the 1st anti-vibration member in 3rd Embodiment of this invention. The enlarged view of the 2nd vibration isolator member in 3rd Embodiment of this invention. The front view similar to FIG. 12 in 4th Embodiment of this invention. The front view similar to FIG. 12 in 5th Embodiment of this invention. The front view similar to FIG. 12 in 6th Embodiment of this invention. The perspective view which shows schematically the mounting part of the rear part drive unit in 7th Embodiment of this invention. Explanatory drawing which shows the seat part of the rear sub-frame in 7th Embodiment of this invention as a cross section. Explanatory drawing which shows the modification of the seat part shown in FIG. The schematic perspective view which shows the modification of the rear part drive unit mounting structure shown in FIG. Sectional drawing which shows 8th Embodiment of this invention.

Explanation of symbols

U1 Front drive unit U2 Rear drive unit 1 Engine body 2 Torque converter 3 Transmission 3B Arm 2A, 3A Oil chamber 4 Differential device 5 Propeller shaft 7 Hydraulic piping 8 Oil pump 10 Body 11 Car compartment 13 Front floor (body floor)
13A Floor tunnel 14 Rear floor (body floor)
15 Rear seat cross member (Rear cross member)
15A Tunnel part 16 Rear sub-frame 16A Front end part 16B Rear end part 16D Seat part (mount part)
16d ₃ Anti-vibration bush 18 Mount member 18A Base member 18B Stay 19 Front wall 19a Flange portion 20 Rear wall 21 Bottom wall 22 Anti-vibration bush 22A, 30 Anti-vibration member 30A, 30A ′, 30A ″ First anti-vibration member 30B, 30B ′, 30B ″ second vibration isolation member 61 bracket 61a arm part 70 straightening 70F front side straightening 70R rear side straightening 71 guide member P front support point

Claims (20)

A rear unit is constructed by assembling the transmission integrally with the front end of the differential that supports the vehicle body floor side member,
A drive mechanism arrangement structure for a vehicle, wherein a front end portion of a transmission is supported by a tunnel portion connected to a floor tunnel of a rear cross member on a vehicle body floor via a mount member. The mount member includes a base member provided with a rear wall before and after closing the rear opening of the tunnel portion of the rear cross member,
These are equipped with cylindrical anti-vibration bushes that pass through the front and rear walls,
2. The mount member according to claim 1, wherein the mount member is inserted into a front end portion of the transmission via a vibration-proof bushing and sub-assembled, and a base member is inserted and attached to the tunnel portion from below. Vehicle drive mechanism arrangement structure.   The base member has a bottom wall continuously connecting the front and rear walls, and the bottom wall is overlapped on the lower opening of the rear cross member over the lower opening of the tunnel part and fastened by fastening. The vehicle drive mechanism arrangement structure according to claim 2. The front wall of the base member has a size and shape that fits in the floor tunnel, and has flanges on the left and right edges, and the flanges overlap the left and right walls of the floor tunnel. While fastening and fixing,
The rear wall of the base member is overlapped and fastened to the left and right rear walls of the rear cross member across the rear opening of the tunnel portion of the rear cross member. The vehicle drive mechanism arrangement structure according to the description.   The vehicle drive mechanism arrangement structure according to claim 4, wherein both the flange portion and the rear wall of the front wall of the base member are fastened and fixed from the vehicle interior side.   The mount member is composed of a stay provided with a vibration isolating member that supports the front end portion of the transmission, and the stay extends from the lower side of the tunnel portion of the rear cross member to the left and right of the lower portion of the tunnel portion. The vehicle drive mechanism arrangement structure according to claim 1, wherein the vehicle drive mechanism arrangement structure is fastened and fixed to a cross member.   2. The vehicle drive mechanism arrangement structure according to claim 1, wherein the mount member is provided with a plurality of vibration isolation members in a load transmission path between the front end portion of the transmission and the rear cross member. The mounting member consists of a stay with multi-stage anti-vibration members, and the stay is fastened and fixed to the rear cross member from the lower side of the tunnel part of the rear cross member to the left and right sides of the lower part of the tunnel part. And
A first anti-vibration member provided between the front end portion of the transmission and a stay supporting the anti-vibration member; a second anti-vibration member provided at a fastening and fixing portion between the stay and the rear cross member; The vehicle drive mechanism arrangement structure according to claim 7, wherein the vehicle drive mechanism arrangement structure is provided. The mounting member consists of a stay with multi-stage anti-vibration members, and the stay is fastened and fixed to the rear cross member from the lower side of the tunnel part of the rear cross member to the left and right sides of the lower part of the tunnel part. And
The vibration isolation member is composed of first and second vibration isolation members provided in multiple stages between the front end of the transmission and the stay supporting the transmission,
8. The vehicle drive mechanism arrangement structure according to claim 7, wherein the stay and the rear cross member are directly fastened and fixed to be rigidly coupled. A bracket portion that projects in the left-right direction is provided at the front end of the transmission, and first and second vibration isolation members are arranged in multiple stages above and below between the bracket portion and the stay,
10. The vehicle drive mechanism arrangement structure according to claim 9, wherein a dynamic damper is configured by interposing a weight of a required mass between the first and second vibration isolation members. A first vibration isolator having arm portions on both right and left sides, and a bracket for inserting and supporting the front end portion of the transmission; and a cylindrical anti-vibration bush disposed on an insertion support portion of the transmission front end portion of the bracket; And consist of
The vehicle drive mechanism disposition structure according to claim 9, wherein a second vibration isolation member is disposed between the arm portions on both sides of the bracket and the stay. The mount member includes arm portions on both right and left sides, and includes a bracket that inserts and supports the front end portion of the transmission, and a cylindrical vibration-proof bushing that is disposed on an insertion support portion of the transmission front end portion of the bracket. Anti-vibration member
A second vibration isolating member provided on the left and right arm portions,
8. The vehicle drive mechanism arrangement structure according to claim 7, wherein the mount member is attached to the tunnel portion of the rear cross member from the lower side via the second vibration isolating member of the arm portion. A rear unit is constructed by assembling the transmission integrally with the front end of the differential,
While supporting the front end portion of the transmission via a mount member at a tunnel portion connected to the floor tunnel of the rear cross member on the vehicle body floor,
A rear subframe is provided on the lower side of the vehicle body floor, and the rear subframe includes front and rear seats coupled to the lower side of the vehicle body floor behind the rear cross member, and the rear unit includes: Coupled to the rear sub-frame on the front and rear sides in the vehicle front-rear direction;
The front and rear seats of the rear sub-frame are configured as mount parts having vibration-proof bushes formed in a cylindrical shape in the vertical direction, and the rear sub-frame is mounted on the vehicle body floor via the mount parts. Bolts and nuts are connected through vertically.
By forming the tickling that promotes the bending deformation of the front side of the anti-vibration bushing on the front side of the anti-vibration bushing diagonally forward and downward,
A structure for arranging a drive mechanism of a vehicle, wherein the rear sub-frame is moved forward and lowered so as to be inclined and displaced when a force in the front direction of the vehicle is input to the rear unit. Claims substantially lower half of the front portion of the vibration isolating bushing in the front side of the mount portion to form a front currant, characterized in that the formation of the rear currants substantially upper half portion of the rear part of-proof vibration bush 13 The drive mechanism arrangement structure of the vehicle as described in 2. The front and rear curls are formed in the lower half of the anti-vibration bush in the front mount, while the front and rear curls are formed in the upper half of the anti-vibration bush in the rear mount. The vehicle drive mechanism arrangement structure according to claim 13 . 15. The guide member according to claim 13 or 14 , wherein a guide member is provided on the vehicle body floor side so as to abut against a front seat portion when the rear sub-frame moves forward and to guide the displacement of the seat portion obliquely forward and downward. The drive mechanism arrangement structure of the vehicle. Either from the front drive unit mounted on the vehicle front propeller shaft for transmitting the power to the transmission of the rear drive unit, according to claim 1 to 16, characterized in that configured in excellent elasticity material vibration damping 1 The drive mechanism arrangement structure of the vehicle as described in one. The oil chamber of the torque converter in the front drive unit and the oil chamber of the transmission in the rear drive unit are connected in communication by hydraulic piping, and an oil pump is provided in either the torque converter or the transmission oil chamber. The vehicle drive mechanism arrangement structure according to claim 17 . 19. The vehicle drive mechanism arrangement structure according to claim 17 or 18 , wherein the hydraulic piping is routed together with the propeller shaft in the floor tunnel. The vehicle drive mechanism arrangement according to any one of claims 17 to 19 , wherein the elastic material constituting the propeller shaft is a fiber-reinforced synthetic resin material reinforced with fibers such as carbon fiber and glass fiber. Construction structure.

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